1922 April 21st

APRIL
2 1, 19~ 2
Chinese Engineering Notes.
(From our own O()rrupondents.)
Peking.
•
I RA VE just ret.umed from a tlll'ee weeks' tow· in
Manchuria, during which I have been astonished
ttl. the lack of British enterpri e in that territory.
Not a single British engineering firm is repre ented
in 1\Iukden, the seat of the Govemment of the Pro·
vince of Manchuria, Kirin and H ei lungkian g. There
is a very large d emand in all the e three provinces for
~lectrical equipment, mining equipment, machine·
~ hop equipment, tool steels, &c. &c., and practically
ttll orders for theso materials go to America. Tho
Amori<-t1n manufacturer is faidy well represented in
Mukden , Kirin. Harbin and Tsitsihar. The Tuchun
(1\Iilitary novernor) of Manchw·ia is also Inspector ·
Genl'ral of the three Province , and his personal
adviser i. the lato American Consul·General in Muk·
den . lt, is unfortw1ate that a number of British firms
look upon Manchuria as b eing absolutely unde r
Japanese control and influence, and do not consider·
it wot·th while to seek for business in that territory.
All s upplies for the South Manchurian Railway
nat urally pass through the Japanese merchants, but
apart from that fact there is ample cope for Briti ' h
ontorprise. The a rsenal contract referred t o in a recent
letter was concluded between the Manchurian Govern·
m ont officials and tho Nielsen and Winther Engineer·
ing 'ompany, Limited, a Danish company. Tho
Danish Government was a party to the " Arms
Embargo Agreement," and in s pite of protests from
the British, American, Japanese and Italian L ega·
t.ions in Peking the contract is to b e carried through
tmd orders to tho extent of £1 ,000,000 aro to be placed.
Lt. is an open secret here that most of the equipm en t
is to come from Germany . .
General Chang Tso Ling, the Military Governor of
Manch\U'ia, and Inspector-General of the three Eas tern
Provinces, stands out to-day as the most powerful
man in China, a nd it is an undoubted fact that hi
territory is well governed and prosperous. General
Chang is very anxious to encow·age foreign enterpri e,
and is particularly interested in the construction .of
roads, the opening of mines, and the development of
the grain industry. These enterprises call for large
s upplies of machinery, and it is to be hoped that the
Briti h manufactw·er will get his share. But to do
so h e must go and got the business. It will never be
·ent to his agent or office in Sh~nghai or Tientsin.
The Wah ' !ling Trading Company- a
ino·
American comp any-has recent.ly obtained the con·
tract. for the Harbirt tramways. It is understood that
this company has obtained the concession for running
the t.ramways for a period of years, and 'rill supply
t.ho whole of the equipment in consideration of con·
tributing a portion of the required capital. Tho
equipment will come from America.
The Mukden Electric Light Company will shortly
place an order for a turbo·elect.ric sot of 1000 kilowatts
and accessories in connection with t.he extension of its
present plant.
Shaogba i.
The Chine o aro becoming vet·y averse to any
for·eign enterprise being carried out entirely by foreign
capital, and it would be practically impossible in these
days for foreign enterprise to build a railway o r
establish a public utility con cern anywhere out ide
a concession unles Chinese capital were involved
in the undertaking. This would seem to imply a
" d og in the manger " attitude, but it is only so this
far , that no Chine o Government or provincial
authority is in a po ition t o ask for capital with which
t.o promote a public utility undertaking or build a
railway, as practically a ll the official revenue of the
country is mortgaged up to the hilt. But this state of
affairs is far from representing the financial poten .
tiality of the nation. There is immense wealth in the
hands of the Chine e, and many of them are eager to
employ that wealth in promoting industria.} develop·
ment, but they are afraid to do so of their own initia·
Livo, bccau. e indication of wealth in China is s me to b e
followed by C'<tOrtion by rapaciouH relatives and
official . A Chino e who gets rich , gets rich quietly, or
a s t\. member of a protective combine, or, better still ,
u · a member of a foreign fu·m. For instance, the
(Jhinc ~e own about two·thirds of tho 36 million pounds'
worth of land in the International ettlement of
::ihanghai, but all that land ls officially registered in
Lhe name of foreigners, mostly British. You cannot
call land a liquid asset, but it is nearly so in Shanghai,
a it is mos tly mortgaged and tho proceeds used in
various ways. It follows that we have a potential
(;hineso wealth from land alone of about .£24,000,000
in tho hanghai International ettlemcnt, \vithout.
counting the French Settlement and tho surrounding
native dist.ricts, the two of which would more than
double the total wealth. The land value in Shanghai
is increasing at the rate of at least 10 per cent. per
annum, so the security is good.
There are many development schemes already
outlined, such a s railways, wharves, docks, hydro·
electric works, waterworks, reclamation ·works,
tunneh;, elevated railways, subways, tramways, &c.
&c., which have boon deferred owing to either lack of
a definite policy by an impecunious Government or
•
THE ENGINEER
because of the clifficulty of combining Chinese and
foreign money, which, as has b oon said, is essential
to success. But there are signs of this object b eing
attained through the mediation of Chine e and foreign
banks, and it appears to be possible to get C'hineso
wealth into sound and lucrative channels bv
theit· com ·
•
bined assistance.
British manufact.w·er::> and financiers should thoro·
fore aim at obtaining a practical industrial develop·
mont scheme such as those mentioned, and promote
the undet'taking tht·ough the native and foreign
banks. In this way the Chinese and foreigners obtain
mutual financial . ecurity, and the way is opened for
the foreign manufacturer to soil tho nece ary machi·
nery and other requirements which China cannot
herself produce at presen t.
There will be n o difficulty with whatever Chinese
Government iR in power at tho timo, a whatever may
bo said about a Chinese Govorrunent's ability to
develop the country's needs or keep the exchequer
out of tho control of gras ping officia ls, it cannot b e
denied that. to save " face" tho Chine e Government
h as always
ac·corded facilities to a combination of
•
native and foreign interests, whether ft·om a sen..,;;o of
resp ect for t he foreign legation concerned or fr·om a
sense of opportunism cannot bo said, but anyh ow it
is sure that given a true and w1monopolistic combina.
tion of Chino e and foreign intere ts the Chinese
Government is all for the s pending of money, and in
this is in line with all Governments- the result b eing
left to the so und c~mmon sonso of tho p eople.
Hong Kong.
The British 1n 'hina have just omerged from a
crisis graver than any that can be fow1d in the hjstory
of foreign trade in the Far Ea t. It wa caused by a
strike of Chine e seamen. It m eant , in the end, a
definite cha11enge b y Jaboul' to t he whole of the
community of t.he colony of Hong K ong.
It is vaguely known in Groat Bt·itain that thoro are
millions of manual workers in China. The economic
condition of t h e huge country is n ot generally w1der·
stood. In the minds of many educated people China
is still a land whor·o the men wear pigtails and British
mis ional'ie aro saving the girl babies from de true·
tion. In actual fact , y ou cannot find a pigtail in outh
China to·day ; and the writer, after many years of
residen ce in China, has not discovered a caso of
infanticide. In viow of this strike, it. may be of intere t
to glance at some of the recent changes t hat have
taken place in China which may be said to have b con
directly or indirectly caused b y tho engineer. There
is, first of all, tho effect of the engineering work don e
in the colony of H ong K ong. There are about. half a
million Chinese who live in a plA.co where there are
admirable ron.ds, motor cars, electric t rams, a railway,
telephones, a splendid water supply, and thrco large
dockyards. There are also cem ent works, sugar
t·efineries, cold storage roorn.s, rope wo1·ks, paper mil ls
and oth er factorie .
Within a hundred miles is Canton, the largest city
in China. Numerous steamers run regular services
between H ong K ong and Canton, and there is n ow the
railway. Canton may be considered as b y far the
m ost important city in South China ; with the
possible exceptions of Hankow and Shanghai , it is
the city with tho greatest industrial futw·e in the
wh ole of China. H ong Kong is, in reality, the por t
of Canton and of the two Kwang provinces. Kwang·
tung has a population of about 30,000,000 P.eople,
a nd Kwangsi a population of about 22,000,000.
A few years ago it was the custom in H ong Kong
to regard labour conditions as fixed. A Chinese
labourer, or as we say, a " coolie," was paid about
fifteen shillings a month in Hong K ong and about
ten or twelve shilling a month in Canton. H o could
get rice for food twice a day, and he seemed to require
but little else. Then machinery was introduced, and
it demanded rather more than j ust muscular· power.
To-day, we pay the coolie who carries a sedan chair
ten dollars a month, but a chauffew· obtains fifty
d ollars a month. The Chine e chauffeur is certainly
d oing work requi_ring more intelligence than a chair
coolie, for the latter is, in reality, simply being used
a a beast of burden.
A mechanic in Hong Kong now receives abouL f01'ty
dollars a month-say just about a p ound a week when
the exchange is at a n orma l valuo of two shillings.
About two year· ago the Chine e m echanics organised
a s uccessful strike, which ecurod them a considera ble
increase i11 wages. It also demonstrated that. labour
in China could unite. It was inevitable that, after
the rise in wages of the m echanics, the other classes
of skilled labour should seek for a r·eadjustment of
wages.
The Chinese seamen d eclared a stt·ike because of
two main grievances. One was tho common oxcuse
for almost any strike, viz. , that tho demand for an
increa ' e in wages was not granted. The othot· griev·
anco was that tho wages were paid by the shipowner
to a Chinese stevedore who mado d eductions. v.re
wish to emphasise the entirely new condition in
China. It is that labour has been able to organise
itself in a. way that no other scct.ion of the Chinese
community has previously organised itself. There can
be no doubt whatever that the Chinese seamen finally
succeeded in either causing or persuading every other
section of Chinese labour in the colony of Hong Kong
to cease work. The house se1·vants , even including
t he Chinese women who act. as nurses ; the chair
43 1
coolies, the butchers, ' bakers, mechanics everyone
went on strike, with the exception of a few sanitary
coolies whoso absence might have led to a d isastrous
epidemic.
More Machinery Needed.- 'fhe fi.n;t d emand of the
local employers in Hong K ong, n ow that. the strike il:>
over , is for more machinery. There were, for seven
weeks, about one hundred and fifty ships lying in the
harbour of this colony. They could not bo load ccl or
'llnloaded , simply because, for all practica l purposes,
the work could not b e dono without. coolie labour.
The cargo ship has in the pa tin m ost ca es discharged
on to a junk ; the j Wlk has b een unloaded by hand
labour at the wharf, and the goods have then been
carried on the backs of coolies to the " go ·downs," or
store·rooms. The demand now is that. mac·hinory
must be employed whero possible to rcpln<·o man·
power.
i.r Maw·ice Fitz-Maw·ice vi ited H ong Kong at
the reque t. of the local Government, and is reporting
concerning p ort facilities. It seems inevitable that
he will reconuneud some system so that. ctu·goes of
rice shall not again remain on ships in tho harbour
while rice is in great clomanrl a hore.
I t mus t. bo rememb ered that during t.he years
19 18- 19 Hong Kong and hanghai e)l.-perienccd pheno·
menal pros perity. There was a great demand for
labour, and it is at such times that there are demands
for increased '~·ages, as the cost of living invariably
increas es. There seems to b e no need for Great Britain
to regard with any anxiety an increase in t.he wages
paid to Chinese workmen. The country of China can
afford to supply t h e increase if only the natural
1·esow·ce are properly developed. Any increase in
the standard of living in any part of Asia leads to an
increase in the demand for good from Europe or
America. Any effort to increase the natural re ourct>s
of Asia leads also to a demand for machinery from
Europe or Am<.'rica.
There are those in Great. Br·itt1in who t.ry to ntt\l<o
our flesh croep b y suggestions a bout. cheap product.ion
in the neat· futw·e by tho Chinese capitalists, b ecause
of cheap labour. It cannot happen in this generation.
The always presont problem ' in China are tho e which
the engineer m ust settle to regulate the rivers so as
to prevent. floods, to increase the food supply, and to
improve the means of commw1ication. 'rhere a re
also the mines to be developed, but if the Government
and the capitalists of China wore properly organised,
there is sufficient engineering work in the country to
be dono dw·ing the next four or five decade to ab orb
the output of tho mines and to need much machinery
from abroad. In return, China can send vegetable
product ' , such as tea, oils, &c., and also silk, t.o
Europe.
Finally, lot. there be no mis take about. t.he Chine e
national character. Above all else, t.he Chinese are
peaceable. At px·esent the great need in China is a.
leader such as " Chine e Uordon " proved himself
to be. If anyone, foreigner ot· Chine e, could succe ·
fully direct the energies of the Chinese peoplo in the
direction of dev eloping the nat ural re ow·cc of their
own country h e would do an immense ~clt'vice to
humanity. It is part o f the creed of the engineer who
has any belief in the nobility of his work that his
object is gradually to raise tho standard of living of all
races by utilising the forces of Nature for the use and
convenience of man. The engineer who is truo to t.hat
creed ha no fin er field for his energies than in <Jhina.
The German Submarine Building
Programme, 1914-1918.
A CONSIDERABLE amount of information has been
published on the subject of tho U·boat warfare and
its effect on the war as a whole. Also detailed
descriptions of the various t.ype of submarines used,
based on examination of tho e sw·rendered have been
given , notably in a paper b y A. W. Johns, C.B.E.,
R.C.N.C. , b efore the Institution of Naval Architects.
The subject of the actual builrling programme and
the results ob tained as the war progressed is of co n s id~rable interest technically.
The Getmans were late in d eveloping the submru:in~, fo llowing well behind the French and ourselves. The type of boat fnvoured was t.he double·
hulled type (French Laboen{ typo, 'vith slight
modifications to the shapo of the tanks) rather than
the single-hulled H olland boat first used by the
British Navy. In t h e development of the submarine,
as in much other work of a similar experimental
nature, the fin n of Krupp's played an important part.
The first U b oats were built at the Germania Yard
(owned by Krupp's) on Kiel Bay. The only other
shipyard building them, up to the war, was the
I mperial Shipyard at Dant·Gic. At these t wo shipyards twenty.six submati.nes had b een built, before
the outbreak of \.var, viz., U 1 to U 25 and U 28;
U 26 and U 27 were completed very s oon afterwards.
Of these submarines, U 1 to U 4, being obsolete, were
out of commission. Up to February, 1915, the losses
practically balanced th~ output from the two building
yards referred to. It has been stated that by this
date U 26, U 27. and U 29 to U 37 had been built,
but seven U boats, vh., U 5, U 7, U 11, U 13, U 15,
U 18 and U 26, were lost on service.
F ig. 1 is interesting, showing, as it does, the s ub-
marino.q under construction o.t Krupp's Gormania
Yard, K iol, in Augus t, 19L4. It will bo seen that
Kp<.'cio.l who.rvos aro pro ,·iclotl for th submarines to
Iio o.lon~sido whon '' fitting o ut." 1 ho big m orcl•nntman on the l"ig ht of tho pic turo is tho motor ship
Zoppot, builtt\nd ong inod by Krupp 's. Sho wt~o<s bc~un
in l9l :J, bu t wa.~ n o t complotc until 1919. Dotailocl
fi~ u ro.'l of I he ' o utput of Hubmlll'ino-. fr·om Oormanit\
YMel will b o ~ ivon lu.lo1·.
A~" oo na.~ Lhowar brok(lout.tlwl'-b oal c·ommnruiN'14
mano c laim." for theso vo."-.<'1" \\ hic·h tho Ha~h SC'a
Ji'Jo(lt \\Oultl n o t nccopt. In Oc·t o bN·, 19 1-l, h 0\\ 0\<•r·,
APRIL ~ 1'
'fHE ENGINEER
432
imprndicablo. Tho building in tho Gormnn ~<hipy u.rcl'i took ono hwtd1·Nl dny~ fM tlw quic·kt> ... t hnut,
tl.nd tho whol sovontct1n \H•ro c·omplot cd by 'J H) , I !ll 5.
Tho nc tuu.l opoml ion of l'o-on•c t ing in tho d 1~-. t unt
ytW<I iH Anid to htwo ttl.lwn l t1n •lays only, but thi~
t.irno il'l likoly to h t\ VO lHlol\ o'c'00d ocl, b oaring irt 1n.ind
t ho '<'''Y d olical<1 n t dtll'i' of tlw job. f3 c,th ut PolL~
and nt H obolw n muuy Hkill(l(l C:ornum workmNl
"(11'(1 <•rrtployod UJH IN' tho din•ction nf Uomuln 0:\.l Hwts.
\VJum tho Au...,tritln y Hrd \\t\'> in full oporatio n sonw
2000 s kill<'d Gorman.-. \HII'O <•rnplo.\ ocl tJw ro, unci 1t 1"
10tatocllh<'~ ''oro '<'r)'ci'"" HIJ..,fie>d \\ath th c•q urpnwnt ,
0
1922
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-
' ordered
in :i\rt\y, 1916. Thoy w ore o:\.-p(•ctcd to ~(It
J:l 5 kn(Jt .. , "'On.... to ho ohlc to O\crtnl«• r••ttclily tlw
tn e rage tn~rchant rnan. Tho torrwclo t ubo urmunwnt
cornpri-.ed f o ur bo" tub<'~ aJl(l one "torn t uLt•. Th '><'
Hubmo.rines woro too l11rgo t o build in ~wc· ti o n,. , and
incidon ta.lly a ll o f tlw m \\NO n ot t'Ornpld N l hnforo
tho Armi-. lirc. 'l'ho dotnil" tl."~ to uuildin~ yt\rdH,
b oats n ot, complot od , t\rc·., nro ~ iv un iu tahnlnr· ~-.l!lttl·
n wnt A. Aq with tho " U B " 1yp<\ so n htrgor " L (' "
tn>o was orcloaod ondy m 191.3. Tl•<'"o b out -., l (' J6
t o UC: 79, " MO ull cornpld t•1l hc·fort• Xo\ Nnht·r·,
19 1 , t.ogethor \\ llh U<.: OU t o U() 10.3 oft\ Inte r c1rd<'r.
I Apart fro m tho two l ) po, mcntro rwd, lhtl Gtwnum...
hUJlt tho so-rnllt.'cl "~"> l rnag ht " " U " t) pa of bout
for ordinary floot \\ ork . \Vhon "ur broko o ut U 20
t o U 4 1 wore in hand nt Kioland Dunt zic•, nnd iuuno<.lia.t e ly aftor,\urds U 43 to U 65 woro ord orod . U 42,
building at tho Fio.t \\'ork>i ttl· ::ip<"zzio. wus Lak<'n O\ <'I'
by Ha.ly. 'l'lu.•s(\ twbrnarincs "oro diHtrihutccl O\ ,,..
tho build in~ ) ard._, n.-. sho\\ rt in tho lablunr ~-o l L\tNncnt
A.
0
\\ Jwn tho U-hont bloc·ktu.lo "u.~ tn.-.t•t\ltcd iu
l<'obruary, 19 15, Gt•u nuny ho.cl \lrtdN· con...,truct.io u
UA. U :l9 t o U 0 (ex l T t 2) - Lhnt i... , forty·h\O Jorgo
bonh -and U H 1 t o UH 47 and Ut 1 to UC 79,
•
•
Fl O. 1- SUBMARI NES
I N BAND
AT
OERMAHIA
it Wl:l){ dt•t·idc>d t.o o rdtw u. numb<w of tho Hlltlllltw t .\ p o
of U boat ... for coast and htll'bo ur d t•fenco dutio~. \\ ilh
thiH d ociqion it b ecum o nocc...sl\1)' to utiliso o thcw
s hipyards fo r the produc tion of ho~\t.s. A c<"or<.ling l),
UB 1 to UB l 5 woro o rdo1· d in Octobor, IOH , tuHI
UB 16 tLnd UB 17 woro o rdo1·ccl a m o nth Jote t'. Tho
Lwo yardl-l involvod WOI'O c (ll'lll(\nit\ Yard, Kiol, nncl
A. G. Wos r ::ihip yard, Brornon. 'J'ho~o boat." woro
built in soctionR, so tha t. Lhoy C'Ottld bo trunspot"lod
ovol'lund and put togetho1· ut P olu. for ~:~o•·vi<-o in thn
~lodit.oa·t·unotm , and at Hobo ken Yat·d, Antwoq >, fOI'
t~ orvico o tl tho Flandors coast.
'rho maximum
WERF-T,
KIEL,
mHkmg J 26 snw ll bont... .
AUGUST, 1914
ThiH ~ mall t n>u (,i u b Ot\1 h a d only onu ~ ugirw of
60 h on-e-powor ' ' 1th t\ H'r) limit eel mdj u-.. :-iomt'
boo.~. h O\\ e,•or, ruade tho JOurnoy f rom Ctllltu ·o to
( 'on.-.tnntinople und<:r thcir O\\ n p ower. s tho wur
l<•ng thono<l out mor·o omlut iuu...... c·lwu\0.., \\'ell\ nfoot
nnd Jargor b onts "No twt•d(•tl.
At the '-ttm o timo n,.., t lw " UB 1- 17 " c·Jo..,s "N'l'
or·dorcd for roast dofonco drmandH "oro mado !or
1\ ~:.mttll minelaying s ubmnrino.
Acco rdin~ l ), ~<>o n
uftor tho war oponod tho s mall UC boat.-> ol 16H l Olts
dU..pla.comcnt wor<' .-t.nrt od . '!'hoy a lso '' oro built in
Hectio ns so u.q t o b o t l'tlnl{portablo by rail. Anoth c1·
s hipyard n ew to ~-.ubmarino w o rk wa.s ontployod on
UC 1 to UC 15, nz., tho \\Oil -known Vulkan Yunl
at lhunburf.!.
\\'hon tho " U B l to U l3 17 " clllb · Wt\s found t o
bo too s mall, ordo1"H wc·ro placed for the lnrgor boab
<>f 13 11. typ o. Tlw-lo c·ompri-.l'd UB 1 to U H 47,
Cert ain i- Uh~nnri ncs \H't'O burlt for· s p <•<·ud l"<'nic<·.
ptlrticularly t lw so-cull<•cl car·go-C't\fl') in~ or rtWI'CHHtilo
... ubmnrino. Sho Wt~ nslow bont, with lit.tlo ttt' rl\llrnord,
the sM•ing in" <'igh t lwi n ~ HlilLsNI for c·ttrgo c·n n ') 11\~.
Tho h e ... t ktw\\ n of t Jw...o Vt"-':s<.'ls \\ t\.S tho J >ou hdtlund,
of whic h t" o pict uros uro ~h·cn . Fig. 2 ~>ho'' ~ h N·
on tho bu ildmg s hp at Krupp 't~ (:(l(·lnonin Yorcl,
K1cl. :-iho i.~ boan~ Inuit on ono of tho !urge op<.•n
.., IJp" uy-., '' hic h uro purall<'l and t o tho l<'ft of tho
CO\ orod s hpways ..,hO\\ n o n I•' if.!. 1. ']'hi.... s hp ts t>or vNl
by travolling crtll\t'~ em tu \ olon\tod roilwny cnrrit•d
by t h e structuro on tho right of tho picluro. Fig. 3
s h m \'l. tho ~:~amo ~wb mnrin.o immocliatoly nflor· h o t·
laun c h .
AnoLhot· ~-.po<·itd I) po "n.., L ho lurgt\ mir\(1111) ing
s ubmarino, from ''hidt tho mine ... wNo ejort N I hy a ir
pros'>tu·o through largo tubos in t h est rn. ln T 11 hlo A
tho gradual dovoloprni'llt 1\S r egards lonnugt' <'llll ho
foiiO\\Cd .
\\' hon tho \\Ill' 1.•ruh•d CNnum,\ hnd impr ...... t'cl
practically all h e r ~-. Jupyll nk I o r U h ont or ct~_~,.troyo•·
con ... truction. Tho number of submurinc ... complott>d
by tho variO\rs o"ttl.h lr-.hm t'nl;o., durin~ t h(\ \\Ill', l ogot lu.•r·
\\ ith tho numb<'t' in hnnd at t h o Anni"l ic·<~. i.s gi\•t•n
IHIIO\\ .
l'\ubmorHV'>~
Slupynrd.
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in hnud nL
bUJIL d unng
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h.rupp 11 Gcrrnt\ 1111\, Ked
J mpcrtnl \ anl, D t•ul.r.ec
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13loh.m nod VOl'~, 1[l\rnbur~
Vulknn, Hnmbur~
••
..
A. G. \V '''"• Bn•mon ..
nrC'mCr Vulknn, \ Oel N.\Ck
Smnll<'r .} t\rdl4
.• .. •
TotuiK •.
l'\u lu nl\rllH
•
..
2K
30
:17
27
2U
II
-
..,' .• l
•
...
FIG. 3 -THE
\\ hwh
PI G. 2
THE
MERCANTILE
SUBMARINE
DEUTSCHLAND
dittntOt(IJ· of tho pt•es!.\11'0 hull ''us 3 . 15m. Tho hull
\~u.s built in tlu· e pio<· ... , "hich wero aftet·wurU,.
connoctod togethol' b y ~"> trong b oltt~cl OangO$. Th<'
wholo of one ~:o ubmarine could be t okon in ono train.
S p ec1al trucks took the sep arate sections of the hull
The connmg tower, 'nth its brac kets, 6..c. , wa~:o placed
on anoth er truck, the engm e on another, whalst t h e
ba.tterith und equipment. "1th tho necessary s uperv isors "et·o taken o n tho r(lmoining truckH or carriage~.
ln additio n to Ul'l ing tl11' Alll'l tr·rrn\ doc·kyal'd ~ t. Po lo.,
it wM a lso hoped to b o tib ln to pitt· thoso"'mtl ll LTbunts
togt1thor at ConHtanti noplo, h11 l thut. com'l-C wus
LAUNCH
OF
onlt•n •tl 111 :-.t·ptl•t nht I', I U1.). Uloi11H nrul
\ Ch:.., H umbur~. burlt l'lldttNm nrvl .\ . <:. \\ <..,,.,•• Ht
l k~o•rm•n, butlt t ho o tl w r t \\ <'In•. 'J'hhO boah hud t \\ o
tlllgi rw ... , w ith grron.tor on<luranc·o bo th o n t ho s udtH'O
t-utd "hem 10ub morgod. Tlw xr~n ot th<' t oqH'do tubt•
was oL."lo incr eased . Tllt' fl r'l4t ( :twmtu\ ~"> u)Hunr· ino
to C'irc u m.naviga t o C:ro11t B ritain wru- of this ty)lt'.
1\H tho d rumotor hud m c•·ca.st•d to 3. 5 m. it '' u.~ n ot
owoy t o urrane:o for tJI(Ii1· truru-.port. ovorlonu, und .
a pat·t from ~-oi:\. ol lho.•w orcl<'rcd from .\ . <3. " c·~ • r,
whl('h \\Ore fitted together un tho t-hp:.. and thon ...f'nt
t o Polo. for rE'-erecllou, tho ''holt- of tlus cia-.... ot t-ub
mnrtne W8b fin~hed m tho ( .crman ~:oh ipyards. Tlw
ttme taken to build thC' e th1rty boats varied fro m
six to ten month..., each.
\\'1th the in.-.ttLuLio n of tho L boat blockttcl~ llttll
big~or sn hrnarint.'s wonl r·o<1uirNI, and tho lat·gf:l8t
B In. WQ!; d e~ ig nod. Ono
.. VIi " tnw, known 1\Jol
hundl'Ocl uncl two of thi~-. du......., l 1 H l 8 to U H 149, wero
\\I' l l'
THE DEUTSCHLAND
T n• fnrl\• -0111' bou t .. rr\ luuul ttlllw :..nulllt 1 •\111"1 1.., ''"' "
of tlw ... rnull ' l "J.'" typtl, mtPnded fm· tltl' dt•lt•n<·t• ol
tho Flnndur:·. cot\.-.t. Norto of this c)u.. . ,., "n.... complut('(l
fur• sorvicc.
\ :.. ~-.Latod )H'O\ ious l), l \\ t'rtl~ .-.,ix.
b ottls \\<WO hutlt
bt,fOl'O Au~ u~ t. I !)J .J . l I\ tt.dclitior\ to thC>so i1tcltcnLc>d
uho\ o, somo 220 Kubmtu ·inos " e n.' o 1·dnr·NI dnrin ~
l Ol , of \\hich <>nly OJW m· t \\O "<'ro ~-. lt\rl<•< l. I~' rom
thC'lO fig uros Ol\11 c·un t•-.timnt tlw totnl ll-hotlt proJ.! U\Tt11110 :
lltUlt up lu Augu l, Jill I
Butlt. dunn,:: t lee '"ur . • . •
B<.'mg bwlt. at end of war ..
Ordered m 1918
..
Thi~ lota.l AgroC' ... 'til')
.•
••
0
0
0
•
•
0
0
0
0
0
••
0
••
•
••
••
•
0
•
•
•• :!:!U
-815
c-losol) '' ilh Admi t·nl '011
<..'tl.p ollo's lit.alcmunL bt~fn J'I' t lw H(•ic·h.... t ug ( 'o ~tunil I PI',
in '' hicb h e ch1.iml•d l hn t !Hr·tmgom<'nt;.~ hnd IH'OI\ nlltdtt
APRIL
for the b uilding of 810 U boats. Of the 345 built
during the war, there were 114 ordinary U boats,
136 of "UB I .," " UB II.," and UB III." types, and
95 of the " UC " class.
A<:. the war lengthened so Germany's output of
submarine increased. The number of U boats com·
ploted each year, with the corre.c;;ponding displace·
ment, is given b elow :Au_g.
Au g.
Aug.
A\lg.
Js t, 191 <1, to Aug . lbt, 191 5
1st, 191 5. to Aug. 1st, 1916
l s t, 191R, t o Au((. 1st, I 917
1st,l917, t o Au~. l ~t. 1918
433
THE ENGINEER
2 1, 19~~
\t bmMi n~>«.
19 . .
. . 61> • •
.. 101 . .
. . 99 . .
Displt\femcnt,
tons.
. . 16,075
• • 32,959
. . 56,453
. . 68,671
The anticipated output dw-ing the year commencing
August l st, 1918, was 167 boats. The 345 noted as
built undoubtedly includes a few boats the completion of ·which took place after the Armistice.
The greatest number of submarines completed in
o.ny one year wa 110, b etween J anuary 1st and
December 3l ·t, 1916, and of theso fifteen were
delivered in tho last month of the year. Of course,
tho majority of thcso ubmarine were of the moderato
sized " UB " and " UC " types ; but, even allowing
for this fact, the achievement was a notable one. The
output anticipated in 1919 was considerably greaterin fact, twice as many boats wero being legislated forbut it is unlikely that these hopes would have b een
nearly realised.
In the years s ucceeding 1916 tho output was le.."'S,
consequent upon tho increasing s ize and complexity
of the later submarines. I t will be seen in tabular
s tatement A that thoU boats in hand of the" U 160 "
class, when wa1· broke out, were smaller than those
immediately preceding them. In fact, the building
of the very large U boat presented many difficulties.
They were not s ufficiently stable and much top
weight had to be removed ; even then they were
reported as being difficult to control in a seaway.
Their speed both on the surface and submerged was
also less than anticipated. Many authorities cons idered that the moderate-sized "U 160" class would
have met all requirements, and it has been urged that
the larger submarines slowed down the output and
·retarded the development of tho U-boat war. In
short, it is claimed that if Germany had kept to the
moderate-sized boat she might have been successful.
[n any case the decision to revert to the smaller sub marine was arrived at too late to bo of any assistance,
tt.s Germany was already b eaten by the blockade
cnJ orced by the C: rand Fleet.
The cost of building s ubmarines ro o ·teadily,
mainly on account of t.he continuous increase in tho
wages paid, which were, in 191 , more than doublo
those ruling in 1914. The co t per ton of surface dis·
placement wtiS 2700 marks eady in 1915, a.nd in 1918
5400 marks per ton.
A charl given in Fig. 4, page 434 . . ets out in graphical form the following particulars :( 1) The number of s ubmarines ordered at various
times between August, 1914, and November, 191 .
(2) The number of s ubmarines completed month by
month over the s ame period.
(3) The gradual rise in cost per motric ton.
As regards ( 1), attention is d.rawn to the ordering
of 220 submarines in 191 .
By the end of the war the :ohipyards of Germany
were concentrating on the building of submarines and
des troyers. Certain smaller shipyards also bt1ilt
minelayers and auxiliary vessels. I t was arranged
that shipyards specialising in destroyers, such as
, 'chichau, D antzic, and Vulkau Stettin, should not
build submarines, whil'>t yards building submarin01;
had either no destroyers in hand O l' in certain cases a
few. In the rush to build ubmarines it was not
unusual for part of the yard never previously used
for shipbuilding to be adapted to make building slips
for the U b oa ts.
To ob tain this enormous output ove1'y form of
labour-saving arrangement was adopted, principally
in the direction of the standardisation of fittings and
oven integral parts of the boat. This course enabled
material to be prepared in the engineering establishments in the country and sent in a. form ready for
immediate erection on the boat at the shipyard. I t
may be of interest to indicate a few of the schem es
adopted. The torpedo tubos were standard both as
regards their size but also their arrangement in the
boats. Accordingly the forward ends carrying tho
caps and shutters wore standard and could be attached
to any hull. The conning towers were prepared with
tho hatches completed and the various bracket
attached so that they could be dropped into position
and secured. The presslU'e-tight bulkheads with
water-tight doors, &c., were prepared complete in
boiler shops and the outer angle was drilled ready
to be put into tho boats. The machinery as a whole
was composed of group of standard units. In short,
the engineering establishments were utilised to tho
utmost to assist the shipyards.
The trials of these vessels also 1'ec1uired a. con.."iderable s taff, which had to be augmented from active
service ratings as the number of boats increased.
To facilitate the testing of the strength of the hulls the
special testing and floating docks were used. ThE'
largest of these is shown in Fig. 5. It is large enough
to take the largest U boat hull inside the cylindrical
pressure chamber. On either side of the chamber
docking blocks aro provided, so that, two U boats
can be dry docked in the us ual way. The press ure
the builders as well as supervised the work. Skilled
engineers from active service on the submarines were
also a.ttachod to the various establishments.
The output of submarines increased steadily until
at the Armistice in certain yards no other warship
work was being done.
The published memoirs of Admiral von Tirpitz
tell how the decision to a.dopt unrestricted warfare
was only arrived at after considerable discussion and
in spite of much opposition. Many Germans who
realised the limitations of that type of war were not
hopeful, but it was held out as the one way quickly
chamber is cylindrical and closed at one end. A
specially fitted floating caisson closes the other ond.
In operation the caisson is removed and the dock as
a. whole submerged until the U boat can be floated
into position. Then the caisson is replaced in its
correct position. To secure it a series of grooves are
fitted which can ongage with wedges on the caisson.
To tighten the door it is caused to revolve by pumping
out a. tank and so making it unstable. In addition
to this there is provided a. number of securing bolts.
This dock enabled tests up to pressw-es corresponding
to a. submergence of 150ft. to be applied and the
•
TAB ULA R
'TAT!:MENT
" A."- Oennan Submarin4 OoMtrudion During War.
" U " Ola88.
------.-
Surfc.ce
disploco·
ment.
Boat.
u 29/ 30
u 31/ 41
u 42 ..
U A ..
u 43/50
U CH/56
u 57/ 62
u 63/ 65
u 66/ 70
u 71 / 80
••
..
••
• •
• •
.,-
• •
••
II
1
1
• •
••
• •
8
6
6
:l
5
10
..
• •
u 81/ 86
u 87/ 92 . .
u 93/ 98
u 99/ 104 . .
u 105/ 114·
u ll5f ll6
u 117/ 121 . .
u 122/ 127
u 126
• •
u 127/ 130 . .
u 131/ 134
u 135/136 . .
u 137/138 . .
U I 39/141 . .
u 142
..
u 143/147, u
6
6
6
6
10
• •
..
..
• •
..
..
.. }
8
..
..
..
2
2
3
148/
1
8
• •
• •
7
·~
Ton'i.
675
685
270
810
791
755
270
F, 700
4,290
4,608
2,430
3,955
7,550
808
757
857
750
708
798
1163
1163
8,848
4,542
5.142
4,500
7,980
1,596
I 0,467
4,652
?~(j
715
768
-
1163
1176
1175
1930
2 15~
2158
150
u 151 / 157
u J 58/ 159
u 160/ 164
u 165/ 172
u 173/ 176
u 177/ 178
u 179/180
u 181/ 182
u 183/ 184
u 187
u 191/19:.!
u 201 / 212
..
..
..
..
..
..
..
..
..
..
..
• •
• •
(i
8
4
•)
2
• •
• •
• •
..
o)
2
1
2
12
Touq.
1,350
7,535
15 10
1510
821
821
821
8:?1
821
821
821
82 1
821
821
R emarks.
Bui1cling yard.
Total.
I
Dantzic L Y. . . . .
Gormania, Kiel . .
Fiat, Sperzi&
..
Germanin. Kiel . .
Dnntzio I . Y.. . . .
Gormania, KiAI
\VI*!er A.G. . .
Germanin, Kiel . .
Germanin, Kiel . .
Bamburg Vulkan, 8
zio l .Y.,2
Germani n, K.iel ..
Dentzio I. Y... . .
Germanin, Kiel . .
Woser A.G. . .
Germanin, Kiel . .
Elbing. Sohichau
Hamburg Vulknn
Blohm and Voss . .
••
..
..
..
. . Taken over by It.aly.
. . Built for Norwny, taken over by Germony.
..
..
• •
••
••
. . . . Originally AUI!trinn.
; Dant·
..
..
••
..
• •
..
..
..
. . Not nomplated.
. . U 12 1 not complott>d.
..
Germania
..
9,304 { Weser A. G. . . . . . . . .
2,350
Dantzic I. Y. . . . . . . . .
2,350
Dantzio I. Y.. . . .
..
5,790
Germani n I . Y. . . . . . .
2,158
Gormania J. Y. . . . . . .
143/144 Germanin, 145/ 147
17,264
Homburg Vulkan, 148/ 150
Weser A.G.
Gerrr.anja, Kiel . . . . . .
10,570
3,020
Onntzic ..
4,105
Bromer Vulkan, \ 'egesook ..
6,568
Bremor Vulkan, Vegesack ..
3,284,
Gormania, Kiel . . . . . .
Bremer Vulkan, Vegesack ..
1,642
1,642
W (>!lor A. G. . . . . . . . .
Blohm and Voss . .
..
1,642
I ,642
Germanin, Kiel . . . .
Germanin, Kiel . . . . . .
82 1
1,642
B1o1un and Voss . . . . ' ..
9,852
Bremer Vu1kan, Vego ook ..
Not completod.
Not completed.
Not oompletod.
Not completed .
Not completed.
'Being built.
Not completod.
Not completed.
Not completed.
Not completed.
Not completed .
Not completed.
Not completed.
Not completed.
" VB" Glasa.
B11.ilt.
UB 1f 17
••
UB 18/ 47
..
UB 48 / 132
UB 142/ 14 3
UB 148/ 149
•
• •
• •
Building.
UB
UB
UB
UB
UB
UB
UB
UB
•
133t141
144/ 147
150/153
154/ 155
Hi6/ 169
170/ 175
178f 184
188/ 205
..
••
• •
•
..
17
127
2,159
30
272
8,160
5
2
2
516
45,924
9
4
4
2
14
6
516
516
516
516
516
5 16
5 16
5 16
4,644
2,064
2,064
1,032
7,224
3,096
3,612
9,288
7
18
Su~alAllY.-Bm:tt.-UB
Cermanja, Kiel, 8; WOdor
15 ordered October and November 2nd, 19 14,
A.G ., 9
delivery oom.meucod May, 1915.
Blohm and Voss, 18 ; Wesor Ordered June. 1915, aU delivered by March,
A.G., 12
1916.
Blohm and Voss, 26; WeJer, Ordered !'tiny, 191 6, and t.he 89 dota1loci were
A. G.. 33; Blohm and
delivered by time of the Armi11tic".
Voss, 24 ; Germani&, 6
Gormania, K iel ..
Weser A.G. . . . .
Woser A. G. . . • .
Vulknn, Hnmbur~
Vulkan, Hamburg
Gerr.tania, Kiel ..
Weser A.G. . .
Vu1knn, HAmbu rg
• •
..
••
• •
••
••
• •
• •
• •
• •
••
• •
---
1/ 17 Cltll:ls, 17 ; UB 18/ 47 Class, 30; UB 48/ 149 Cla':IS, 89; total, 1:16. I:Jtirtg built.- UH 4 / 140
CI!\SS, 13; UB 150/205 CJas.q, 51 ; total, 64.
" 00 " 0lM8.
lluilt.
uc 1/ l o
c 16/ 79
1.3
• •
..
.. I
..
uc 90/ 105
Building.
uc 80/ 86 .. • •
uc 87/ 89 . .
uc 106/ 138 • •
uc 139/ 162 . .
-
Hit!
2,5:!0
64
410
26,240
16
491
7,836
7
410
410
491
491
2,870
1,230
16,203
3,874
3
33
14
l
Hambur~
Vulknn, 10 ; Weser
A.G., 5
Blohm and Voss, 24 ; Ham.
burg Vulknn, 21 ; Weeer
A.G., 7 ; Germonia, 6 ;
Dnntzio I. Y., 6
Blohm and Voss . . . . . .
Dnntzic I. Y. . .
Woser A.G. . .
Blohm and VosR
Dnntzio I. Y.. .
..
..
..
..
••
••
.. . .
• •
• •
..
• •
Sum1ARY" UC " CLASs.- Buill.- UC 1/ 15, UC 16/ 79, and UC 90/ 105; Lotsl, 95. Being built.- UC 80/ 152 (ex UC 90/ l05);
total, 57.
"UF " Class.
Building.
UF 1/ 13
• •
UF 21 / 34 ..
UF 39J44 . .
UF 49J52 ..
UF 77/ 80
.'
•
•
••
13
14
6
4
4
ElbiJl8, Schiohau
..
Toohlt nhorg
.. ..
Geestemundi
.. ..
SeAbeck, Bremerhnvon
AtlM '\-Yerke, Dromen
••
••
..
• •
-
Tntal being built, 41.
behavio"tu· of the structure ob erved wit.hout diffi.
culty. This dock ha.s been sutTendered to the Allies
with all t.he salvage ship , &c., special to submarines.
The manning of the U boats caused the Germans
much anxiety. The supply of trained personnel
lagged behind the output of the yards, and a.s a con·
sequence the crew:; cons ibted of partly untl·aincd men.
This, the Germans clainl, is the explanation of some
otherwise ine~'Plica.ble mishaps on trials and of some
of the losses on service which they sustained.
T o assist tho yards new to submarine work a. U l>oa.t
inspection commission was formed, which advised
to end tho "ar, which by that time Wtl.S causing the
people as a. whole groat hardship a.nd privation. In
the hope that by its adoption their sufferings would be
shortened, the people supported it. That it did constitute a very serious menace to the Allies cannot be
questioned, but at no time did it break the blockade
which had a strangle-hold on the enemy.
One of the terms of the Armistice was that all the
submarines fit to travel were to be swTendered to
the Allies and the r emainder were to bo broken up.
It will bo remembered how these U boa.ttS came to
H arwich under their own power with German crews
THE ENGINEER
434
and were there surrendered. Equally surely were the
su bmarines under construction effectively d estroyed.
Fig. 6 shows a piece of a U boat ready to be taken
away by the scrap steel merchant.
One method of us ing U boat hullo commercially has
been devised. The sister ves els Ostpreussen and
build any submarine or submersible for any purp?se
whatever or to acquire any such vessel from outs1de
the country. Thus all the while this Tl·eaty is in force
the U boat cannot form a part of Ger many's Beet.
So has ended one of the most desperate ventures
made by any country. The U boat was used in co11-
-1
192
ln?O.
ruv-
~~ -----------------------------------------t--~.-j
700
16
.I ·--
2
l :.!U
,,
,..,.....•~r--
1+-0rders placed.
~~i'IGniO·A~~------------------------------------~~--~
-~~11--------------~
lrnn
--~
-~
•v
I.A.SO' lA r
I '--
----·-
·~5~·~~A·~~---------------------------------------------tr--------=~::~
lrrn
~~~,·~-
J- subs. completed per month.
,.,.·'
IV'l
uz________ _
-'
• •/
e=
t-+-Cost m Marks per Metric Ton. / .
L__
I.L ()0 . I M\ "
~1•vvv
/
~
5 4 ----
'
~~n ~~~~~~./A~----------------~~
~-----------1-1------------~r-------~~~~--~
IVv
v v - _,;
.::-
/
,
, a •3 ···
~-"
i o.J
lnrn
~
ll•o&l-~)·£,n)lJ---------------~rr---f---------lr-------~~----r---------------j
I
..
~- ·
l""v ..,.
.•..•.. r
5
~~'v"l'uon~--~--------~~~.l;r- -~------------~~~~---------1--------------;
L
160----~-~-7
~- ~~H,~~
. ----~---~-.
ri~--~--+-----------1-----------~
1
100
22 -~~~
-------~~--~------~--------r---------j
~
. . 21:)""
L
_j
__,......-·
M-1914 1-11915
••THr
EMOINt r • u
.......... --·--··
1-1-1916
PIG. 4-CHART SHOWING RATE
7-1-1917
1-1-1918
1-1-1919
SWA I N
OF
BUILDING AND
INCREASE
OF
COST
OF
Sc.
SUBMARINES
Oberschliesen are motor tanker" built for the Stin.nes' 1 t.ravention of the <'Xisting rulel:! of war, but owing to
interests by the Germania Shipyard, Kiel. Each the blockade of t~e ~r~d Fleet and the counter
vessel is built up from two U boat hulls, the water and measw·el:l of tho Alhcs 1t fa1led.
oil-tight construction ?f which r~ncl~rs the~ very
suitable for t.anker ser v1ce. Tho pn.nc1pa.l partteula1·s
of the completed vess<'ll'l a.ro 287ft. long, 40! ft. wide,
--
The International Railway
Association.
No. lV. •
TRACTION.
o~ the s ubject of " Electric traction on lines with
much traffic ; production and transmission of energy ;
type of current; locomotives, motor cars; technical
and financial results obtained; comparison with thA
results of steam traction," thet·e are no less t han soven
reporters, and we present summaries of the con triFIG. 5-SUBMARINE PRESSURE TESTING AND LIFTING DOCK butions by lVIr. J . .J. \ iV. Van Loenen Martinet, of the
Netherlands tato Railways, the rep01·ter for H olland
and Great Britain ; Mr. George Gibbs, of New York,
and 3000 tons deadweight tonn~gc. 'l~he U b~at hulls reporter for America; and l\1. AII1·edo D onati, of the
were each 250ft. long and 19ft. m maxunum diameter. I Italian State Railways, reporter for I taly.
They were placed s ide by side,_ tied toge~her, and
In H olland the only example of an electrified railsurrounded by a . tniCturo to g1ve approxLmat~ly a way, tho Rotterdam-The H ague-Scheveningen line,
ship-sha}X'cl form. The engines n~e ex U-boa.t D1esels belongs rat.her to the main line inter-urban kind,
of 700 brake honw-power, on<' 111 the afteor ~nd of a lthough the relatively long distance between stops
( 1. 6 miles), the great number of th•·ough t rains, t he
weight and speed of trains, give this line rather the
character of a main line. The choice of 1.500 volt;~ as
a standard for the direct-cwTent sy tern ·wa only
arrived at by the Dutch Electrical Committee after
very exhaustive consideration. Third-rail construction ha · never been in favour in H olland, on account
of tho nnmerous p r·ivate <·rossings and Lhe bad soil,
which necessitates very frequent working at the track.
With an overhead constmction there would have been
much to say in favour of a voltage higher than 1500.
Bu t the consideration that multiple-unit motor car
operation would be a prominent feature in railway
electtification led t he Committee to the choice of
1500 volts. Moreover. 1500 volts is now a. standard
pressw·e for motor car equipment. The distance
apart of sub-stations had to be taken into consideration . With a density of traffic, s uch as is expected,
it will be in the neighbourhood of 12 kilorns (7. 5 miles),
but with the automatic sub-station in view the future
FIG. 6- BREAK.ING UP A SUBMARINE
looks rather promising, and, taking all things together ,
the Committee is of opinion that with the present
state of progress of the electrical industry 1500 volts
each hull. ~Iost of the auxiliaries are electrically
is the right thing for Holland.
driven but a small boiler is provided to work the
1llr. Gibbs' Report. -~I.r. Gibbs, who was a lso the
capsta~ gear and winches. The oil is ca.nied in the reporter
on the same subject to the B erne meeting
pressw·e hullr-; mo.i.nly.
B y the Treaty of P eace Germany is forbidden to
• No. III. appeared April 14th .
ELECTRIC
•
APRIL
21, 1922
in 1910, opens his present report, reproduced in the
December, 1921, Bulletin, b y saying that he deals
\vith the subject from the standpoint of a ~ailway ~an
who has been in contact with the techmcal detatls,
but who is writing for tho e not specially versed in
t hem.
Very li ttle new mileage is under construction or
contracted for at present in Americ~, although th~re
are three important projects dete.rnuned upon wh1ch
will be undertaken as soon as financial conditions
warran t. Practically all railway service conditions
have been s uccessfully met. On the American and
Canadian railways upon which electric traction is in
use, in whole or in part, nine ins tallation., are em.pl~yed
for passenger, one for ~oods ,~nd ni?e. for. m1xed
passenger a nd goods serV1ces. I hese distmc~10ns_ are
not exact, a the ratio of goods to passenger ~n ~cd
services varies greatly, on e or the other servwe b_emg
generally incidental to the main one. E ssentu1lly
t-here are twelve railways electrified for pa ·enge1·
service and seven for goods. Or. more specifically,
for city tenninal opera tion (passenger), five ; for
long tunnel op eration (passenger and goods), five;
for suburba n operation (pas enger), three_; ror
heavy grade operation (goods), two; for mam lmo
operation (passenger and goods), fow·. .
.
There are two kinds of cortductors m u/So: tlHrd
rai l and overhead. F or genera l railway electrificatiou
there are important objections to a third rail :(a) It does not provide continuous contact through
complicated track switches and cro sings. .
(b) I t ob t ructs the track structure and mtoderes
t.o some extent with maintenance of permanent way
and track ; it obstru cts the spaces bet"''een tracks
in yards and thus menaces the ·afety of entployees
in s hunting work.
.
(c) I t cannot be entirely enclosed and mvo~ves
risk of con tact by employees and others, the senous
consequences of which increase as the voltage in the
conductor is raised.
(d) P ower to the train is subject to interruption
when snow or sleet collects on the conductor.
Further more, the economy and flexibility of lowtension curren t, which is necessary with a. third-rai l
conductor , is inferior to that of high-tension distribution which is permissible with an overhead conductor.
Because of these various objectionable
features, third-rail traction may be considered obsolete in America for heavy railway electrification.
The advantages of an overhead working conductor
for hea ,,..y traction a re :
. .
(a) It provides continuous contact at t ho tram m
places of complicated t,rack lay-outs.
(b) It does not interfere with the maintenance of
permanent way and track, and it may be employed
safely with very high voltages.
(c) Uninterrupted service i:> a ured f•·om it to a
greater extent than is the case with a third rail dw·ing
·leet storms.
Its disadvantages are :.
(a) It is difficult to collect laTge cu1Tents from 1t.
(b) Difficulty and delay atise in making repairs to
thAcontact system " here traffic is heavy.
(c) It is difficu lt. to insta ll in CA e of limited clearan ce at bridges, tunnels, &c.
T' oltage Limitation in Oeerhea.d Conductors.- ln
case of the singl("·phasc alternating-current system tho
maximum voltage is determined by the requirements
for economical maintenan<'e of e le<·trical insulation
of the li ve wires; 16,000 volts potential has been
::mccessfully used in Europe, and is probably as h igh
as it is desirable to go. Proper ins ulation in the closo
clearance in tunnels a nd tmder bridges would be very
difficult with higher pressw·e~. A pres u1·e of 11 ,000
volts has been generally used for existing single-phase
installations and has been fo und suitable and sufficient
for the sparkless collection of cw-rent at the locomotive used for the hea vit'l'lt traction requirement.
Voltage in case of the three-phase system is limited
by the necessity of maintaining insulation bet"' eon
two conductor wires of opposite polarity placed in
close proximity to one another ; experience in Europo
appears to fLx the practical limit at about 3000 volts.
The usc of the three-phase system ha ·. however. not
been seriously proposed for American railways,
chiefly because of the complications in and expense of
installing and maintaining the two ove•·head <·onta<:L
wi~s.
·
In case of a diro('t.-curront ~ystom having an ovC!'head conductor wire tho working voltage is limited by
t he m aximum suitable for generating appa1·at ns and
in the control and rnoton; on the train. ln the pre~eu t
state of the art, 3000 volts appears to be the maximum
allowable for such apparatus, and an even lo\' er
voltage is de irable. The reporter believe.<> 3000 volts
pressW'o is w 1desirably low to en.·mre reliable collection of the large cw Tents required at the locomotive
for heavy service, and especially at high speeds. It
has been sought to remedy thi defect of the system
b y using two contact "ires placed side by :;;ide, but
complication is in<'rea::;cd, c. pecially at swit che , on
cw·ves, &c.
Electric Locom. otives. -~o approximation even t o a
standard electric locomotive design has been arTived
at. The problems still ahead for solution are both
electrical and mechanical ; the former await the
selection of a system and the development and perfection of apparatus ; the latter relate to the working
out of methods of transmitting power from the
motors to the driving w heels and securing the best
•
APRJL
2 1, 1922
435
THE ENGINEER
==============================================~~============~~=======-~==
typo of locom otive Htructure for pe rfect tracking
(5) The typ e with geared m otors and a rod drive important the line elc>ct rifi<'d. T h is is iJHlop enclent
proper ties. It may be. aid , h owever , that the serious offers the m ost flexible and promising soluti on for of othet' economics of working. which are d ifTicult to
pro blems awaiting solution at present are mechanical passenger and goods locom otive construction, because c·a1cula te exact.ly, i.e., reduction in the wea •· of tho
rather than electrical ; motors and control of b oth the of t he a llowahle v aria ti on in wheel arrangement a nd rails due to electric braking, absence of s moke in the
direct·cu rront a nd the alternating·current types wOl'k in motor mounti ng ancl capacity; it p ermits m ost t.u nnels, reduced expondi ture on maint !'no.nc·e of a II
well ; o f the mechanica l features little is known of a perfect tracking quali ties for a g reat vat·iety of des i ~ns t.he rolling stock, wngons a nd coarh<'~, N•on otny in
c·on clusive nature- experien ce haA been t oo limited and running speeds. It is s uitable both for cli•·c<·t - t·a •·riage of coal which would have had t o lw hu mt
ins tead of the elect ric power s uppl ied, &.c. It n11 1Ht
with elec·tric· locomotivef.l. Tt \()Ould seem a s imple (·u•·•·ent and al ternating -curt'cnt traction sysLerns.
matt er t o tran, mit th<' uniform torque o£ a rotating
Coupling-rod s connec ting the vari ous d rivi ng \\•h eolH also be noted, as has a lready h ePn s tated , thnt all
mo t or to a rotating driving wheel ; it is so, within are des it·able in a ll types to p n•vent >dipping of indc· exp enses relating t o electric· t•·ac·t ion ''ill diminitdt
re•·tain limitf.l, if the possible effcc·ts o f these rotating p endent axles and to thus obtain max imum traction, with a rational extenRion of the electrified ~o;ystem ,
me..'lSes on the locomotive f.l tmcture and on track b e cl is· especially with di rect -ctu·rcnt moto•-s ha\'ing series- and that the comparison is, m oreover, destin<>cla l way~'~
t o becom e more favourable t o e lectric trar t ion , heca u~e
•·ega rd ed. A s uitable d esig n for a heavy m odern s team multiple control.
locomot ive h M only b een evo lved a ft er years of d eveTh is re p ort i!i acc·ompauied b~· t hif'ty.five cliagramR ca•·e h as b een taken to select the new lines for elcctrift lopment and through p•·ogresHiV<' and s mall s teps and photog raphs, an appendix giving a syn op f.lis of cation from a m ongs t thof.le on whi ch the traffic· is
which h ave fixed the def.lirable inter- relat ion of wheel impo•·tant installations, a nd six tables.
moRt dense and which f on n a r·ontin ua t ion of tho
a•·r·angement a nd weight~, liJWing s upports and heightH
J talian E xperience.- Mt·. D onati (D eceJllber, 192 I , f.lys tems already eloct•·ifl ed .
of centt'O of gra\'ity for the hravy mosses; it is n ot a Bulletin ), after dealing with the d etails and progn•ss
It is thought t h at. tho gueRti on o£ the system o f
simple matto1· to produce an equi valent combination of ex isting schemes in Italy , says t ha t the uew pt'O· electri c traction has been given far too muc·h impo•··
in an elertl·ic locomotive, especially fo r one which will gramme for the extension of oloctric t raction in Ttaly, tance in the numerous cl iscut'l"'ions whir h have been
eq ua l t he p ower·ful tJ·activ<' offor·t of n modern s t eam whir h was drawn up by tho Adminis t ration o f the made on it in the technical Press. From the tN·hni<·a l
locomot ive.
I talian •' tate Railways in comn ton with t he Govcm - point of view, i n Italy, the three-phase low .fr<'quen c·y
Tn the opinion of many- of which the reporter is ment, anticipates the electl'iflcation of about 4500 sy tern in the form in which it has b een adopte<.J on
on
axle weight has been carried far beyond the kiloms. (2 00 miles) of railway which had been selected n early a ll the lines electrified up t o the present has
advi$able limit, tt'ack condi tions considered. But in wi th care from among1-1t those which, owing to th<'ir given complete satisfaction ; the continuous current
s team trac·tion there is n ow no way to retrace s t e ps g •·aclients and their heavy traffic, n ow con sume the syst.em , with the thi rd rail at 650 voltf.l, which was
in this regard t o an importan t degree, because m odern g t'<'ates t q ua n tity of coal. When this progrnmmo has adopted on the Milan -Varese-P or to·Cen>!'! io line, aiHO
railways, both phys ically a nd f'i n an<'ially, nn•f.lt b <' been carried out it wi ll offcet an annual sa ving of ans wet'R very well t o the s pecial n eeds of this line,
ope•·ated with heavy train unit ~.
a bout 1,250,000 t ons of c:oal and will cons ume about which has light traffi c and a large nttmb<'r of paf.IACu ger
In adopting olectric traction, however, t.hero iH a 600,000,000 kilowatt · h ourH J)('I J' annum, with abou t t ra i O R.
p o~:~sib ility o£ l'eturning to m odera t e wheel weights 180,000 kilowatts of elecki<· p ower installed in the
From tbe econ omic: p oint, of view it is bclio\·ed that
for l oco m otive~ wit hout disturbing p resent operating centr·al generating stations.
the di fferen ce between the three-phase HyHtem and
mothod s. That can b e done b y stringing together
The elect ric p ower fo •· these new elect rified lines that of the high. tens ion con tinu ous curren t is a lmos t
locomotive uni~ t o make ono compound s tructure will generally be purchased from electric poweL' dis- negligible. I n the firs t p lace, it may b e n otPcl that the
singly controlled. Doing that would incidentally tribution companies, but tho Italian , tate Railways cost at presen t per electric train kilomett·e in I taly is
assist in solving some problem8 in motor construction, themselves are carrying out important h ydro·elect ric about 2 . 40 lire. On this figure the gen eral COf.lt or
driv ing <·onnections and wh eels grouping; it has n ot installations so select ed tha t at lea t one main cen tral working of staff, of station employees, &c., which
bee n canicd into effect chi eAy b ecause the hig h fir'St s tation , running in parallel with the cen tral stations of are outside t he s tation costs, h aYe an absolutely
cos t of s uch an electric locom oti ve has deterred the companies, will be p laced on earh section o f tile prepon derating importance amounting to abou t 2 lire
d esigners from proposi ng it. 1 t mus t be admitted railway syst em sh ortly to b o elect rified .
per train kilometre. The remaining 0. 40 lire, that. il-l
that no d efinite figures can b e produced t o p rove t he
Elect1 ic Locomotit'P-~.-Th e great s in1plicity of the to say, 16 t o 17 per cent. of tho total cost of wot·king.
economi<'f! whic·h wou ld follow in track maintenance, threo. phase induct ion m otor'fl, together with their r·epresents the cos t of traction on which tlw ques ti on
a s tht"li<' a re- not susceptible of reduction t o exac·t g reat s t rength, enables the three-phase locomoti ve of the system ad opted might have som e inAuonc<'.
ftgmcs. H owevet' , the s ugge tion il-l macle as one which to b e made more simple and lighter than is p ossible A s mall difference of expenditure, more Ot' less, which
s hould bo " orthy of som e thought, perhaps t o be with other systems of electric t•·action . The Italian m ight be made on this p ortion of the t otal figure
carried into effect later. Up till now the high con - electl'ic locomotives req u ire to have a weight pe•· ax le becomes a lmost inappreciable on the total ; :3 pe-•·
cent•·atecl wheel weights o f the s team locomoti ve-- n ot exceeding 15 t on.<;, which if.l the limi t of load on the ceut. becomes, for example, 0. 5 per cent. on the
for tho reaHons of compactnei!s a nd lowest fi rst cost- g reat er number of railway b t·idge.q. On t he othe•· t otal expenditure. L ooked at in this light it. ''i ll bo
have r O(Ill \h~ed in elec t ric locom ot ives. \~feights a<; hand, t he n or mal t ra ctive <'ffort mus t n ot ('IXCe<'CI seen t h at any othet· d etail of the wor l( inp; may hav<'
hig h as 70,000 lb. per axle are employed, ancl this 10 t ons in ord er that it may not s ubject the draw gear a greater economi c impor tance than that of tho
con centration has accen t uated the difficulties of of the wagons and carriages t o s tresses in excess of electric sys tems adopted. It is s till believed that the
a pply ing ancl coupling the nwto•·s t o th e wheels in a what they can carry. The mos t powerful Italian ques tion of having a single electri cal system ovot· the
p rope r manner.
locomotives h Rve been !'!O des igned as n ot to exceed wh ole railway system, whatever it may be, is of
The P ennsylvania R a ilroad hRs built a very powerful either of these two limits. It has b een found p ossible greater economic importance than the question of the
good:'! locomotive, in anticipation of an extensive to build electric locomotives satisfy ing th ese con · actual sy s tem selected. In fact, this unified sy tern
e lectrification of its main line over the Allegh eny ditions,capable of a sp eed of 75 kiloms. (46.5 mile.) leads t o the much m ore complet e utilisation of electric
energy, of the plan t, and of the staff, than when
Moun tain.'l. This locomotive em bodies many of the p er h OUl' and having a total weight of 75 tons.
electrical and mechanical features of the Norfolk and
R uuUs.- The traffic which , on the two Giovi lines adjacent se-ctions are \YOrked b y different sy~ t<'mH.
\\'est ern R ailway locomoti\'e, b ut h as a larger motor before electrification, was about 500 million v irtua l
LO COi\10Tl \'E CAB 'IGNAL ..
<'apacity and many n ow dotails. which t he com pany t on . JUlometres (306 million virtual English t on -mi les)
desired t o test. before it bccatne n ecessary t o ord er hauled per annum, had increased a few years aftor
I n Section III. reports are pre. en t ed on t c:·m inal
a la t·ge n umber of locomotives. I t has been W1det' trial electrification t o about 1200 million virtual ton- s tations for pa sen gers, goods s tat ions, slow gooctq
for t he p ast two years in goods push er service on tho kilometres (734 million vir·tual English ton· miles) Lraffi.c, a nd locomotive co.b signals. In viow o£ the
e lectrified line of the company at Philadelphia.
hauled . tiimilarly, on the Bussolen o-Moclane line interes t aroused in t he las t question and the Minis try
The whcol 1u·rangemen t is 2 6 + 6 2. Structurally it the t raffic, which , b efor·e e lectri fi cation , was about of Trans port D e partmental Committee on Au tomat.ic
has a single cab m ounted on two t r ucks, forming an 110 mi llion virtual t on -kilome t res (67 million virtual Tr·ai n Con trol, we would say that the report (Novema•·ticulated wheel ba e. Each truck cons is ts of threo Engli h ton-miles) p er onnum, atta ined in recent years ber, 192 1) of M . F . Maison, of the T echnical 'c •·vicc
C'oupled d riving axles and a forward radial sing le a m ean of 400 million t ons (245 million virtual Englis h of the Fren ch 'tate Railwayf.l, who reported fot· F1·ance,
axle. Tltree·point susp en.<1ion is secured by equalising t on -mile ) wi th a maximum of 5 14 million tons but who e name is n ot on the official li t of repot·te ~.
t he d ri ving axle , the C'entrally s upported leading ( 314 million virtual Eng lish ton -m ile. ) in the year· 191 8. says that the repetition of sign als is a necessity; that
t rucl< forming the third p oint. The r ab i . upported The same incx·ease of traffic has been found app•·oxi· it s h ould b e an audiblo and n ot a visual !'ligna! ; and
between the first and f.lecond pait'S o f d r i"ing wheels mately on the avona· 'eva line- 150 milli on t ons that " it is useless, an d may oven b e dangerou l', t o
and h a~ t wo side s pring s upports.
before electrification and 4150 million tons aftEir act upon the brake appar·atus of the train in s uch
mann er as to cause automat ic s topping, even when the
M r. Gibbs' Conclu6ions. ( l ) T he type of locomo· electr·ifl cation.
One of the reasoru~ t hat. h ad p emli tted the wot·king d 1'iver is left f ree t o cut out this action of the brak<'."
ti ve whe t'e the motors aro di•·oct geared to t h e axles
is s uitable only for s low-speed locom otives, s uch as of the Italian elect r ified lines with so heavy a traffic A second part of this rep ort recommendR Rpcecl
I hose fo •· s hunting or goods servi ces. For the heaviest is the uniformity of sp eed whic·h is one of the s pecial recorder "so that all the roncli tions of tho nm c·an
requirements of goods haulage, however, it is doubtful characteris tics of the HyHtem of th•·ee-phase trac t ion . be d etermi ne<.J.''
,'ection IV. i devoted mainly t o rat eH, <·u ·t oms
if this t ype i the best. Quill -dri,·en geared mo to~ This cons tant sp eed a ctua lly p ermits a ll the t•·ains to
~-; h o uld produce better results in t he a bove t'esp ects, follow regularly at equal inter·vals, and on e is s ure examination , interchange of rolling s t ock. ancl work but only in d egr·ee. A quill d rivo has n ot been entirely that, apart from cases of failure of the electric loco- men·~ dwell ing:'!.' ~cc· ti o n \'. d eals" itlt light railway'~.
Hatis factory for heavy ser vice, because, m echanica lly, motive , which t he s tatis tics of the yearly ser vice have
LJQO JO FUEL J N L OC0;\10Tl\' E ..
it is d iffi cult t<' find s pace fo1· conservatively d el'lign ecl s hown t o be extrem ely rare, t h e h ·ains adhere t o tho
s pringf.l, and if the quill is n ot maintained n ormally time- table. Tl1e regularity of s p eed, which had b een
• 'ir H enry F owler, chief mec·hanical engineer of tho
con centr·ic with the axle Revoro bending s tresses aro one of the firs t anxieties in the inRtallation o£ C'loctr'ifi. Midland Railway, s ubmit:~ (August, 192 1, H ull(>t in ).
set up in tho springs at each revoluti on of the wheels. cat.ion wi t h t hree· phaHo clll'ren t, ha~ also been recog· a note on the uso of liq 1t icl fuel in Jocomof ivC'H.
whereaR a h e li ca l s pring s hould be s u bjected to tot·· nisecl as being of g •·cat val ue with r<'garcl to the
Thet·ein it is saicl that in 1913 the mtmh<W o f
s ional 8tresses only. Ther·efo re, quill drive appears working of the t ra ffi c.
questionnairu sent o u t was 1!)7. and of 1hi :~ numbet'
t o ha,·e a clif.ltinc·t limitati on in HUC<'<'Sf.lfn l a ppl ication
The economy in c·oal obtained on the e lectt·ificd only thirty-two admi nis t•·ati on::; s tated that th<>, ''<W<'
to <'I<'C'tri c· locomotives.
lines of the Italian Htato Railways <luring r ecent uf.ling or had experimentNI with liq uid fu!' l, ,, i1il<' on
(2) The t y p<' with gead css dl'i \'o '' hich has the yeat'f.l was from 150,000 to I 0.000 t on per annum ; only thirteen admini~ t•·ations ''' t\H it t~'<NI at n il
motor am\at uro mounted rigidly on the axle, requires the m ean cos t of thiR coal wa'i for thef.le yeat'R 300 lire extensively.
manv
nxlt>li fo t' heavy
trac tion, and a locom otive per· t on, so that a mean econ omy of about 150,000,000
In 1920 the numbN· of que t iomwire~ Hcnt o u t \\Uf.l
•
•
wh<'e l a rrangement whic·h is somewhat complicated lire per a nnum has been effected , to which m ust b e ninety-fotu·, and of this numbPr only fourteen a<lmi niH·
and unfavoura ble for trac king.
added other econ omies res ulting f•·om elect ric· traction. tra tions had any information whir h it had b een
(:3 ) 1' he sam e t ype, having geari<'AS m otors flex ibly
This econ omy for the ex penses connected with thou.ght ne<'esxary t o reprodnre, and on on ly AC\'Cn
s uHp eud ed around the axlcH, ntay be tLRecl for hig h · t ra ction a lon e (exclus ive of coa l) was about 1,500.000 admmis t ra tionH was the nf.lo of li quid fn ol a t a ll
~'~ P<'e< l passenger lorornot i vel-! wi l h either diroct .curren t l ire each year.
The cost. of e lcc tt·ic p ow<'l' a nd of exte-nsive, w h ile on ono of the latt<>•· th<' u s<' of oil
or· a lt emating-c·urrC'nt t ra<'lion, but it is n ot a n maint enance of the ins talla ti on s only amounting to had be~>n discontinued for· t.he time he>inp; on U<'C'Otmt
OC'Onomical t YlJe aq r<'gards first c·ost. of m o tor-s and i t t o ahout one-fifth of the single itom of the econ omy on of its scarcity. l n all 0ases the syst om R UR<'< l n•·e> t h ose
haH a low centro of gravity of the nmning gear.
coal ! Those very favourable resu lts are clue in great which ne<'e~sital<"d littl o or no nlteratioM t o th<'
(4 ) Tho type with gea rl es~ drh •c by moans of cranks mca.qure t o the war, which produced an <'xt ra o rd'i nary f.ltruc tu rc of the s tandllrcl locom oth·e fi re-h o:\. Th<"
and rodl'l iH s uitable fo1· hig h -Apeed paAsenger work rise in t h e p rice of coal in Italy . but the compari on variation of tho syst<'JHR conl'lis ts (·hiefly o f thr form
with b oth dit'e<'t -current and alternating-current would s till be favourable, though only t o a Hmallor and p osition of th btll'l1<'1' and brickinp; m·r·un~<'mcnt !\
in the fire. box.
m ot OI'li, and a llows t he mos t des irable wheel arrange· extent, if coal were at t he pre-war· price.
ment and weight dis tri buti on fot' perfect tracking
These results are very cleaL' a nd conclusive; it can
The extra cost of fitting a pparatus i in no c·ase>
qualitieA of the locomotive. The motors, h owever , be seen that under the conditions named an econ omy high. Liquid fu el seems to present n o special a ch ·nn are very large and costly b ecau se of their low speed, ~ould a lways be effected in Italy by e.lectrio traction tago wit.h any par·ticular t y pe of locom otive, i.e.,
and their cap acity is limited ; th ~ type is n ot suitable 1f the cost of coa l had b een about ?O ltre p er ton. J t pas."!enger or goods. In Rom~ coses it iR appl iNl for
fM loW-l'IJX'NI f!en •icC'.
can aiAo be seen that tho econ om y J R greater the m o 1e w01·k in tunnt-lA owing t o the p of.lsibility o f gNl<'ratin~
l
•
436
THE ENGINEER
steam with no smoke when careful adjustment of the
appar atus is made, whilst in other cases the fuel is
employed during s ummer months in forest regions
owing to its freedom from sparks. One administration
used to employ liquid fuel to sup!Jiement coal o n
heavy gradients, but ~ince the introduction of superh eated steam this course has been found unnece ary.
After reciting the advantages of liquid fuel, Sir
H enry s ays that, a,:zainst these advantages, great as
they are, must undoubtedly be placed the question
o f inc reased expense, except in a few s pecial localities.
This expense arises primarily from the cost of the oil,
which has increased con~ider~tbly during recent years,
and in view of its increased and incrt>asing e mployment for inte rnal combustion engines and for firing
mar ine boilers, the pri ce is not, to day the least. likely
to drop to a great flxtent unJess some cons ide rable
<-hange in its supply and u se takes p lace. I t mu t be
borne in mind that any extensive use o f oil for producing steam in the locomotives of the \TOrlcl would
undoubtedly lead to a further incrt>ase in price. I t i
also of doubtful a(lvisability to e xtend the p1ac tice o f
burning oil for the purpose of rais ing s team, as by so
doin'! we dive rt a commoclity , the st1pply o f whic h is
by no means unlimited , from its mol'e efficient r6ie
in internal combustion engme ~ . Each c ia of fu ol ,
s olid and liquid. has it own type of primo move1· to
which it is best s uited , and should , broadly s peaking,
be us ed accordingly.
In addition to the question o f co t of fuel it e lf,
k - - - - - - -- - -
APRIL
New Type of Concrete Truss Bridge.
A NOVEL m ethod of construction for concrote truss
bridges whi<'h has been used recently in America is the
pouring of concrete in forms or moulds laid flat upon a
platform, the trusses be i.n.g turned up on edge or in a
ver tical plane after the concrete has set. This method,
wh ich has been employed in the construction of soml) large
highway bridges, is the invention of Mr. T. V. J<mkins,
of the J enkins Bridge and Construction Company, of
Denver, Col. The bridge over the \Vichita River at
Wichita. Falls, Texas, h as s ix spans of 66ft. between centres
of piers, with a 20ft. roadway between the trusses and
two 4ft. footpaths outside of the trusses . AnothM bridge
at Las Alamos, New Mexico, has four spans of 80ft.
For the construction a pa ir of temporary light steel
t.r usses ar e p la ced on the ends of the piers out aide the line
of the concrete trusses, and their bottom booms carry a
Boor or d eck for the moulds in which the com•rete tr usses
are cast. A s light camber is given to this floor in order to
avoid a longitudinal curvature in the trusses. The quantities of sand, cem ent and s tone or gravel for the two
trusses are placed in sacks which are distributed uniformly
along t·he s pan, so as to obtain the full deflect ion in the
Boor. This deflection is maintained, of course, by the
weight of the concrete made from this s upply of materinls.
When the trusses are ready three differential chain
h oists are attached to cross beams resting on the top
booms of the steel t russes and t o slings wrapped around the
top boom of one of the concrete ~russes. In thi.'i way the
truss is rAised to a vertical pos ition and set in plaN' on the
21, 1922
joists and slab or floor, the bolts were knocked out of the
girdors, allowing all the moulds o_r form work to fall away.
The bolt holes were then filled w1th mortar.
The soveral stages of this interesting !flot hod of br~dgo
construction are illustrated by the seru.>s of engravmgs
which i.'i g i' en on page 442. Fig. 1 shows the stool span or
traveller with the stee l reinforcement for tho con<'reto
trusses laid out upon tho floor. Fig. 2 shows one of t l~e
66ft. 40-ton trusses being raisod into posit.ion ~Y 1~e cham
hoi.'its, while at tho right the other truss 18 st 11lly mg ~at.
I n Fig. :3 the left-hand truss is in place upon the _PlOrs.
Fig. 4 shows both t russos in place and the <'ross g~rders
completed. Note tho atla<-hment bolt s in the g irders,
aa mentioned above. In the next span the m oulds for the
cross girders are suspended from wooden beams laid across
tho concrete trusses. Fig. 5 s hows th<" portly completed
floor and outside pathway. Fig. 6 shows the finis hed span
with t r usses, floor and hand ro ilings. In Fig. 7 three spans
are sh own at different stages. The first one at the left h~U~
the steel traveller in placo ; the next one has tho two trusses
comple: ed; and the third has the moulci'l in p lll_ce for the
floor ht>ama or cross g irdE'rs. In Fig. 8 the port 10n at the
right is completed ; the next two spons have the cross
girders also in place, and in the end spa n the concret ,
trusses are being built on the steel traveller.
In tho concrete truss d esign, shown in the a ccompanying
drawings, the top boom anrl diagonals aro in c·ompression ,
which is taken up by tho large con crete members. The
bottom boom and verticals or posts are in tension, which ~s
taken up by the s teel !'E'inforcement. This arrangement lS
said to make a very economical design for spans up to
75ft. By pouring or custing the trusses in flat position the
amount of moulds or form work is reduced ahout 50 per
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EHOIHtUl"
DETAILS
the ques tion of any incl'eased cost in maintenance has
to b e considered. Although several of the adminis trat.ions have s tated thn.t the u e of liquid fuel does not
increase this cost, .the majority are equally definite
in s tating that the intense heat generated has a greater
detrimental e ffect o n the boile r than solid fue l.
It would seem , o n the whole, that, except in cer tain
neighbourhood in the vicinity of o ilfields and remote
from s uitable coal, the expense of liquid fuel is too
great to r ender tho question of its adoption of practical
value.
There is anothe r p o int with regard to the employment of liquid fue l o n locomotive to which ir Henry
refers , and that is its use in internal combustion
engines, in which recent advance have made the
employment of heavy crude and cheap oils pos ible.
L ately the question of t he con.<~tructi on of internal
combustion locomotives of powers comparable with
tho e o f ordinary steam locomotive has been con s idered, and som e move h as already been made in
this direc tion. The main difficulty is pre ented by
the gear.:;, as the torque o f s uc h mac hine is practically
constant, with the res ult that the locomotives are
liable to be s low in tarting on h eavy g radients. This
matte r is one which is receiving cons iderable attention at the present tune, and will d oubtless continue
to do so , es pecially in countriel'l where the water
s upply presents diffic ultie .
During the past few years the use o f what is known
as colloidal fu e l has bee n e xpe rime nted with. It is
made by mixing a fuel oil with a percentage of fine ly
divided coa l dlll!t, and it is hoped that if s u ccess is
a c hioved the usc o f a certain amount o f c heap fuel.
\ike coal dust, may be p ossible o n locomotives.
. .....
I
""
bearmg
•
OF
REINFORCED
CONCRETE
BRIDGE
TRUSS
piers. The opposite truss is thtm r aised and pla<·cd in the
same way.
V\lben the two con cret e trusses are in place, r ollers nre
attached to the posts of the st eel span or traveller in such
position ns t o ride on the top booms of the concrete trusses.
The s teel s pan is then laun<'hed or m oved ahead until it
projects partly over the space for the next span Its
bottom booms are then fitted with rollers which hear
against the underside of the booms of the concreto trusses,
and thus anchored, the t raveller is o.dvancecl a.s a rnn tilever
until it reaches a. bearing upon tho next pier . This· steel
traveller is 94ft . long, and to provide for ita use the piers
are made with recessed seats at the ends, so that tho Boor
syst em of the traveller <'arriPs 1 he pla tform or d e<'k of 1in.
plank at the elevation of the bottom of tho concrete
trusses.
The traveller can be taken down and re-assembled for
.:lifferen t concrete bridges, but in some cases it hns boon
sold for use as a st eel bridge. This curious condition is
due to the fact that a ll these concrete bridges havo bPen
built in lightly settled districts where road work if! active
and where there is a demand for bridges The steel span
or construct ion traveller is designed with a vi<-w to t his
double purpose. A s pecial advantage claimed for this
method of hridge const ruct ion is that it avoids the uso of
the ordinacy fa lsowork or scaffolding between the piers,
thus elimina.t ing the danger of sott lemont in soft ground
and of a washout. by floods, whi<·h, in c·arrying away the
fnlseworlc, may <'auso the loss of un unfinished spun which
it supports.
With the traveller moved Ahead so as to be cloar of tho
concrete tr usses, timber bcam'i are laid a cross tho top
booms of these t r URses, and from th o_ heams are suspended
!he fo~ms or moul(}s for the .cross gtrrl.ers or floor beams,
mc ludmgth~ brackets or canttl<:>ve1·~ wlu~·h support th~footpa.t.hs. H or1zontal bolt s are ombcddcd m the cross g trclera
t o ser ve M a.ttn.<'hments for the moulds of tho fl oor joiAts
and slab. Aft er the concret e had been pO\Jred for the
cen t.; furthermore, the forma are very sjmple, be ing merely
a series of troughs laid on tho wood floor and roaclilysec urod
in posit ion. Jn these tro ug hs it is a particul arly easy matter
to place and adjust the s~eel rein forcem on t and to poltr and
tamp tho concrete. The <.'OSt of bridges built in t h is way
has been materially lower than tne tenders for <.'O ncrete
arch bridpes at the samo sit cs.
The Wichita. River bridge wus designed for a live load
of 150 lb. per square foot, or a 20-ton steam rollt'r on two
axles spaced lOft . between centres, with 66 per cent. o f
the weight on the fron t nxle. l<~or the rlE'ad load the concret e is assumed to weigh 150 lb. ~r c·ubi<' foot. AJI
concrete is romposed o f on(l part P ort land c•em(lnt to two
parts annd and four parts gravel or stone. The trusses are
9ft. deep and the cr oss girders are 3ft. Gin. deep and 15in .
wid e. The roadway slab is 9in. thick at tho middle a nd
Sin. at the s ides. It is reinfor<'ed by two la.y(lrs of bar~
la id dia~onnlly in opposite direct ions at an angle of 30 deg.
Thesa nre ~in. squnre bars spaced Stin. hotweon. cen t r es.
The aide wulk slabs are 6in. thick. reinfor<.'cd by longitudinal bars o f in. spa<'ing and transverse bars o f 24in.
s pacing. All bars are tin . square. 'I he rounded nose o f
the kerb is protected by a steel kerb anchored t o t he
concrete. Each truss weig hed 40 ton.~. exclusive of the
cross g irde rs.
pure zinc ~;ulphi de was prepared by R .
Tomascek. It showod, after it had been illuminated,
either no phosphorescent light, or ~ 0 littlo us to be alrno t
invisible. As t he material a pproached chem ical purity,
I the phosphorescen t light became k" . When a heavy
metal was introduced into such a mass of zinc sulphide it
became phosphorescent. For example, .000006 g ra mme
copper per gramme of t he sulphide produced a beautifully
glowing substance. Tho method of crystallisation o f the
compound Reems to have no influence on t he re!Htlt.
C H EM I CALL Y
•
•
A t-RIL
2 1, 1922
THE ENGINEER
A Seven-Day Journal.
that the competing engines will be required to undergo
T he London U nderground Scheme.
an endurance test on the ground over the extraTHE Treasury loan of five million pou~ds to. ~he
ON W edne day of last week, in the company of ordinarily long period of 240 how-s, the tests to b e
others, we had an opportunity of inspecting at completed in periods of eight consecutive hours within Underground Railway is to be expended, m addttlon
to the enlargement of the City and outh Lo~~ on
Vickers' Weybridgo works the amphibian machine a maximum tota l period of 100 days.
tunnel, on the improvement of s tat~ons, the prov1s1on
on which . 'ir Ross and ~ir Keith mith and :M:r. J. l\1.
of new rolling s tock and the extenswn of the L ondon
B ennett intended to sot forth on Anzac Day in an
T
he
First
Aerial
A
B
C.
Electric Railway from Golders Green to Edgware.
endeavoul' to fly round tho world, and o£ personally
TH E fir t aerial time-table on the ABC pattern The widening of the City and outh L ondon tunnel has
wishing , ir Ross tho best of luck in his bold adventure. And now ono more tragedy has been swiftly has made its appearance. It is a small forty- page long been contemplated, for this railway is t he ?ldest
added to tho a lready appalling lis t of disasters for pamphlet, publis hed by the Standard Air P ress, of tube railway in the world, and has been senously
which man's "conquest" of the air has b een respon- 36, haftesbury-avenue, W. 1, and is to be issued restricted by its dimensions. It cannot accommodate
ible. On Thw·sday morning, after the machine monthly. 'While it is cer·tainly too much to say that the rolling stock of the other tube railways in Lon:don,
had b een flown for hal£ an how· by the builders' test the relatively meagre use being made of the existing and by increasing its size, traffic, it is expected, w1 1l b e
pilot, .'ir Ross •'mith, accompanied by 1\ir. Bennett, air services is to be ascribed to the insufficiency of the augmented by from 50 to 100 p er cent. Many pretook charge of it for the fir t time. From the evidence information available concerning them, it is un- liminaries have yet to be settled, but as soon as they
forthcoming at the inquest it would appear that the doubtedly true that a compilation of this description, are disposed of work will be begun and employm~nt
machine and its ongino wore in perfect \Vorking order. giving as it docs not only the times of departure and will be found for some six hundred men at once, w1th
There can, in fact, be little doubt that ir Ross, arrival and the fares for the services so far established, more to follow later on. The Edgware extension will
unaccustomed to tho control of an aeroplane of the but many particulars regarding the Customs regula- be five miles long, mos t ly in the open , but with about a
flying boat t y pe, and. as it would seem, somewhat tions, pa sports, the interconnection of the services quarter of a mile of tunnelling. The wo~k is. exJ?ected
out of practice generally, allowed the machine to get among themselve' and with the continental and to occupy about eighteen months, and w1ll ~v~ unmeinto a s pin at a height too low to p e1·mit him to recover British main line trains, and so on, should do a great diate employment to about 1400 men. It w1ll mvolve
control before s triking the ground. To a war record deal to facilitate passenger and goods traffic on the a considerable amount of excavating and embanking,
with which many would have been more than willing ainvays. The number of aerial services now in and, in addition, will call for the erection of eight steel
to rest content, .~i r Ros added the lustre of his historic operation on the Continent is probably not generally bridges and several viaducts .
flight to Aus tralia. Inspired solely by his intense love realised, a nd to take full advantage of them in the
for flying , he was about to set forth on an adventure absence of an authoritative time-table must be n ext
T he Clyde's Share.
that would have s urpassed in daring and the endur- to impossible for the average business man. I t may,
'o far as the Clyde is con cerned, it would appear
ance required for its accomplis hment anything he perhaps, be recalled that in our issues of September
had previously attempted. 'that he, one of the world's 29th and November 3rd, 1911, we gave particulats that something like two million pounds will fall to be
most s kilful pilots, using a machine of a type that of two cady issues of Br·adshaw's railway guide for expended in the neighbourhood under the Treasury
has been thoro ughly tes ted, should havES lost his life 1847 an d 1840 re!'p ectively. The new aerial guide is loan scheme. Of this sum, £600,000 are allocated to
in an aerodrome accident as the result of what must scarcely s mallE"r than these were ; will it, we wonder, Messrs. Bearclmor·e for the completion of the Lloyd
be regarded as a n error of judgment on his part is sad one clay rNt<'h the sam o development as they have , abauclo liner Conte Verdi, a twin-screw geared
turbine vessel of 18,000 gross tonnage. Work on this
testimony to tho narrow margin bet...veen safety and done?
ve sel is at present s uspended, apart from the shipdisas ter that even yot accompanies the practice of
yard s trike, on account of the high costs of construcmechanical flight.
The R egulation of Road Vehicles.
tion, but as the firm has already completed a sister
T HE second interim report of the D epartmental s hip, the Conte Rosso, immediate employment will be
T he Building Trades Exhibition.
Committee on Taxation and R egulation of Road found for a considerable number of workers as soon
A VISIT to the Building Trades Exhibition at Vehicle contains everal recommendations and sug- as the financial a rrangements are completed without
Olympia leave us with a d istinct impression that gestions which, if carried out, will have a considerable the usual lapse of time required for the de igning
little progress ha · been made in the industry since effect on the maker~ and users of motor vehicles. I t is s tage. The loan to Harland and Wolff, other than the
last year. The woodworking and concrete machinery proposed that mechanically propelled vehicles s hould portion relating to the Thames ship-repairing scheme,
on s how presents, with one or two exceptions, little be re-cla sified into six groups, as follows :- L ocomo- will presumably be in part expended in developing
novelty, although the amount exhibited is at leas t tives, heavy and light ; heavy motor cars, including and improving the yards at l\ieadowside and P ointas great as was the ca e twelve months ago. In the tractors ; agricultural t ractors, motor cars, motor h ouse formerly owned by D . and \V. H enderson a nd
matter of fittings and materials, too, the exhibits cycles, and exceptional vehicles. The abolition of A. and J . Inglis respectively. These two establishare to a large extent already familiar. We noted the existing speed limit of 20 m iles per hour is recom- ments adjoin each other, and came under the control
with interest the use of blankets s tuffed with seaweed mended for private motor cars. It is n ot, however, of Lord Pirrie in 1917. The principal work to be underas a means of insulating rooms from sound, and the intended that the res triction on the speed of heavy taken will, it is probable, consist of widening the
development of some new a nd very beautiful p aints motor cars, locomotives, &c., s hould be removed, for entrance to the Meadowside dry dock constructed by
by a firm formerly one of the largest producers of the s peed of s uch vehicles is regard ed as a serious Tod and Macgregor in 1858 and of constructing a new
aeroplane dope. Our attention, too, was attracted factor in relation to road damage and damage to fitting-out wharf. At Green ock the firm will expend a
by the appearance of bath and lavatory taps made, property by vibration. The Committee does not portion of the loan on the extension and improvement
we were assured, from the wonderful Y aluminium consider that there is any justification for p rohibiting of the yard formerly owned by Caircl and Co. This
a lloy which Dr. Rosenhain and his collaborators dis- or res t ricting the use of cars with left-hand drives work is already in hand, but has been delayed by the
covered at the National Physical Laboratory in the provided the driver can give the proper traffic signals. high costs of lab our and materials.
course of their recent researches. B y means of this I£ a vehicle is so constructed that the driv.er cannot
metal applied in this way a solution would appear observe or hear overtaking vehicles it should be
The E ngineering Dispute.
to have been found to the hitherto insoluble problem equipped with mirrors or sound-receiving devices.
of how to reconcile t he h ousewife's requirements in The Committee urges that the Minister of Transpor t
ON F r iday of last week, the conference between
the way of taps with those demanded by the water sh ould reconsider the question of fitting mudsplash the engineering employers and the Negotiating Comsupply authoritie$. The variety of bricks, ordinary guard · a, soon as satis factory appliances of this mittee of the three group of unions, other than the
and of s pecial form, on exhibition wa striking. In nature have been d evised. H e should also be em- Amalgamate d Engineering Union. came to an end ,
this connection one of the mos t plea ing effects in power·ed to construct trial road lengths and vehicle it having become apparent that for the time being
the whole hall was ecured in a s mall half-timbered for experimental purposes, to make regulations at all events there was no hope of reconciling the
house the wall , fireplace, floor and roof tiles of which requiring the use of effi<'ient spark arresters, and to v iews of the two ides. The three groups of unions
permit the u e of ga as fuel only under special licence. are n ow once again back in the p lace in which they
were made of Hamps hire terra-cotta.
were before they parted company with the Amalgamated Union. The employers offered so far as
F r anco-British Aero E ngines.
Treasury Loans to Facilitate Trade.
possible to give ten days' notice to the work people
I N the early clays of aeronautics, even, in fact, up
A W HITE Paper iss ued by the T reasury records directly concerned or their representatives in the hop
to the outbreak of the war, this country was very that up to l\Iarch 31st it had been arranged to guaran- before introd ucing a material alteration in the recogla rgely dependent upon France and other continental tee the p rincipal and interest on s ums totalling n early nised working conditions, and during this p eriod to
countries for the s upply of aero-engines. ''' hen, too, 15 million s terling under the Trade F acilities Act. afford them an opportunity of discussing the matter
we did start to make our own there was a strong ten- The periods over which the guarantees extend range with the managemen t. The union represen tatives,
d ency to adopt foreign designs rather· than to evolve from four to fifty years, and the s u ms guaran teed however, objected to leaving the d ecision a' to when
original types. The Gnome, Le Rhone, Canton from £4700 to £6,700,000. The latter figure represen ts the effect of an order was to be regarded as constitutUnne, and Aust1·o-Daimler engines arise in one's mind the loan to the South -Eastern and Ch atham R ailway ing a material change in the workshop conditions
in this conn ection. • ubsequently, however, when for the electrification of its s uburban lines. The next solely in t he han ds of the employers, and, moreover,
manufacturing experience had been gained, British largest loan is one o f £5,000,000 to the Underground insisted that in t he discussions the workpeople or
designed engines began to play an important par t in Railway for the enlargement of t he City and outh their shop repre entatives hould receive the assistbuilding up our aerial equipment. T o-day the British London tunnel and other works, as recorded separately ance of an outside t rade union official. T he employe1'S
machine with a foreign engine is next to unknown. A in another note. To H arland and W olff £1 ,493,345 regarded these propo als as an absolute negation of
s tep farther has now been taken , for n ot only are are to be lent for the purpose of establishin g s hip- t heir right to manage their works. They, however,
foreign aircraft constructors occa ionally adopting repairing works on the Thames and effecting im- offered the workpeople the security of a direct and
British engines for their machines, but are s howing provements at the firm's Meadowsid e and G reenock immediate appeal to a central conference, with a
signs of doing so to an extent which it is believed will hipyards. Wm. Beardmore and Co. are to receive view to obtaining its deci ion as to whether any
justify the manufacture of s uch engines tmder licence a loan of £600,000 for the completion of a vessel for particular management was fulfilling the pirit a
in their own countries. In this connection we note the L loyd 'abaudo Company of Genoa. H alf a well as the letter of their propo ed course of prothat the Bri tol Aeroplane Company has concluded an million sterling is being lent to the Calcutta Electric cedw·e. Even o, however, the unions CO\lld not
arrangement whereby the sole licence to manufacture
upply Corporation for the purchase and installation agree to the proposal, with the result that the n egoin France the well-known 400 horse-power " Jupiter " of adqitional generating p lant, cables, transformers tiations, as reported, broke down . Yesterdays tatic radial air-cooled engine has been accorded to and mains. T o Palmer's Shipbuilding Company Thursday - a fu ll meeting of the executive of the
the Gnome and Le Rhone Engine Company. The £300,000 are guaran teed for the construction of the new t hree groups of unions was held, and the hope
announcement of this conce ion synchronise appro- dry dock at 'wansea, to which reference was made in was expre ed that a basis for the resumption
priately with the publication of the rules and con- last week's J ournal. The Rhymney Valley 'ewerage of the negotiat ions would be found. The employe• s
ditions governing the aero-motor competition which, Board is to receive .£250,000 for a drainage and dis- are stated to have " decided on the policy which is
under the auspices of the French Committee for Aerial posal scheme in t he Rhymney Valley dis tricts. These to b e followed," but what that policy is to be h M
Propaganda, is to open in March, 1924. This compe- seven undertakings absorb the bulk of the total sum not been disclosed up to the moment of going to
ti tion , for which prizes amounting to two million guaranteed. The remainder is divided among an press. • o fa r , the postponed lock-ou t notices h o.' e
f1·ancs are promised, will be distinguished by the fact equal number of other fit·ms.
n ot been re-posted.
Sir R oss Smith.
43 8
THE ENGINEER
•
of 14 to 15 t on,., a dh es ive weight and fitted with a
s tandard tram\\ a y equipme nt. Tho trac k is a.')Sttmed
Battery Locomotives for Industrial to b o lev el and t o b o p roperly maintain ed and the
roll ing s t ock h a ule-d to be of tho s tandard railway
Shunting Yards.
t y p e. Undor these conditions, and allowing fot· the
\\' .Hll."!T muc·h hns h een s aid and writ.tN1 dming c·urves t o b o n egotiat ed in a s hunting y ard, tho track
the Ja~ t fe w y<>ars con c·e rning the me~·its o f batte r y rosis tanc<' would , it is considered , amount o n an
loc·omotivt>"' fOI' r cwtain kind ~ of sl'r v ic·e . tht>rc ArC' a vorA!l:e t o 11511'>. per ton at a s p<>ed not c xcC'eding
IFull Line Curves= W a tt Hours per Ton of
trailing load 1 1 1 I 1-tl I
Dotted Line Curves = W att Hours per _
1\ Tpn Gross of Train!
..._.TOO
-
-..J
~
~
e
' I'.
80
~
~
0
~
I-..
I-..
40
"'t
3!:
\ [\
-
- -
''"~
'~ ...... , _____
120 Tons
'~--~
/
--~-.J
j::.-:-
~9 To,(Tmin gross
· r- -
20
f--
134
-
-
1-
-
-
i\.
__ ,
fon r;Q,/i gros~
e
~
tratlin~ load
'\
~
Q:
60
·I
I
10 ~~~-~
, -., ~,-~,--~
, -~
~ ff~,_--~
J -.1 ~~--, ~ooo~
Wheel diameter 33
300 Volts
~
~
9
~ Gear Ra tio ·15:69 .
/V
....,
1-- 1-+-1-+-ii--J-.,..~1---14, 000 ~
8 1---t---lh,.,ll\\--+
.
Q:
f-.
tFne
'-
I-..
I-..
Actual work don e in mouing load
': .i
~•. -- I >'.G"'
..-.
....,
4
('.)
-
-
c
~~~. ""'
I
~
l/
~~~VJ---+----11---1
.\le V
~c'O/
~ (_;("
~
3, 000 ~
""'t
~~ .
-..J
~
20 I--
.2
·3
·4
·5
LENGTH OF RUN IN MILES
7
f-
~
0
:t;
Q:
~~
~~;~
~~~~
\~
"'I'.
5 r--+--1---+-..,..,~
., ~~':'..........,
:-t......_
~
'rfl!l rom fi.§nera or.
~
s
t·un .
Cl:i
Ener, ·
I
.
Y!l from Battery
'li~
ccei!~t'afilig Brafl!no.~~ 0- T//
., , .
~& Motor Lo1se~ ~ ~ ' "'/
"'t
t o note, howe ver, that If the loa ds are s amtlar on the
up and d own j ourneys and if tho gradiontg a t'O s u ch
that braking in e xC'css o f that allow ed for in t h ecalc ulation is unnecessary, thf' e-.ctra t>n e rgy r equired
for tho up gt·a.dic nt ., will bc> rt>~ain c>d on thC' downward
I
I
~
'I@
.y: ,
'
3
2
•
0
~
~ ~ Battery
. ~":--. . Losses
c 40
- - - -
I
I
-
....
~
::::;,
-.
.1
IifnecesHary
to mako a n addition _to tho ngu:c>s obtained
tho engine work.:; 01_1 gra<lae.nts. It . u;. n<>cessary
r-~-ft-
:11: 80
25 Tons trailing load
\
60
TOO
-
1-
I
Battery Watt hour efficiency
taken at 7 5 %
.....
-..J
Q:
~
I
21, 1922
APRIL
-
1-
·1
0
1- -
-
-
·2
T
·3
·4
·5
LENGTH OF RUN IN MILES
FIG. 1
0
$WAIN
$c
FIG. 3
FIG. 2
•
10 H1il es pC'I' hout' . The <'urvc, F ig. 1, giv e:> the> c norgy
cons umed in watt - hout·~ por t on -mi le and i!'l plott ed
aga ins t the le ngth o f the run in mile~ . The full -lino
c·u rvc s h ows the e ne rgy p e r t on -mile of net trai ling
load , nnd t h e d ottt'ld <' llrvo the on(H'gy pew t on -mile
req uired for the g ross tra in weight, whi('h , of co u r::~e ,
i nclude''! t h a t of tho Jocomotivo. Values for inte t··
media te loaciR (' f\1'\ obvious ly be e. timated by tal<ing
utH l0uull:dly m An y manufac- l\n'crs \\ lw havC' n ot As
yt>t Rerio us ly con l'l ide red tho rJU<'l'ltion of wh n t is lik<'ly
t0 be ~ avod by employing t h em instead of Rt enm loc-o·
motives in industrial Ahunting y arcls. ,'h un t ing, or
the m ove m en t from pl aco t.o place of raw mat<:~ri a iR
and finish ed good s, i::; a non-produc ti\•e form of ::;er v ic<>,
ancl it'! coRt is us ually incluclocl in tho ge n eral fac t or y
oxpe nAes rt'lth<'l' than in the (•CN t of produc tion. Tn
~.,!)
10,000 10
c
t\
200 8,000 8
150 6,000 8
100 4,000 4
\
1\ I\
~.
1\
•, \..
' " ~
·; \ ~ '~ ' ' \
....
,
so~
rves f Spded
c url"jert-f ~t Loc
:rrac t l\te- ffortD ist ~nce 1 r avel!
p lotted aga•nst
!'....
~
""'
_ / ........ ... _
.A
''
I>
~
v
The tlom a ndR o f the H'lat'k C't for batle t·y loc·om o t i V<'S
ha ve 11ntil rN·e ntly b een m e t by e ngines ~ p ec iall y
nuilt to c·o nfOI'm " ith a d onni te sch eclulo of duti f':-~,
a nd two C'ngi nes of this l<ind arc ::;hown in Figs . 6
and 7, tho form e r hei ng o f p a rtic ular interest on
a cc·oun t of the fa.c·t that it is vory -.:imila r t o the typo
of mac hine which hac:; n o" b een selected as t h e most
s nitable t y pe for gen eral serv ic·c . Thfl Clnginc> s hown
/
--
moti¥te.
erLLopomotive
d
•me tr seco .d8.
~
1~ 1r~
~
IM P. H.
---- ---
l1 A.t
~
1- -
~
Current
#
J'''
--
400__.......
0 ~
I--"'
::j
.h'l-y
.~r ~I.•
~ ~ ~v
v !) y_.. ."'.
/ ~ /
/ ~~~
v
h ~~
~v
'2
300 ~ .....
·.:~
. ...<'~
·2o
I
~
.,\)
200 .....
·AmD~s
-~ pctiue
--- 'I:!fort lbs
~
100 ~
'T
--UD
/_
10
40
:JO
TIME • SECONDS
20
fiO
60
0
20
4~0
60
80
11 )0
TIM£- SECONDS
T20
140
•
SWAIN
FIG. 5
FIG. 4
manv
iMLanccs no ver •y a cc·tn·ato records of the t.ra n"•
port e xpenses a re k ept , and it is the refore n ot a lwayf<
easy to d t>cide wheth e r a c hango fr·om an old t o a now
s y s t e m o f working is j u~=~tifiabl o .
·w ith a v iew t o t hrowing ligh t upon the c·ost of t he
elec trical ~yHt ems, however , t he on gincot·s of t.bo
traction (lepartmen t of the Motro poli tan -ViC'kl'rs
E lcctrif'nl Company haw• pre pared ~om~ c·11rvc>s
PIG. 6- GENERAL SERVICE
BATTERY
which e nable the e ne rgy c·onslllllption of an okc t •·ic·
batte ry locomotive sor vic-o t o b e estimated for n given
a verage daily cycle of op e ra ti0.n s, a.nd it is <'ons id(>r<>d
that the r eRul ts ~hown by those c nrvcs wi 11 be of
:-;ufficie n t inte rest t o make the wo.-1< o f care full y
(>fl timat ing the cost of existing s t oam Rot·vicf's well
" orth while. Ca.lc ulat ions h ave heon mad e for a
serif"!'! of ope ra t ions performed b y a. bAt t·t>r y locomot ivo
p oint.:-~
botw('en these c·m-vcs . \Vith the aid of c urves
l'l hown in Fig . 5 t he time t a k en for runs of v arious
le ngth. a nd w ith loads v arying from 25 t.o n.~ t o 120
t o ns can b o obtained , t.he dis tance in mi les b oin g
plotted aga ii'U)t tho time in comple ting the journey
bet ween tho t imes of s tarting and s topping . Anothe r
C'ne rgy cons umpt ion c urve, whi ch is identical w ith thf'
cons umptio n <' lll'Vt> for the maximum load Fi~. 1
LOCOMOTIVE
Sc
in Fig. 7, howovN , iR <'l'l~on tiall y a Rpocial rlul y
m achine and was buil t for h a ndling compant ti voly
s mall l oad.<~ withou t tho aid o f tntcks. Tho ('ah o£ tho
en gine, s hown in Fig. 6, is placed cen t ra lly on tht>
doc k a nd tho batt.e ry is h oused in t \\O separate com part ments h a ving s lop ing cover::> und n,..ing s ituate l
at oppo. ito onds of the loeomo t.ivo.
\\'he n full y
equippNl a.ncl t'end y for ser v ic·<> the t o t a l w<> i~h t () [
FIG. 7 - SPECIAL
is ~ h O \\ n in Fig. 2. and a.b ovo it. is a c ut·vo s howing
the e-n e rgy t.a lcon from t ho charg ir1g plan t a nd calc u ·
lated on a w at.t·hour efficie n cy of the battot·y o{
75 p e r c·en t.; whilst t h e lo" e r line re presents the
wor k ac· tua lly d ono in movin g t h e load .
B y means of thoso curves it. is p ossible to estimate
t.h e e nergy C'onsumpt.ion of electric locomoti v es unde r
aetna l s<'r vice con cl it ions, b ut it. wi II , of course, b e
DUTY
BATTERY
LOCOMOTIVE
the e ngine i ~ be t.wool\ 14 a nd J ,) t on,'{, and ns hot.h
ax les aa·e dt'iven by t he m oto•·s thiMweight, is availa ble
fo r ad hesion. The elec trical ec1uipmon t i ~ of t he
Rt a ncla rd railway type a nd is capable o£ oxorting a
maximum t ractive e ffort at the wheels o£ 5000.
The m otoa'8, which a re of t.he tot a lly e n closed
raih~ay t.ype, a re insula t ed fot· w ot·k ing at. a p reasure
up t o 500 volts a nd aro a rranged for comparativelvv
A PRIL
21,
192~
TH E
slow- peed r wming on tho battery voltage. The
rating of each m otor when working with a pressure
of 300 volts is 22 horse-power for one hour with a
te mporature ri e not exceeding 75 d eg. Cent. The
" Ironclad Exido" battery, made by the Chloride
Electrical •'torage Com pany, has a capacity of 226
ampere-hours and is composed of 160 cells. The
average discharge pre su re is therefore about 300 volts .
The maximum trl\iling load which the locomotive is
Drop wmdow m
()m,oar•&mMt f.o!'
Storopc B;tttr1#s
o- 77 n n
...
FIG. 8 - SINGLE-TRUCK
Nt publt' of h tl.llliug on l\ level track is 100 tons, and
the battery capacity is such that the radius of action
on a level track "ith tho maximum load of 100 tons
is about 10 miles nt. a s peed of 6 . 5 miles per ho\ll'.
\\'hen operating under tho usun.l conditions prevailing
in shunting yards the locomotive js capable of hauling
a load of 100 tons for a period of about fo nr hOUI'S
at an avora.ge shunting l-!poed of 2 mil e~ per hom.
E NG IN E ER
439
•
I The
with keeps and aro . ~curel y fastened to the sid e
channel of the underft·ames by bolt and a ng les. A
longitudinal stay of s tl·ong section is also riveted to
the lower end of the hom plates. The brake is applied
by a hand wheol and ~crew working in a vertical pillar
pla<'ed in a con venient position in the cab, and tho
gear is d esigned ~o that all the brake blocks are subjected to an equal pre ·Lu·e. P edal-opera ted sand
boxes a re provided al hoth ends of the locomotive.
heiglat and width are about the same in both
cases, but. the length over the buffers of tho doublebogie locomotive exceeds t hat of the £ow--wheeled
engi ne by about l Oft. 6in. In order to shorten the
total length as much as possible the b?gie wheel ba e
has heen reduced to 6ft. and the ptvot ce~tres ~o
12ft. 6in., wi th the result that the loco~ottv? '~'II
negotiate very sharp curves. A . mall "''?eh Hlbtdo
the clr·iver'l'l cab sen ·es for openmg the hds of tho
battet·y compartments in the manner previously
de~eribod. The sand boxes, which are placed at the
ends of tho upper structure, have outlet pipe which
- -:=-===-----r- - disc·harge into deep trays attached to t he e nds o f the
bogie fl-ame~, which are wide enoug h to allow for the
noco~. a ry sido play of the bogie, and from these t rays
the sand fa lls direct on to the rails. The bogie frame~:~
1 are built. up o f channels and have steel horn plates,
which a ro fasLened anrl stayed in the same way as
those on tho four -wheeled locomotive. From the
upper Ht t·uctu re the weight is trannnitted to the bo~io
through centre pivots, which engage in con espon<lmg
con t.res fastened to the top stays of the bogie!'! . Side
bearerog arc aiRo provided in order to prevent excessive
:-;waying and to obtain steady running. The brake,
which ic; a p plied by a hand wheel, is provided with
balance beam , so that the force is applied to both
bogies simultaneous ly and a n equal pres ure i- exerted
on all the blocks. On locomotives intended to work
::,w• •H sc
on narrow-gauge railways and on which the draw-bat·
is placed at a lower level than that shown, it i someBATTERY LOCOMOTIVE
times neces!';ary. on account of the large bending
st res es placed on the underframes, to attach the
and t hoy arc t\l'ranged so that. :sand may be ej,..cted buffers, &c .. to the end beams. l n this case all the
in front. of the lending pa ir of wheels when the engine st1·e es and shocks a 1'e passed through the bogie
is running in either direction. Inside the battery str·ucturc. and some fot·m of connection must be procompartments, which are weather proof and painted vided which will allow the bogies t o be free to move on
with acid-resisting paint, a strong channel section curves, &c., and to relieve the upper framing from
fender or carriN· is riveted ~o that the cells are securely all stresses due to buffing, &c., and if an a r ticulating
weclgod in placo and made immovable. A hinged lid centre is fi tted between the inner ends o f the bogieR,
is fitt ed to t.ho to p or tho batte ry compartments so arrangements mu t be made to a llow one of the cont.rcs
Drop
in.d.
m
door
'
,--ajCompartment for storave baUeries
•
'
:::
.
-
0
-.
II)
~
I
SWAI N Se
f M( (NQt,..((llt
FIG. 9
Tl.e leading
follows:-
cliuaen~io n-;
of these loC'omo tive. are as
Gauge (Britis h standurd)
\\' heel base . . . . . .
Wheel diameter . . . .
Length O\'Cr buffe~
..
..
..
.. ..
..
W idt h of footplate
H eight from rail to t'l\1, 1up
Trac·ti\'C <'ffort. l hour rr.t 1111-:
Rpccd
..
..
..
..
..
..
..
·lft. Stin .
ift. 6in.
2ft. 9in.
20ft.
ift. 9in.
l Oft. lUiu .
2500 lb.
6 m.p.h.
BOGIE
TYPE
BATTERY
LOCOMOTIVE
that. the cells cau on.~i l y be ins pec ted a nd alllple air
spaces for ventilation are allowed between the top o f
the compartment and t.he lid , which are operated
by a small winch in the cab and are ' e(·urely fastened
in both the open ancl s hut posit.ions b y mean of
catc h~s.
H oods a re al o provided at the ends and
sides of the compartments, and the e hoods serve
as air inlets and help to provide adequate ventilation.
The <'ab i~ entirely enclosed and is fitt ed with la1·gc•
to sli<.lc longitudinally in order that the two bogies
may accommodate them elves freely on the curves.
It is noces ary when considering the quest ion of
what cia s of elect r·ical equipment should be employed
o n locomotives of this sort t o take into consideration
a number of factors, s uch, for example, a the rough
handling which is usual in average industrial shw1ting
yard~. It is a lso to be remembered that continuum;
•
opcrnt ion io.; demanded for long periods, that tho loco-
~incc
these battery locomotive· were first introduced the demands of the mar·ket have become standa rdi ed, aml it has been found that in these days
two ty pe are s ufficient to meet the various haulage
requirements. Drawings of the e engines a re shown
in Figs. 8 and 9, and the leading dimensions are given
in the foll owing tnble :Extreme width
Gaugo
.. ..
..
ingle truck.
. . ..
8ft.
Metre to
..
..
\ \' h cE>I diam<'h' r
..
Lon~t h over b11IT<'r"'
Hoi~h t
•
from rt\ tl
\\'ei~ht
.. ..
Tract iv<' <'fiul't
~Jaximum .
One hour ..
..
..
• •
..
• •
.. ..
6£1. 9in.
• •
:J3in.
18ft. 6in.
..
• •
..
..
• •
• •
Continuou s
Battery c::apacity, ktlowctt-hour.
A ,·erege discharge volta~e . . . .
peed at ono hour r at i ~~~ (lf mot m •
o.t &Ncr ago volto,~t". .
..
ft.
i\letre to
4ft. S!in.
Bogie contr<'s ..
Wheel beso . .
B ogi<'.
..
..
4ft. 8! in.
13ft.
6ft.
:J:Jin.
29ft..
I Oft. 6in.
l Oft. 6in.
J 4 tOni!
..
8,000 lb.
:J, 500 II>.
I , 600 II•.
. . 16,200 lit.
7,000 lb.
. 3,200 lb.
I
28 tons
Chan9e-over
Sw1tch.
J(.'ha•rott.'O Plug
.
..
:JOU
1 nt.p.h .
~-
..
106
:}Oil
4 m.p.h.
The truck framing i~ in eaC'h case strongly built
of plntcs and angles, and <'hannels form the main
members of the stn1cture. Tho end beams are also
compo eel of channels, which are securely stayed with
gus et~ and angles so tli-1 to enable the m t o withstand
the heavy hocks which are received in shWlting . M·
vice. 'iclo b\lffers and centro draw hooks ·with chains
are fitted to the end beams. All the wheel have
rolled s teel tires, which are shrunk on and a re fitted
with retA.ining screws in 1\Ccordance with s tandard
locomotive practice. The axle-boxes are fitted with
lids in ordcl' that the bearings may be properly
lubr icated and examined, whils t the laminated springs
which are fitted with linkR and brackets are placed
on top of the axle-boxes. The horn plates a re fitted
FIG. tO- ARRANGEMENT
fixed l\IHI io~ liding "iudows at the front and bt.u:k.
Entrance doors with drop ·windows are also provided.
The motors are supported on one side by bearings
on the axle and at t he other side by a cross bar
supported at t.he end b y helical spr ings, which absorb
both the upward a nd dO\Vn ward torque.
The general construction and d etail work of t.he
double-bogie engine shown in Fig. 9 are very similar
to that of the four -wheeled engit'\e just desc1·ihecl.
OF
POWER
CIRCUITS
mot ivo ~lt ould bo able to starl with :;uitable accclenttion, with any trailing load, up to tho maximum
load which tho locomotive is d esigned to haul, and
that cw·ves of sma ll radius have to be negotiated.
, tanclard lramway equipments give tractive efforts
which at·o suitable for average shunting yard service,
and since ma ny years of experience has been gained
in tho design and construction of the e cquipmonts, it.
has been found to be d esirable to use them on those
440
APRI L
THE ENGINEER
battery locomotives. In the case of the engine shown steam a nd in boilM cleaning, the battery locomotive
in Fig. 8 two standard tramway motors are used, will, th0 makers contend , s how a consid~rable saving.
· whilst the double-bogie engine shown in Fig. 9 is Apart from the financ ial advantage, there are a lso
fitted with four of these motors. Standard tramway other benefits to be derived from electric t raction
control gear is also em ployed, but as it is only neces- a nd they arc in some instances of great importanca.
sary with locomotives of the~e dimension to have one The absence of s tray s parks, for oxamplo, reduces the
driving positi on, only one controller is employed. As risk of firo. The e lectric locomotive i.'l also ready for
the cab is glozed on all sides a nd as the driver stands service at a m oment's notire, ancl as the motors
in tho <'entre of the engine, he is able to obtain a clear provid e a . teacly torque it is able to start a ~reater
v iew of the area in which he is working.
load t.han t he s team locomotive pet' ton o f adhesive
The elect rical equipment is of very Rubstantial weight.
implicity or operation and the saving in
design and long and severo tests a re said to have the time need erl fo r repai rs are othor n.dvanta~cs
shown that it is quite capable of withstanding the inher~nt to t.he electric system.
rough treatment which it is likely to receive in shunting yards . The external dimensions of the motors
are S\lCh that the machines can be accommodated in
a reasonably. mall space, with the res ult that the wheel
ba e can be kept within the limits impo ed by the
Regularising the Rhine.
t rack. The storage battery may be composed of lead
or nickel alkali cells, the number of cells being suffiON April 25th , an international congres of engi cient to give an average pressure during discharge of
300 volts. Tho characteristics of the standard neers, technicians and Government repre entative.
tramway motor designed fo r slow-speed operation will be opened at. 'trassburg to di cus the question of
are shown by the curves, Fig. 3, whore t he speed t he utilisation of the Rhine a an international watercurves with various starting resistances in circuit are way, and a lso whether the French proposal to erect
a lt:;o shown. The con troller used for t he single-truck several power s tations a nd twenty- four locks or darns
locomotive is a series parallel d rum type controller across the Rhine be tween Basle and 'tras burg would
with rheostatic b raking notches. The controller em - not interfere with the freedom of navigation of that
ployed on the bogie locomotive is of similar d esign , rivor. The , 'wiss, who are perhaps moro keonly
but it is of course, constructed for quadruple equip- intere. ted than any people in the freedom of the
Rhine, contend that, a cco1·ding to Article 5 of the
ment and fo r a greater capacity .
The a rrangement o£ the power circuits is shown in Paris Treaty of May 30th, 1814-, navigation of t he
Fig. l 0. The negntive side of the powe r circuit is Rhine should be fr-ee to a ll Powefl'!. T his article
insulated from earth and the positive and negative stipulates that: "Navigation on the Rhine, from
poles o£ the bn.ttery are protected by fuses. Owing the po int \-.;rhere it becomes navigable unto the ea,
to t.he manner in which the s tarting resi~ tan ce is and vice uerBtl, shall be free, and in such a way that it
stepped a steady a cceleration is . ecured and dangerous cannot be forbidden to anyone." . witzerla nd a lso
rushes of current are avoided . The curves, Fig. 4, bases her claim to free navigation of the Rhine on the
relate to the starting conditions for the single-truck international t' ules of t he Vienna Congress of 1815,
locomotive. These curves are plotted on the basis of concerning the Rhine and it' tributarie. . Article 108
average voltage, but as in actual practice this voltage of this documen t states that : " The Powers whose
will fall with a rise in current dne to the increase drop territories are separated by one and the same navigacross the internal resistance of the cells, t he starting able river shaH undertake to ettle by mutual agreecurrent peaks wi ll be rounded off somewhat, and this ment every thjng connected with the navigation of
that river ."
effect wi ll be most pronounced in a lkaline cells.
\¥hat France i.'l now proposing to do i. ver·y much
The capacity of the battery is not only governed
by the amount of work it is required to perform in a what Germany wantecl to do before the war; bu t the
sp ecified time, but also by tho adhesive weight of the •'wi insist that the French plan of maki ng a Ride
engine. F or a locomotive d esigned to haul a specified canal will co t about ten times as much a. their plan
maximum trai ling load the weigh t mus t be such that of regularising the ri ver ; t.hat t he cost of t rat'L"iport
on clean dry rails the train can be got under way with will be far higher ; and that the quantity of goods
a reasonable acceleration without exces ive slipping which it will be possible to carry will be ve•·y m uch
at the wheels or the use of sand, but a a fur ther pro- less- indeed , far too !'!mall in view of the amount even
tection to the batteries, motors, and other electrical of Swiss trade. In fact, the oppo ition to the French
gear the weight should be such that the s lippin~ of plan is intense.
The Versailles Treaty does certainly give Fra nce,
the wheels will limi t the weight of the t ra in that can
be comfortably set in motion to the maximum weight or rather Alsace-Lorraine, the right to take water
for which the locomotive is d esigned. Broadly speak- from the Rhine below Basle for electricity generating
ing, the weight of t he locomotive is composed of the purposes, to convey it b y canals through the Alsatian
weight of three parts- the mechanica l portion, t he plains, and return it t.o the Rhine above •'tra.l sburg.
elertrical equipment, and t he battery- and it is Now, •'witzerland, which has a good deal of electr·ic
obvious that the weight of t he first part cannot be power to export, wishes the Alsatians to buy current
reduced below the limjt which i.co cons iRtent with the from her, instead of generating it themselves. This
s trength necessary to deal with the forces, weigh t8 current, :>he contends. she could supply more cheaply
and ro ugh u:sago of t.he average shunting service, than it could be p rod uced in Alsace. Accordi ng to
whilst the weight of the electrical equipment depends Swis. experts, the net cost of all the workJ (side canal ,
to a large extent upon the maximum tractive effort locks, &c.) p roposed by tho F rench between Ba. Je
required. Thus the weigh t of the battery is limi ted and •'trassburg wou ld be the following :Fr~ucll.
to the difference between the required adhesive weight
For 1\ side canal
.. .. .. .. ..
600,000,000
and the s um of the weights of the electrical equipmen t ,
F or bnrragOR and hyclro·oloctric worlo:l .. I, 000,000,000
and t.hat of the mechanical parts. The choice of a
F or navigoLion works (r einfor ced locks
battery is therefore governed by the watt-hour
250 rn. by 25m., ordinar y lock!l 90 m.
by 22 m .. and docka for p a.'!si ng and
capacity per unit weight, as against strength and
hea\•ing-to every 6 kilorn').)
.. ..
600,000.000
reliability ancl ato against the life of t he battery,
which is approximately proport.ional to t he weight.
T otal
. . . . . . . . . . 2, 200,000,000
of the plate . The work that can be d one in a working
Supposing this capital be found, the scheme would
day iR d ependent upon the average load hauled per
make electricity very dear. If it were to pay, interest
trip, and the number of boosting charge-3 t ha.t can be
at 8 per cent. must be reckoned, plus 4 per cent. for
g iven. It will be seen from the curves representing
works, and 2 per cent. for sinking fund. or nearly
energy coOBumption that locomotives equi pped with
300,000,000f. a year. , 'opposing, it is furth er conthe batte.-ies having the capacities specified are
tended, 2,000,000,000 ki lowatt -hours of electric power
capable of doing an amount of work which compares
were produced and utilised , it would cost 15 centimes
favourably with that done by a steam locomotive of
per kilowatt-hour, and could never compete with
similar capacit.y, provided the battery is given the
usual mid -day boost and a fur ther boost if it is required coal. H ence the F1·ench factory own et·s propo e to
make navigation bear over half the cost of constructo do work fo r a period after the usual d a ily service.
tion, a nd to tax each ton of goods carried on the
From the point of view of tho electrical equipment canal. The side canal plan, moreover, the \viss
the condi tions of service on a city electric tramway engineers contend, would make the cost of transport
system are worse than those mot with on industrial per ton-kilometre work out at 8. 64 con times. whereas
shunting yards, for owing to t he greater speed, the regularisation plan could be cart·ied out for
frequency of s tarts and stops and long periods of 100,000,000£. , and would bring t he cost of t ranspor t
servi.ce t.here is more vibration. The average figure down to I . 43 cen time ~ per ton -kilometre.
obtamed from data furnished by several municipal
The German plan i · that the Rhine between B asle
undertakings for the maintenance of tramway elec- and •'trassburg should be canalisod. According to a
trical eq uipment, including motors, controllers, well-known engineer, Dr. de Thierry, profes or at
circuit breakers, re. istances and wiring is £50 per Charlotten burg T echnical Academ y , t he idea of havi ng
annum. In the use of locomotives of the kind under Rhine vessels running not merely to Basle but to the
consideration the maintenance of the mechanical Lake of Constance, whi ch twelvo yearA ago or so
structure and battery must be taken into account, seemed impo sible, is now coru idored feasible and
. fact, can now be proved to be not meroly a po. sible'
but the cost of t he former is extremely l~w. As regards m
the battery, makers of both the lead and nickel-iron but a thot·oughly sound unde rtak ing, especially if the
t.'·pe of cells are prepared to guarantee satisfactory Lake o f Constance can be made to store up large
working for a number of years, and depreciation can quantities of water for pe•·iods of d rought and water
be calc ulated as a definite annual proportion of the scarcity. The que t ion is now, the Germans say, not
origina l value of tho battery le~ a similar proportion whether it is possible to ut ilise the Rhine, but mere ly
of the scrap value.
how it can b est be done. The Ba le-Constance part
When the above costs are compared with the cost of the river, says Dr. d e Thierry, must be canalised.
of renewals and la bour involved in the upkeep of the That would mean erecting weirs in order to have the
boi ler and engine of a steam locomotive a nd the extra fa lls necessary for obtaining the large amount of water
hours which the locomotive men must spend in r aising power required. Thus the preliminary conditions for
.
21, 1922
navigation would be created. The weirs would prevent the water from flowing away so fas t, and the
d ecreased speed of the rivor would r ender navigation
po sible. B y blocking the wate r at the \Veirs the cost
of tugs would also be les enod, because they would
not need to use so much force. For navigation, so
the German experts claim, there is a great difference
between a canali od and a regula rised river Rhine ac;
regard. the way tho fall is overcome. The idea of a
ide canal, o r a " Grand Canal d' Alsace," as the
French call it , is d escribed by the Germans, ~wiss and
Dutc h alike ac; "strangling Rhine navigation." The
idea of freedom of the Rhine, the German.c; somewhat
cynically admit, has its attractions, particularly for
the poetically minded ; but impartial engineers, who
calmly consider what is most profitable, will not be
able to get away from tho question whether the higher
freights- the price which must be paid for this concession to a poetic ideal- a re not purchased too d early.
What the congress at • tt·ac;sburg \vill have to d ecide
i which of the plans laid before it--for regularisat.ion,
for canalis ation, and for a ide canal- is most feasi ble
and profitable.
At a Government conference with engineers held in
Berne last month, it was reported that by the low·
water rogularisation of the Rhine undertaken between
•'ondernheim and , 'trassburg from 1907 to 1914, the
navigability of the river was so much improved that
large steamers can now run most of the year to •'trassburg a nd K ehl (j us t opposite :->tras burg, in B aden).
Dams were form ed in the current of the stream, and
they forced the low \Vate r· into a o-called " low·water
river bed," which made it possible to rtLn vessels
even when the river was low. The low-water bed can
be prevented from varying much by ground sills
being laid in the bed o( the stream, which the Baden
people officially estimate will cost 160,000 marks per
river kilo metre, or 13,600,000 marks altogether.
pre-war pnces.
The F ed eral vVate1· Uti lisation Office in 'witzerland
and a leading, wi s engineer, H err Bo shardt, repor ted
to t he International Rhine Navigation Commi sion
in December last, and p roved, they beJjeved, that even
going upstream, the d epth of the water, on the 77!
miles stretch to the • wiss frontier, can be so much
increased b y regulato1·y const.ructions in the tream
that all descripti ons of steamers and tugs running
between trassburg and Kehl could reach B asle even
at low-water periods, with.out their being obliged to
diminish their freight. It i claimed that with
regular·i ation large steamer::; could even r un 320 days
in the year to Ba le. H err Bosshardt's plan wi ll be
submitted to the International Rhine Commis ion,
at the •'trassburg conieronce, in opposition t o t he
F 1·ench project.
The F edera l Water Utilisation Office reckons that
a free regularised Rhine could d eal with 13 to 20
million tons of traffic a year, and a side canal with
only 3 millions. , ·witzet·land could then only carry
from 1 . 6 million to 2 million tons of goods annually,
which would not be nearly onough for her normal
trade requi rement·. In the 'wi.ss commercial world,
and in the country in general, it i ~ felt that an o utlet
to the sea is absolutely nece ary, and there are t hose
who maintain that that outlet can only be by way o (
the Rhino.
AccoaorNO to the Board of Trade returns tho valuo
of the railway material exported during January and
February of the present year was as followa, t he corresponding 6gures for 1921 and 1920 being added in parentheais :- Locomotives, .£1,435,859 (£1,107,9 15, £477,9 19) ;
rails, £656,589 (£ 8.929, £ 197, 181); carriages, .£231,004
(£2 15, 165, £211,702); wagons, £ 1,064:,409 (.£949,057,
£861, 31 ) ; wheels and axles, £246,027 (£393,4 7,
£282,239); t.ires and axleJ, £117,1 15 (.£291,431. .£205,251);
chairs and metal sleepers, £37 .060 (.£359.554, £5 ,567);
miscellaneous permanent way, £3 12,147 (£52 1,019,
£312,890); total penna.nent way, .£1,709,93 (£2, 4 57,4~0 ,
£1.065,694). Locomotives t() t he value of £220, 70 were,
during February, shipped lo Europe and of £16 1,230 to
India. Rails to the value or £47,765 were shipped to the
Argentine, and of £32.59 to India.
AT the valedictory meeting o£ the shareholrlers of the
Lanrashiro and Yorkshire Railway the chairman said tho.t
the company ho.d always been in the fi'Ont rank so far a.s
improv•>ments wore conc·ernocl. Tt waa the first. to adopt
numbered cordhoard tickets, heforo which the names of
all pMsengors were wr·it,ton on paper tickets by the booking
clerks. The principle o£ numbered tickets had been submi tted to and rejected by other railway companies. The
company was tho first to flt the rolling Rtock with continuous brf\kes ; the first L<> install the block system of
signalling throwzhout the main line; and also, he believed,
that tho section through Summit Tunnel, naar Littleborough, was the first port.ion of any rai lwa y over worked
on tho block system by t.ho el<>ctric telegraph. It. wM the
first compf\ny to light its trains with gns, and the firs t to
romplete the equ ipment. of passengt'r stock with automatic continuous hrakes ; tho first t.o (\quip goNis enginl"s
with continuous brake~\ ; t.he 6rst t.o iMto.ll tel c;~phones in
si~~;nal hoxes : the ftrst to fit the whole of its wngon Rtock
with either-side brakes ; the first to provide smoking
compartments; nnd the fu·st to hring into use elec-tric
trnction with its own generating station, on the line between
Liverpool and Southport. It had also taken a lea.d in the
" rationing " of extension tickots to plea~mre resorts.
Mr. Fielrlen's reference to the blork system i.s, '' 0 thinl<,
not quite accurate. Tht\ first block system installed was
in 1844 on the Norfolk Railway, and the first compnny
to adopt the block system throughout wa..~ the Lonrlon,
Chatham and Dover. which in 1874 had the whole of its
line equipped.
1
APRIL
21, 1922
Railway Matters.
Tat: H ighla nd Railway Company has now twenty-one
m oro engines than in 191 3, but owing to t he eight hours'
day the uso of all of them iJ requi red to work t he same
amoun t of traffic.
l N the Taff Vale Company's a nnual report for 1921
there a ppears an entrv in tht- C'apitnl Expencl<'d Arcount
of ~4 ,9 1 _for five t':nk_ 0 -6 2 locomotives. A charge
agamsl cnpata
l of £24t0 as made for ronvertinofour rail
.
0
motor cars anto pass<'nger c·oach E"s.
L oCOl\lO'l'IVJ<: spa rk a rro:;ters havo recen t ly been mentioned in P arliament,, and 1\fr. Neal said that his information
wa.s t hat n o completely sat is factory spark arrester for
ra ilway locom otives which does not milit ate against
draugh t nnd d oos n ot increase firing difficultie"J has been
d evi<;ocl.
N ONE o f the 150 c-rores o f rupees proposed to be spent
hy the Jnrtinn Government during the next five years i.'l
to be on n"'w rnilway!l. Earl \'\•interton snid on the 6th
ins t. th at th<'re wa~ n o prospect of any appreciahle new
milea,:!t> being \tndertakon other wise than through private
E'nl<'rprise.
\Yomc i3 progre3sing on t he extension of t he Canadian
Pacific line from KipaWt\ to Le.l Quinze, a.t the furt her
end of Lako Tem iska m ing. 00 men being employed.
The line penetrates a. fine agricultural a rea in which ,
ho wevea·. there aro st iII t ho\L'i&.nds of a cres of rich land
awaiting t e. t lement.
THE I nte-r-state CommC'rce Comm ission has just opened
an iuve3t igat ion to determine "hether, and t o who t
exten t, powe-r b rakea now in g;)neral use a re adequate anrl
in accordance with requirem ents of safe-ty, what improved
appliances or devices a re available for \ISe. and what im.
provements ma.v
or sho\lld bo ma de.
•
CoNSTtL.'T troublo ~ experienced in the United States
owin~ to floods and storm<; breaking down the telegraph
lines belonging to the railwny companien. The NashvillP,
Chatta.noo_ga nnd St. Louis intends to meet this rlifficulty
by employing wirole::;s te lography, and it has insta.llecl
s tations at Tulla homa and C:untersvillP, which will bo
followed hy one at the genoral offires a.t Na~ln-illo and the
various divis ional h eadquarters.
A example of what is apparent ly unnecessary compet it ion is the running of an express from Victoria. to
Fratton wit-hou! a. stop by the London, Brighton and
outh Coast R a ilway. It leaves Victoria. at 1.35 and cons ists of t hree bogie coaches . As the Portsmout h t raffic is
pooled by the Brighton and London and South-Western
companies, this train is evidently run to enable t h e former
company to just ify its share of the pool.
TaF. railway companiPs announre that reduc tions in
r aihva.y rates for the conveyance of milk will come into
operation on May 1st. R ailway rates for milk vary
a ccording to distance. A large proportion of the traffic
is carried for a distance of 100 miles, and the existing
railwny rnto a.mOWltS to 1 . 2d. per gallon, or tmder a
halfpenny a quart. Empty churns are conveyed back to
the station whore the troffic originaW>d free of charge.
TnE North-Easte rn chairman s aid at the recent annual
mt-eting of that rompnny thA.t there was no ocrasi0n to
paint a. pictw-e of unrelieved g loom. During rt>cont
mouth.'!, a nd pnrticuJarly since thf' turn of th e year, there
h ad been f\ di~tinct and most welcome revival in the
carriage of coni for shipment, whilst agricultural traffic
s howed a. snrprising vita lity in spite of the grave disadvantage!! undor whirh agriculture was tht>n co.rricd on.
THE City of Dublin Steam Packet Company is promoting a Bill to wind itself up. As it is a guarantor, along
with the Great Northern (I reland) and t he Dublin and
Sou th-Eastt'rn, of t he 4 per cent. guaranteed stock of the
City of Dublin .Junct ion Railway, by which the King;;town
mail trains get to and from the Great Northern, Great
outhern and 'Ve.>tern and t.he Midland Great Western
railways, its co-guarantors a re anxious a s to their future
responsibility. A pa rliamentary Committee has reporte d
against t ho Bill.
THE total freight tonnage for December. 1921 , when
compared with the correaponrling period of 1920, decreased
14 . per cent. and the ton-mileage 15.6 per cent. General
merchandise decreased 17 . 2 per cent. in tonnage and
14 . 1 per cent. in ton-mile_,; ; coal, coke and patent fuel
decreased 6. 1 p er cent. in t onnage and 9. 0 per cent. in
ton-miles, whilst other minerals decreased 39.6 per cent.
in t onnage and 3 . 0 p er cent. in ton-miles. The freight
train mileage was reduced by 9. per cent. The net
ton-miles per engine how- wero 420 a s compared wit h 402
in December, 1920. which means t hat the traffic got over
the road more quickly.
A DEMONSTRAT!C> of what is known as the " carrier
current" system of communiraLion was made by the
Gt>,neral Electric C'ompany at Schenec tady recently. It.
hos been triE'd, with s nt is fartory results, on the Chicago,
Milwaukee and t. P nul Railroad , and is applicable to
a ll C'lectrically operat<>rl lin<'<~ where there is an overhead
power lin<'. A second c w-re nt, generateci at a higher
frequen ry than tht> power s upply, is <~uprrimposed on the
trolley wire, and st-rvcs to trans mit mEOssages along the
wire to telephon<' on the train.c;. The guard and driver
can converse with coch other, nnd, where it. is particularly
u sef\11 in tho United States, tho driver of a. long freight
tra in th~t i<~ being a.ssi::~ted in the rear cnn s peak to the
driver o f the bunkin~ en~int> .
.-\ FEW we!'k.; H,:!O P r!''!id<'nl Harding. acldrPc;sing an
n_gricultw-al <·onfere-rv-o in \Va.c;hington, :Said that. greater
attE-ntion should !"(' ~ivt>n to tht> dPvolopment of inland
watC'rwa\'s
and to tho t>lertrification of railways.
H i.c;
•
•
remarks about th<' latte r wort- : " A large Rhare of rnilway
tonnage i.e; coal for railway fu<.'l. The c xpPrience of railway
electrillca.tion dcmonRtro.tes the pogsibility of reduring
t.hi.c; wa.sto and incr£<nsing effirienry. ·we may well hegin
Yery soon to consider plans to electrify our railroads.
If such a ~uggostion seems to involve inordinate demands
upon ow- ftnan<'ial and indus trial powt>r, it may be replied
tho.t three ~onoro.tions a go thEI suggestion of building
260.000 mil"S of rnilways in this ('.ountry woulcl have been
scouted as a financiAl f\nd jndustri:'ll impossibility."
TH E ENG I NE ER
Notes and Memoranda.
~4 1
Miscellanea.
TR£ coal output at the mines of Great B ritain for the
A LOUD-SPEAK! o wirele'3S tclPphone installat ion hAs
jus t boon c·ompletod at Lausanne, which will be in t'Om - wook oncled April 1st was 4,82.3,400 tons, a s rompared
munirot ion with th~ E iffel Tower telPphone each t-vening, with 4. 929,300 in tho previous week, and 1, 9:50, I 00 tor>s
a.nd will b<' nl' l<' to r<'rord rommunicRtions from L ondon, in the wet"k ended April 2nd, 1!121.
Be1lin. ancl <.'ven Am~rirll.
AFTER cons iderable competition , the contra<'t for
HJI''-l taking oil from th<'
arawak wells ar e supplied lighting the grounds of the Brazilian Centennial Exhibithrough s ubmarino pipes, which carry the oil out to depths t ion has been awarded to the American General Elect ric
which will a ccommoriato the large-st vessels. Some of Company, the es timated cost heing 1,000,000 dols.
thE'!lC pip<'~' cxtcnrl ovf'r two a nd a-half milt-s from tho (£200,000).
sh ore. A marine pipe line placed during the latter part
WE are informPd that tho site a.lJotted for tho British
of last year which is 14 ,555fL. in length, is supposed to building in the International Exhibition at Rio de J an<'iro
ho thP long <'st of its kind in th<' world.
which is to be opened on SeptemhP~r 7th next, is one of the
B Y in troduc·ing heat rapidly into the coal, and thus best, in the whole exhibition, a.nd thC\ work in its construcbringin~ ahout an immedinte- decomposition of the hyclro- tion is well in advance of that done by other nations .
rarbons in tho cold coni, an American firm has s ucceeded
AN official start was made with the Newark sewerage
in producing m Pttdlnrgicnl coke from illinois coal which scheme on March 30th, the mayor cutting the first. sod.
ho.'l hitherto been c·onsidered non-coking. The new product The scheme hilS now passed the Ministry of H ealt h , subject
h as been tried in th<' labomtory and in the blast-furnAce, to details, and a. grant obtained of 65 per cent. of the
nnd is said to have g ive n pxrellent res ults.
interest on £25,000 for fi fteen years . The s<'heme is
'VnAT L'l cioscribcd ns probably the thickest seam of est ima.ted to cost £55,000.
blac k <'Oal d iscovered in any part of the world is being
TRE Anglo-Indian Press reports that Government
developed at Blair Athol, in Queensland. The maximum assis tance is being given to an Indian firm which is erecting
thic k:nPss, as far ns ran be asc<>rta ined , is 93ft. The whole a plant for the refining of glycerine as a by-product of
SE"am from t op to bottom is quite free from clay bands . soap manufacture. The g lycerine, it is hoped, will be
Profe~sor D avid. of the Sydn<'y Uniwrsity, describes the utilised in the manufacture of dynami! e, and will effect
coal as very s uitahle- for raising stE-am on both land and a considerable saving in the ex-penditure on ordnance.
sco. H is e-~ tirnate- of thl" ~'oal in the fit-lrl is 258,000,000
Own:o to the inr rease in the <·onsumplion of gas, the
tons.
Colomho Gas Company hac; Applit-d for permigsion to the
TBE presen ce of aluminium oxide in the met al or in it s City Corporation to allow it to install a. nbw gas plant
aUoys seems to lend t o defE-cts of various kinds, and the to manufacture wat.-r gaEl. In thfl meantime it proposes
problem is under con flideration for study in the United putting up an e-ctro p lant and also a new ~a.sholder a.t
States with a view to o ht nining. if p ossible, a commercial Havelock Town to ~upply gas to that pArt of the rity.
deoxidiser . Preliminary exp erimen ts have been made
EDINBtrnOB Town Council r ect-ntly set at:idc re-comwith the use of misch metal (ferrocerium), and with boron mendations b y the Tramway Committee of the C'ouncil that
suhoxicle for t h" rleoxida.t ion of aluminium-copper alloys. car rails should he obtained from Germany. TI1e Gt-rman
The former material appears to possess some possibilit ies, offer wa.s considerahly lower thsn the British offers. The
and further experiments a ro to be made.
Council resolved to arrept the lowest British tonder, the
FxounEs RhO\Ving the work clone up to the end of 192 1 principal argument anva.nced being that it would help
towards the reconstruction of t.h e war-damaged minos in tra.rle in this country.
the Depnrtmontfl of the Norrl nnrl the Pas de Calais have
A DEPOSIT of iron ore is snid to have been discovered by
j\L'lt boon puhlished. Up to the present over 60,000,000 t.he Hendy Hematite Iron Ore Company at Pontycluo,
•
•
cubic yards of wotcr have been pumped out, ovor 1800 nAar the C:rea.t
Weqtern and Taff Vale Ra.1hvays, where
miles of gall~ries have to be reconstrurted. of which ovEOr pro<~pE>ct ing has been going on for upwnrd~ of two anrl
600 miteR had been abandoned during the German occupa- a-half yeArs. The con strut'tion of a short lPngth of tram·
tion, and 1350 miles had ~n systematically flooded. road will be proceeded with immediat('ly to <'Onnect tht>
'+Vork can only be carried on a.t the rate of about a. yard outlt't of tho mine with the railwa.v sici ings.
•
a. day, and flOmetimcs only half a yard. Everywhere,
TRE production of pif! iron in the United Kingdom
h owever, coa l getting has been res umed in some of the
during March amounted to 389,800 tonq, compared with
working plact"s.
300, 100 ton.c; in Ft>brua.ry and 3 6,000 tons in March, 192 1.
IT is a rommon impression among wood-workers that
Furnaces in blest at the end of March numbered 107,
wood which in breaking shows lon,g splinters has, therefore, compared with 109 before the roal stoppage and 101 at
longer fibres than material which breaks off ehort, but this the end of F ebruary, 1922. Of thf'l produr tion of pig iron
is not necessarily the case. A sample of timber recently in March, 149,300 tons were hematite, 113,000 tons basic,
submitted for examination to the Forest Products Labora- 86,000 tons founnry, and 20,100 tons forge. The protories of Canadn, ) fontreal, was described by the sender
duction of steel ingots and ('astings amounted to 54fl.400
as wt'nk, bras hy and with short fibres. On examination tons, a figure higher than in any previous month s ince
with the microscope, however, the fibres were found to be December, 1920, when it was 746,GOO ton::;.
unusually long for that particular kind of wood. I t is
TB:F. Argentine Governm<>nt has decided to decline a.ll
sta~ed by the laboratories that there is in fact no known
relationship between the length of splinters and the length outside offers-of which many have been s ubmitted-to
oft he fibres or coils of \vhirh wood is composed. Further, clear the channel of the river Plate of the number o f
it is stated that no apparent relationship exists between vessels (exceE'ding fiiteen) which during the past few
the length of the fibres and the s•rength of any piece or years have been wrecked ther e, and which con stitute a
cont.inun.l da.ng('r to nA.vigation.
British enginE-ering
k ind of wood.
AccoRDING to a. note in Indian Engineering, the firms and contractors, as well a,'l several foreign speculatorEt,
report of tho committee of engineers appointed by have made proposa ls at various periods to purchase the
the GovMnm~nt of Bengal to advise with regard to the wrecks from the Government o,rtd to dynamite the h ulls
erection of 1\ new bridp;o over the Hooghly R iver, recom- with a. view to dispos ing of the various mate-rials salved.
mends the c-anti lever or la.r~e s pan type of hridge, and the These p lans have also l:een rejected by the Government,
cost is estimated at two million pounds sterling, while it i.e; which, through the Ministry of MArine, wiLl carry out the
e xpected that about three anrl a-half years will be occupied work on its own account, the Public ~rorks D('partm~'nt
in its constru<'tion. The now bridge, it is suggested, should furnishing all neces::>nry dredgers and flat-boab:.
AoonESSrNO tht'! memhers of th~> Birmingham and Di:>be huilt on o. flitc on a. rentre line running from a point
630ft. north of th<' rentr~ o f the existing bridgo, on the . tric Elertric Club recently on the progress made dnrinf:!;
Calrutta. sidt>, to a p oint !) Oft . north of the centre on the the war in the method o f salvaging sunken vessE"lR by
Howrah side. Provision has been made for three lines of meo~s of electr iral apparatus, Mr. V. H. Pear;;on gave aq
vehicular traffic C'ach way in adrlition to two lines of tram- nn example thP transport Aclmiral Co<'hrane, which was
wn.ys. The t otal width of the bridge is recommended at torpedoed hy a German S\lhmarine off the , outh Coas t of
100ft., a llowin~ 18ft. for two linell of tramways , 58ft. for England. I n this ca se tho vessel hacl taken on a li::;t of
s ix lin e~ of traffic, and 24ft. for two footpaths.
33 rlt>g., the whole of the aftt-r decks L-eirtg submPt gee!.. It
LF.M'URING on the s uhjert of E"lectric ste>ol furnare-s would haYe been impossible to salve the ship by means of
before tho W Pst Yorkshire 1\Ietallurgical Society, 1\ir. F. steam pumps owin~ to the degree of list. The electric
Rowlinson Raid that chemical guidance was absent 'vhen pump could, however , be lowered into the hold of the ship
tool stflol firs t, began to be mAnufacturt>d, and but little and could be kept running under water. The transport
wa.:; needed to-day. ' Vhore no impurities went in, no was lifted wit-hin seYen clAys and placea on an even kePI
r hemical means were necC'ssary to take them out again. on the boach. After !llight r epairs in dry dock the ve<~scl
Tht" materials used by the steel makers compri.c;ed tho best was put into ro mmission again.
TBE state of the Swiss machine industry, states a
stt>Pl-ma.king fiwerlish irons, thfl best Sheffield blister bnr,
every pioco ha.nd-frar tw·cd a nd g-raded, the best Swedish Gover nment r eport, is portrayed by the stato of unemwhite irons, and the host She ffield tool scrap. All these ploymen t. At the beginning of 1920 there were 53,575
materials, of unsurpassed purity and quality. were chosen, workmen e mployed by the 178 firms forming the Union
and no otlwrs. ThEI be~ t cru<'ible steel to-day wa.s still of Swiss Machine Manufacturers. On November 21Rt,
made from the materials rhosen more than a. hundred 192 1, 13,000 of these had been dismissed. Of the remain yol\rs ago. T he cruciule steol industry had been caller! ing 40,000, only about 18,000 are fully employed, whilst
consC'rvative and apathetic, but the fac-t still remained that. the remainder are '"'orking r edu ced hours to the e}..'tent of
to this rlny the finest tool s teel in t-he world, Sheffield's 30 to 50 per cent. I n consequence of the high rate of
crucible steel, wan made only from the mo~t expensive exchange of the Swiss franc, exports are greatly reduced,
materiRill of unqut>$tioned purity and quality.
whilst French locomotive orders have ceased, owing to
TN ll paper on " Coast Eros ion and its Prevention," t he n eed of keeping French \VOrks occupied. Switzerland's
reacl hefore the Roya l Society of Arts, Professor E . R. severest competitor, namely, Germany, is able to undersell
::\latthews s tates that many devices for the prevention of Swiss manufactw-ers by 70 per cent., owing to the high
eros ion have been introdu<'t>cl, but most of them have internal purchasing power of the mark.
provE-d a fnilua-e. Floating breakwaters anchored to the
THE Paris L ' lnform.ation learns that the Baltic-Blark, E'a
shore, largo ro <'ks, and in gome rase... hugE' blocks of conyndicate has conceiv<'d the id<:'a of coMtructing a coal
r rete, spe<'ially a rrongecl on thE" foreshore, with a view to canal between Dantzig and Silesia. The nuthors of the
hrf'aking tho force of t ht> wnves . have beE-n tried with the project consider that the Polish riverways will constitute
objN·t of protecting the sh ore, but most of them have an importar>t factor in the development of ('Omrnerce
created a srour and have d<'nc much damage instead of hetween the East and ' Vest. The canal would require
good. R ows of piiPs have sometimes been driv<'n parallel eight years to ronstruct, and would cost 350 million gold
with the ~hore and a f~w foot SE>award of the cliffs or sea fran cs. I t would servE' forty important towns and ('ross
Wflll, but thoy h a v<' been quite unsuccessful. Dr. Owen'! a mining and an industrial region, with hranches to Posen
suggests t,hat sh ore protection works might be rlivided and Warsaw. The goods to be transported " 'ould be prininto active and pal!sive typPs; the former comprising cipally coal, peat, timber, potatoes, grain, beetroot, iron
groynes a.nrl s uch structures ns e.ttempt to do som eLhing ore a n d building materials. The canal would , it is anticimore than merely resist attack , and the latter including pated, be of great importance in connection with tho
sea walls ann ombankmt>nts, which only a.tt.empt to sub- reconstruct.ion of Russia, as it would provide a direct
!ltitule a harcl<'r anrl more duratl<!> material for a. softer.
out-lot to the markets of Southern Russia and Central Asia.
442
THE ENGI
•
CO N C RETE TRUS
BR I DGE
~lH .
EER
0 VE R TH E
T. \". .JEKKI N.·,
DE~\"I•: R ,
Vv
APRIL i
I C H I T A R I V E R, T EX
REINFORCEMENT FOR
fiG . 3
FIG. 5
LEFT
FLOOR
FIG. 7 - TBREE
L"'ID ON
BAND TRUSS IN
AND
SPANS
TRUSSES
OUTSIDE
AT
POSITION
PATHWAY
DIFFERENT
FLOOR OF
ON
PARTLY
STAGES
QF
TRAVELLER
PIERS
COMPLETED
CONSTIWCT~QN
FIG. 2-QNE OF
FIG. 4
A "
(.'OL., J<:!'i(:ll:\ i': RR
( F ur dt8~ption 8U page 136 )
PIG. t
1' 19:22
•
THE 66-FEET
CONCRETE
TRUSSES
BEING
RAIS E D
INTO
POSITION
LEFT AND RIGHT-BAND TRUSSES IN POSITION AND CROSS GIRDERS COMPLETED
FIG. 6- FINISBED
SPAN,
FIG.
WITH
TRUSSES,
8 THE BRIDGE
FLOOR
NEA~LY
AND
BAND
COMPLETED
RAILIN GS
APRIL
21 , L92~
AGENTS ABROAD FOR THB I!IALB 011'
~bt ~nginut
443
THE ENGINEER
Contents.
THE £NOINEER, April 2ht , 1922.
I' AGK
CHINJ::!:> E };NOISEERINO NOTE · . . . .
. . 431
THE ClER\lA N HI.' BMARIN& D l'ILUISG l'ROORAllME, 10 14- 19 18.
B UENOS A I RE S.- :M.lTOULL's BooK SToRE, 576, Cangallo.
CHINA. -KELLY AND WAT..Sil, Limited, Shanghai and H on g
( lllu.,.)
.. .. .. ..
•
K ong.
EGYPT. -CAI.Ro ExrnEss AOENOY, near Sheph eard's R ote I Till: INTERNATIONAL llAIL\\ AY AS 0('1ATION. No. IV_
Cairo.
NEW T YI'E OF CON C"RETt; 'fRl'SS DRWOE. (lllu~.)
..
F H ANCE. - BOYVEAU A.o.~D CuEviLLET, Rue de Ia Banque, Paris. A SEVEN·IIAY J Ol"JiSAL
..
..
CHAPELOT AND CIE., 136, Bid. St. Germain, Paris.
B ELGIUM .- W . H . S:uiTn AND SoN, 78/ 80, R ue du March6-aux· BATTERY LOCOMOTIVES.FOR l iS Ill STRIAL SH l' NTI NO Y ARI>!i. (I IIttS )
ltEGl' LARISINO TilE ftiiiNf: ..
.. ..
..
Herbes, Bruxellea, and 44, Rue Joseph II., Ostend.
..
..
1 1 D I A .- A. I . COMBRJDOE AND Co., B omba y ; T RACKER AND lt AIJ, WAY MATTERS
Co., Limi~cd, Bombay ; TH ACKER, SPIN.tt AND Co., NOTI!S Al!11) i\fe~IORAISUA ..
. . ..
Calcutta.
MHiCJo!LLAISIM. .
.. ..
lTALY.- M AOLIO NI AND STRJNI, 307, Corso, Rome; FRATELLI LKA UIN(l ARTICI.KllTREVES, Co rso U mbart.o 1, 174, Rome ; FRATELLI
Industry nud Economi<"s
..
••
B oooA, R omo ; ULmco HOEPLI, 1\lilan.
Pn<"iflc T y pe Locom ot i w~
. ••
..
JAPAN. - MAllUZEN Co., T okyo and Y okohama.
AFRICA. -WM. DAWSON AND SoNs, Limited, 7, See.·street 0D IT UAI\Yl ~oji lllhilwro
..
..
.. . .
(B ox 49 ), Capetown.
..
C. J uTA AND Co., J ohannesburg, East London, and l NSTIT l'TION OJo' N ,\ VAJ, AII<'IIIT~:l'T:i. No. Ill . ..
Gmhamstown.
J,OCO ~tOTin: J•:<'OISO&I\'. (II Ill!..)
••
..
AUSTRALIA.-GonooN AND CoTc11, L imited, Melbourne, COTTON R t:~ t:Ait('ll
..
Sydney, Brisbane, and P erth, &c.
Dlt; st:L MA<'fiiNJolRY von SIN OU:·S("Rt: w ,\ I OTOR SHit'S. (llht ~ )
MELVILLE AND Mut.LEN, Melbourne.
CATALOO\" ES . . . .
.•
ATKINSON AND Co. , Gresham·street, Adelajde.
CANADA.-D AWSON, WM., AND SoNs, Limited, 87, Queefl· Hl'li i' Ll'S :Jo:J, t:CTRICAL l'.:NERO \" t"OR :-.n:.\~1 PROUt"CTI ON. (lllu~. )
VERTI CAl. LOO BAN U i\fii,L ANU CA RRIA Ot: . . . .
..
street East, T oronto.
CORDON AND GOTOH, Limitnd, 132, Be.y·s treet, Toronto. l'RO\'I NC"IAI. LETTF.RSMONTREAL NEws Co., 386· 388, St. James·street, Montreal.
J\Iidlnncl~ ond Stn fford~hlrc
.• ..
..
Lou
cn~h
irc
..
.
.
.
.
ToRONTO NEws Co., 42, Yonge·street, T oronto.
Sheffield
.
. ..
CE YLON.- WIJAYARTNA AND Co., Colombo.
..
North or t::n~:lund
.
JAMAICA.- EDUCATIONAL S UPPLY Co., K ingston.
Scotla nd
..
.
•.
NEW ZEALAND.-OoROON AND COTOR, Limitetf, Wellington
Wale>. llncl Adjoiniul( L'<HIItltc'
..
and Christchurch ; UrTON AND Co., Auckland ; J. INSTITl"TION Of' ) l t;('IIANIC"AI, ENO ISEBR:i
..
WILSON CnAio AND Co., Napier.
STRAITS SETTLEMENT S. -K E LLY AND w Al.S B , Li mited, PER ON AI, ANU Dl "INKSS ANNO ("N(' EliENT ...
Cl' RRENT PRICES FOR METALS AND .F l"KL
..
Sin~ pore.
UNI TED STATES OF AMERICA.- INTERNATIONAL NEWS .i<' R~NCH ENGINEERING NOTES . .
..
Co., 83 and 85, Duane·street, New York ; S UliSCRil'· DRITI H PATENT PEClfiiCATIONS. (lllus.) ..
.. .
noN NEws Co., Chicago.
~"ORTH COMINO ENGAGEMKNT$
..
..
..
..
0
•
•
. .
•
.
.
Agents Abroad for Advertisements.
U N!'l'ED S1'A'l'..I!:S OF Al\IERI CA . -B.&ITIS H AND CoLONIAL
PREss, Inc., 736, The Knickerbocker B uilding, 152,
W est 42nd-st.reet, New York City.
FRANCE.- AOENCE Vox, 7, Rue de Sur~ne, Paris (VII!e).
BELGIU M.- W. H . SmTH AND SoN, 78/ 80, Rue du March6-aux·
H erbes, Bruxollca, nnd 44, Rue Joseph II., Ostend.
43 I
434
430
137
4 ;3,
44()
HI
441
441
H3
4H
H-1
4 I :;
446
447
448
440
450
4;)0
..,
...1&2
"4;; l
.j :; l
453
4 ;;.j
I :l3
•I ::>3
4S4
.
'- -
~ ;).)
4:.5
4 so
THE ENGINEER.
APRIL 21, 1922.
•
Industry and Economics.
SOUTH AMERICAN BRANCH Oli'FICB 011'
E v~-: ' whrn
W ei r '~; leaning
it i~; surely a
a ll a llowance is made for Lord
towanls the econom ics of industry,
~bt C!nginttr.
·ign of the time · that an eminent
engineer should take for the subject of a com526, Bot.. de Comercio. a-oe Air..
memorative lecture on J ames Watt ·· ome
A pect of Indust ry a nd Economic ." T here i ·
no lack of technica l a nd ~cien tific matters on which
SUBSCRIPTIONS.
THE E NGllil!lER can be hall, by order, from any newsagent in town or it i · W ('IJ to clea r our minds by a n annual summary,
country at the v:~rious railway station~ ; or it can, if pre(erred, be and there are f('w , if a ny , which are not made
suppliea1 direct from this office.
plainer by a certa in amoun t of historical backH alf-yeMly (Including index number) . . £l 12s. 6d.
Yearly (including two index number:>) .. £3 5s. Od.
On ome of t hose subject. Lor·d Wei r
II credit occur, an extra charge of two shillings and sLxpence per annum ground .
will be made.
is competent to speak from his own direct exForeign Subaoriptions will be received at t he rates gi ven below. Foreign perience, a nd otners he could handle t hrough his
subscribers paying In advance a.t these rates will receive THE
ENGI!n:ER weekly and post free. Subscriptions sent by Post Office unexcelled opportunities for acquiring informat.ion
Order must be made payable to '! 811 ENGINEER and accompanied
from sources-in -chief. What subject, for example,
by letter of advice to the Publisher.
cm1kl be more a ppropria te to a J arne Watt
TlllN l'AI't:R (.;OI'IES.
'l'IIIOK PAPER COPIES.
Half-yearly
. . £I 1 t11. 6<1.
Half-yearly. . . . £ l Us. 9d.
lecture tha n condon ation ~ Lord Weir could have
Yearly . . . . . . £3 3s. Ocl.
Yearly
. . . . £3 7s. 6d.
('rhe difference to cover extra postage.) presented u
with a n admirable re.'l1t'me of th e
Canadian Snbaoriptions progre since t he day of Watt"· great invention,
Thin paper edition . . . . £2 18s. 6<1. per nnuum.
Thick pa per cditiou . . . . £3 3s. OU.
..
and could hav(' exhibited clearly the small progres ·
that ha bC'en made in a hundred year. and more.
ADVERTISEMEJfiTS.
Ruch a lecture is rt>quired, for with the coming
• • • 'Ehe charge for Situat ions O~n and Wanted Advertisement s of of the team t urbine tho importa nce of condensafour lines and under Is four shillings, and one shilling per line for
increa ed greatly, and to.day there is
eacb additionAl llne up to one incb. When an advertisement tion ha
measures an lncb o r more the charge is twelve shillings per inch.
T be rates for aU other classes of advertisements, other tbnn tbose no single subj t>ct that has more influence on power·
mentioned above, are included In " Ta'B ENGL~EER Directory," bouse development than the supply of cooling
whlcb is sent post free on a pplication. .All single advertisements
The inventor who can tell us how to
from tbe country must be accompanied by a remittance in payment. water.
Alternate advertisements will be inserted with all practical regularity,
but regularity cannot be guaranteed in any such case. All except maintain a high vacuum with half the pre ent
weekly advertisements are taken subject to tbis condition.
amount of circulat ing water will confer on the
Small Ad•ertiaements cannot be inaerted unleas delivered before TWO world a benefit not so very much le s t ha n that
o' clock on Thursday aftern oon (the day before pnblication). conferred by Watt'· primary invention of t he
ALTERATIONS to STANDING ADVERTISEMENTS most arrive
sepa.rate condenser. TheRe things are well known
not later tban THURSDAY of tbe week preceding publication.
to Lord \¥ eir. H e avpreciates as fully as any one
Letters relating to ..tl.dvertiselllllll8 ancl II~ Publishing Departmml of the
the need for technological developments, and
Paper are to be addresucl to the MatUIQer, ctll other l~tters to be addrused
yet he devoted hi ~ lecture at Greenock on :March
•
to IM Editor of Tu E F.NOIN£ER.
24th to ind ustria l and economic problems. That
is a striking fact which , as we have had to point
Postal Address, 33, Norfolk-street, Strand, W.C. 2.
out before, bows us the path on which our feet
Teleg. Address, " Engineer Newspaper, Eatrand, London."
Telephone Nos. 2256, 2257 Central.
are placed . Our t>ngineer bould be spending t heir
li ve in the pur ·uit of that science for which their
profe sion and training fits them. They ~ ho ukl be
PUBLISHER'S NOTICES.
seeking technical improvements in methods of
•. • If a11v Subscriber abroad 1hould receice THE E)IGh'iEER in an production and in th e efficiency of the machines
imperfect or mutilated condiliQ11, M will oblige bv gioinu prompt
i11/ormation of the fact to the Publuller, with lM name of IM ..t1ge11t produced . But . uch is the rondition of work hop
through u:ho11~ lM paper is ob14it~d. Such incotlunie~ _if suffered, affairs and so involved a nd engr o ing are the care
cm1 be re~Mdied bv obtaining 1M paper direct from thi8 o~c.
a nd anxietie of bu.'inc that everal hours of
each day have to be devoted by the chiefs to quesTO CORRESPONDENTS.
tion which have little or nothing to do with tech•. • ..t1ll ltlUt-1 inlmdtd for imertion in TErE ENGINEER or comaininq nica l engineering, whilst the technical work has to
queBtiQ111 1hould be accompanied bv the 11ame and addrus of the toriUt-, be ent ru ted to subordinates or to the chance pro11ot <MCUiarUv for publication, bttt tu a proof of qood failh. No notiu
whate~er can be taken of anonvmou8 communication~.
gre ·s that may be made by casual inventor . The
•. • rYe cannot undertake to return drawing• or manu.seripts; ~ mutt cond ition is not a healthy one. Workshop econotherefore reQt~lt correnxmdenU to keep ctrpi.JB.
mics has becom e an obses ion with many engineers,
By arrangement with Reuter's Engineering SP.rvice &l]t a nd is interfering grirvously with the rate of techlaqiaur contain.s the late.st news from all pari$ of the nical development.
world which i8 l-ike'ty to be of imerut to engi~ers.
This general criticism apart, we find much in
1
Lord Weir's lecture-which is now available in
printed form- to interest us. \Vith t he _ l~cture r :s
line of thouCYht engineers a re already familiar. .H ts
fum was on~ of t he fir t to adopt, in this country ,
t he premium system of paying wages, and he has
always in ·istecl firmly on the neces ity for good
wages with a low labour cost per piece. But if,
after a ll , t he product is too expensive for the
market, t hen, he insists, we mu t content ourselves
with a lower standard of life in order till further
t o reduce the price. ' · Our potential customers,"
he said , ' 'arc infinitely poorer than ourselves ;
many of t hem are prorlucing on a very much lower
sta ndard of Jiving than ourselves ; certa.i nly many
of our competitors are making heavy sacrifice~'!
to obtain markets for their goods. T here, therefore,
appears to be need for a much more genera l a ppreciation of t he fact that there can be li ttle confidence
or enterprise, little real faith in values, until "<',
the ruo ·t stable nation of all, ind icate hy our
domestic policy that we recognise it is not possible
for us to ex i ~t on an economic plane high above
t hat of both our cu tomers a nd competitors .'"
There we have the factor which ooncr or later
..,ettle · rem uneration of all kinds. be t hey wages
or salaries. \Ve, a. a nat ion, are trying to li ve as
if we were vcr.v much richer than purcha ing a nd
to rnpcti ng nations. I t i · impos!'iblc ; for , on the
one ha nd , th e purchasing nations are too poor to
pay our pre ent price , and, on t he other, t he competing nations- America m ust he excluded as
cxceptional- heing content to exist on a lower
('Conomic plane, can undersell us. The Government,
by low degree ·, is being hrought to. ee this elementary fact, t he employers see it by compulsion t hrough
tho falling of di vidends, t he workpeople mu ·t Reo
it too. Work a nd low wages are better, at least ,
t.han no work and no wages. They arc trying to
li ve on too high ~\11 economic planr. They want
short hour · and hig h wages, and only by the pinch
of ncce ' ·ity arc they beginning to sec that t he
doctrinaire: who have brought them by that road
to the Ycrgc of ·tarvation a re blind leader · of the
blind . Here is a ·triki ng e~timate made by Lord
Weir. ·· T here are approximately seven million · of
trade' union worker ~ in this country. 'ince HHH
their hours of labour have been reduced by approx imately 14 per cent . In 1920 they were all employed .
Jet u ' say, at an average wage of 60~. pC?r week
for forty-C?ight weeks. Tf they bad worked t heir
old hour · for the same wages the aving of cost of
production on wag('s alon(' would have bC"'e n about
l50 millions per annum . Taking all workers into
accoun t, and ma king allowances fo r reduct>d
oncost charg<'s and the cost of two men in placr
of one in certa.in industries, the sa ving in cost. of
British production in 1920 would have been on.•r
uch a contribution towards red uc200 millions.
tion in cost and towards t he reviva l of trade and
employment is . t ill open and available. Thr
Gedd e ('ommittee suggest a . aving of 6] millions,
to be sec ured by many debatahlc and contentious
means. A revcr~io n to our former hours in ind ustry could be achieved by an appreciation of it.iruportancc a nd ncce · ·ity hy those mo~ t
directly
COJlCCrned- t he worker them elves- and
•
they could do it at twenty.four hour ·' notic<'.' '
There i , of cour <', a nother alternative. It is
the fulfilm ent by lahour of it promi e to give in
the short day a much a wa given in the longer.
We do not say that t he augmentation of output
by twelve per CE'nt. or so would ave t he situation,
but it would go . ome way to·w ards it, and it wou ld
a,t lea ·t delay the furth er fall of wage, which is
inc,ritable in present circumstance ' . The bedrock
of Bri ti h industry is foreign trade. We canuot
continue to exist rus a great nation without it, a nd
nothing wi ll give us forrign trad<'- no I mperia l
agreement or Genoa Conference or tariff reformif we cannot produce at a price at which purchasing
nations can a nd wi ll buy.
Budget day iR a pproaching, and e,·ery mam· facturer a nd mrrcha nt is wondering if the ('ha l:cellor of the Exchequer can decrea c the burd<.'n
of taxa tion. I t cannot be too often ..aid , particula rly to working men , that unle there i a ·urplu ·
profit on trading, progrc ~ i ~ impos ible. The
company that ucceed - in making no more than a
. mall dh idend rannot develop, it cannot introd uce
labour-aiding device , it cannot adopt workshop
improvements that ma ke for the greater comfort
of t he workpeople, it cannot increa e it accommodation a nd give more employment. I t is only when
a hu ines earns more t han it requires for it immediate needs that it acquiees the ability to extend .
H ad " exce ·s profits " rema ined in indu try, factories would have developed a nd doles for unemployment might never havo been needed. High
taxation a nd high wage~ per piece arc bleeding
1
1
THE ENG I NEER
444
our industric to death ; unle
both can be
reduced , the iruprovt>rnent in trade which always
seem in ight and always elude · u wiJl again lip
through o ur finger·.
P acific T y p e
Locom otives.
APRIL
21 , 1922
t he cylinder tractive effort will be 7030 lb., 450 lb. in it until he retired at tho ond of 1906. Among tho
and 11 ,250 lb ., and if the maximum tractive effort numerous wor ks for tho de ign of which ho wa
a r c 1 ,000 lb., 24,000 lb . and 29,000 lb ., the per- respon~ ible during that period wero tho drainage
cen tage of the maximum t ractive effort avaiJablt> ystem of the thon foreign settlomont at Yokohama;
I{eelung harbour work~, Formo!'la ; improvement of
at the cylinders will be 39, 35 nnd 39 per cent. t.he rivers Chikugo, T one, and 'h inano ; harbour
The ('ight-wheeled and the " Pacific " type show wot'ks at Moji , \Ytlkamat-u. and 1\Iiike; engito t.he be t advantage, a would be expected, for neering work for the e~ tabli hments of the Governthe rea on that the relation hip between t he weight ment naval stations at Kure, Sa ebo, and 1\Iaidzuru;
on the coupled axle and the m;1.xirnum tractive a nd civil engineering wol'l< in general for the naval
effort i about the arne in <>ach type. The expan ion work from 1 95 to l 906. H CI was also
" Atlantic " type ha. the arne maxim um tractive engaged at the Yokohama harbour worl<s a, chief
effort a tho eigh t-wheeled type, b u t a cylinder engineer after the death of tho late l\Iajor-C:onoral
power equa l to th at of the ix-coupled ten-wh eeler Palmor in F ebruary, I 93, till 1 96. It was in accordi obt ai nable, o t hat here t.he cylinder tractive ance with his scheme and tmder his a ctual supervi ion
that t.ho Japane e na nl authot'itics uccceded in
force at 60 miles per hour i
450, and the p er - rai ing the six unkon Ru -sian wat hip , R etvizan
centage of the maximum available at 60 mile ( 12,700 tons}, P oltava (11 ,000 tons}, P opioda ( 12,6 0
per ho ur i. 47 per cent. Like the " Pacific," t h e tons). P eresviet (12,674 tons). Pallada (6700 tons),
'' Atlantic 11 provide for exten ive grate area, o and Bayan (7 00 tons) in Port Arthm after the
that the boiler pov1·er i only limited by the ize R u so-Ja pane e War in 1904 to 1905. Aft er ho had
of the cylindex . which mu t. be o propor tioned retired from the Government ervi ce at tho end of
that the t.ractive effort available at high speed 1906 ho became chief engineer to the U ji River
Hydro-electric P ower Company, Limi ted . and de~ igned
can be obtained at a rea o nably hort cut off.
L et us turn now to Mr. Gre ley'~ '· Pacific." and carried out a hydro-electric plant of 50,000 horsepower, making use of water ft·om tho Lnke Bi wa.
Our attention i at o nce a r re ted by t he de ign of
Among the appointments ancl positions which Dr.
t he fire- box, wh ich i of a form entirely new in thi I:.:higuro held during and ubsoqucnt to his period
country. By extending the box forwa rd into the of Govemment ervico wcro thoso of chief engineer oE
barrel. a. verv atisfactorv increa e in volume ha civil engineering works and also the Tnspector -Genera l
been ob tained, and at t he ·arne time t he length of of Works Department of t he I mptwial .Japanese Navy
the tube ha been kept within rea onable limit ·. from 1 6 to 1 90, and again from 1 9 to 1906 :
Calcu lating on the in ide diameter of t he latter , lecturer upon sanitar~· engineering at t.he I mperial
the length between the tube ~ hE>et is 114 d iameter , University, Tokio, from January, 1 5. to June. 1 6 :
agreeing a lmo t exactly with the " P ennsylvania " adviser to the Imperial J a panese teel works ; memcla
K .4 .. . P acific . Dividing the fire-box ber of Committee of the T okio City I mprovement :
of the Imperia l Japanese. 'oismologica l ,'ocioty; a nd
heat ing urface by the grate area give a fac tor of the Japane e Government Railway Con truction.
of !5 . 2 com pared with 4. 6 and 4 .4 for Mr. I v-a.tt' H e was a member of tho House of P eers, having been
" Atlantics " and t he " P enn y lvnnia " Pac ific appoi nted thereto by the Emperor in December.
re.. pec tively. With augmented grate areas it 1907 ; he had also held an honorary posi tion. the
become increa ingly diffic ult to obtain relatively I mperial Court Attendance, called ·• K inkeinomalarger fire-box volume ; thi being o, we con- ' hiko." since July. 190 . H e wru membor of the
gratulate Mr. Or e ley on t h e re ult achieved in Institution of Civil Engineers (London ), membex· of
t h i re pect with t he Great Northern engine. The the I mperial J apane e ~·eismol ogica l 'ocioty ( inca
grate area i 41.25 q uare f eet, and if 45 cylinder 1891 ), and member of the Engineering • ociety of
(Tokio). In 1 91 he obtai ned the degree of
hor e-power is obtained per quare foot of grate, Japan
K ogaku -hakushi- Doctor of Technical 'cioncc-nt
a nd we think the e ngine ho uld readily deYc-lop Tokio Universit.y .
that fig ure, t he hor e-power will be 1 50- Mr.
Gre-Iey's 0wn e timate i
1800.5 !- mean ing
l hor ~e- p ower for each 1 . 57 ' quare feet of eva.poraBOOKS RECEIVED.
t ive heating urface . The total weight of the
The A irplanc Engine. By L. . l\Jarl;;s. London :
e ngine and tender is 14 . 75 tons, a.nd t he weig ht,
P~tbl ish ing Company. Limited, 6 and 8,
therefor e, 1 0 lb . per h orse-power , which is un- i\IcC:raw.Hill
Rouv('rie-streot , E. C. <J.. Prico 30s. net.
doubtedly a very good figure when \ve con sider
M etallurgy of ?.inc and C'admium. By H . 0 . Hofman .
t.hat the tender we ighs 56 ton . Ca lc ula ting on the London : McGraw.Hill Publish ing Company, Limited,
engine W<>ight a lon e, the weig ht per hor se-pow€'r 6 Rnd , Bouvorie-st.rcot., E. C. 4. Prico 20.1. net.
is on ly 111 .7 lb . In general , we may ay t.hat the
0 ies.qcrei - Hand book H rrau11gegebrn uon V ere in Dcttf.~chc r
a me r efinem ent in d e ign a nd con truction which Eisnt(liMsrrcifn 0 i{!88ereivcrband in Dii.~.~cldorj. Mi'mchen :
characteri ed Mr. Gre ley' t hree-cylinde rfa tgoods R. Olch,nhonrg, 8 C:Jiiok.<~trasse . P rico M. :JOO.
Mmwfactnrc of Portland C'cment . R y A. C. Duvh'.
eng ines, which we noticed at. som e length in our
issue of D ecember 31 ·t , 1920. and on other occa- Third <'rlition revi <~od anrl <'n ltu·gcd. Dublin : John
FRkonnr, ,J:l, llppor a<·kville·At.rN.'t. P ric!.' 2.3<~. n t>t .
ion~ , are present in t he construc tion of th e new
Sharing Profit-'! with Entploycrs.
B y .T. t\ . Bowir .
locomotive. , and we have no hesitation in saying Lonrlc:>n
: Sir I saAC P itman unci , on<:, Limited. :J9 - ~ I,
t.hat, given uitably heavy train -, th ese .. P acific 11 Pur kcr.~ t.reot, K ing~wu y. W.('. 2. Pric<' lOJ. 6d. ne-t .
type locomotive h ou ld prove a valuable ad dition
Th e Locomotive Engincer,q' P ocket R ook ancl Diary. J922.
to the locomotive tock of th e Great Northern. London: Tho Locomotive P ubli11hing Company, Limited,
In de ign, like their · i te r , t hey t a nd well t o t.he :3. Amcn.corner, Pnt<'rnostcr-row. E.C'. 4 . Price :l ~ . 6d.
ll('t.
forefront of modern locomotive cons t ruc tio n .
The Elemen/.9 of Fractional Distillation. B~· Clark • hovo
Rohinson. London: McGraw-Hill Publi <~hing Compa ny.
Limited . 6 and , Bouvorio .strcet, E.C. 4. l'>riro 12s. Gel.
net.
THE new Great Nort"bern .. Pacific "ty pe ex pre '
locomotives which we illu ·t.rated in o ur la t i ~sue
may afely b<> aid to touch t he high -water roark
of pa scnger rngi ne power on British railway ·,
and if they do not actually reach the limit in ize
that is pos ible in thi country, they a r c ure ly
very c lo e to it. Mr. W . W or dell built for the
North-Ea tern the fir t six-coupled bogie e ngines
for pa engrr crvice, one of which , it.. will be
remembered, wa
hown at the Pari Exhibition
of 1900. From that time up to the pre ent, ixcoupled ten-wheelers h ave gradually become a lmos t
standard for our heavy expre
crvice , a one
railway after another ha adopted thi, particular
loromotive type. Ju t as .Mr. Churehward led
the way in building high -powered ten-wheeler ,
so he was t he fir::;t to build for any Brit i h line an
engine of t he '· Pacific " type , hi locomotive
named the Great B ear ml\king its debut on the
Great W e t<:'rn in 190 . From tha t date up to
the advent of l\fr. G re ley' e ngine , no othe r
·· Pacifies., hl\d madr th eir appeara nce.
Mr.
Churchwnrd evident ly fou nd that hi ten-wheeled
engines were fully equal to the need of hi ~ railway,
a nd th e work t ho e rnginr have done i<~ cer tainly
of t he highe~ t ordrr.
peaking on one occa~ i o n at t.h e In titution of
Mechanical Eng ineers on his" ten-wheeler· ," Mr.
Churchwa rd aid they cou ld pull two ton on the
draw-bar nt eventy mile per h our , and t.bat it
took a good e ngine to do that. With that ~ tateroent
every locomotive engineer will agree. But, whiJ t
we r ecognise the excelle nce of the work done by
the variou design of ix-couplecl bogie engine
built in modern time·-. uch a th e North-We. tern
•· Claugh ton , ., i\1fr . Uric's outh-W estern e ngine ,
and the Brighto n " Ralt.ics," to mention a few of
them- we m u t confes to orne doubt if t hey
are t he last word for hig h-speed . etTice under
modern condition . For lower peed on ~teep
gradien ts, t he hig her trartivc effort made pos ible
by more ad hesive weight obtained by three coupled
axle. i , of cou t· e, a great a d vantage, but at hig h
speed t he tractive power ava ilable i- set by the
limit impo ed by the boiler capacity. a nd a. the
power of the boi ler i:; proportional to the ability
of the fire-box to burn the fuel fired , it will r eadily
be appreciated t hat the u efulne
of the tenwh eeled e xpre !'i e ngine is rather harply defined
thro ugh limit ' ct by its nercs arily re tric tcd firebox volume a nd g rate area. W e might go so fa.r
as to say tha t at high ~ peeds no work i done
thro ugh the third pair of coupled wheel!':, tho e
under th e fire- box. a nd thei r place could then be
better taken hy a small pair of carrying wheel ,
whic h would permit the Ul$e of a la rger fire-box.
It is h ardly po siblc to OYer -c. timatc tlte value of
fire-box volum e. 'T'he atta inment of great po"er
at h igh speed i a matter of team produc tion ,
whic h i gover ned by the fire- box a nd grate .
That being so, if we mu t have ~ix-coupl ed engines
for h igh- peed service , then t h e " Paci fi c " type
Obituary.
is the one to be adopted, since it pcrm i ~ the emp loyment of an a.mple fire-box . The principal
r~o.n rsHI G rRo.
cha r acteri ·tic of ten-wheeled . ix -coupled locoNews has t·eached us of tho death in .Januat·y
motive is the weight available for ad hesion , wh ich
•
can he fifty per cen t . in exce of t hat o btainable la t of tho famous Japanese engineer, Dr. I soji
with either t he e ight-wheeled or '' Atlantic" I higuro. Dr. I shiguro was born a t K ana.zawa, Kaga,
J apan. on June l Oth. 1 55. H o was educated at the
type . Adhe io n weight make tractive effort Tokio University, graduating in July, 1878, with the
po ihle, but heating urface create it, a nd the degree of " R igak u·shi" (Mas ter of cience). For
difficulty with six-coupled t en-wheeler i the one yoar thet·eafter he was engineer to the Yokohama
attainment of uffic ient boiler power to ma.J<e prefecture. during which time he made a detailed
available at high . peed a atHactory percentage nrvey for t ho Yokohama watenvork , and then came
of t he pos,iblc tractive power. NormaUy , the to England to ser ve a ~ a pupi l for three years with the
grate surface ~ for eigh t-wheeled a nd ten-wheeled late M1·. Edward Ea ton, t o whom he ub equently
engines are about 25 a nd 30 square feet re ~ pec­ acted as a ~i s tant engineet·. 'Vhile with :\lr. Ea ton
he was engaged upon the H erts a nd E ssex watert.ively , which mean - other thing~ being equalworks ex tension, }rays waterworks, Faversham wing
t'!nt the ' teaming power of the ten-wheeler i briclge. Deal waterworks. an experimental electric
20 per ct>nt. . t h e greater . The .. Pac ific " ha lighting p lant a t Stafford H ouse (Dulte of 'uthert he !'lame weight on th e coupled axles as the ten- land's) with Gramme machine in 1 2, &c.; and wa
wheeled type, but the grate may b<" made of a ny responsi ble for the de~ign of the gasholder at E ast
size coml)atiblr wit.h the creneral overall dimen - C:rins t('ad. a bridgo over the river Naver. a bridge
sions obtainable. a dic tated by the loading gauge over t.ho Halladale, 'a heldue bridge, t.ho pumping
and a llowa ble weight . If the grate is, Aay, 40 e tablishment. at Khatatbeh in Egypt , irrigation work
sq uare feet, t he n th e teaming power of the boiler in Behera District. and an iron roof for the circular
will be 33 per cent. grcn.ter than for the t en-whe{'ler tank at Alexandria waterworks. H e wa also engineer
to a manufactory of " l nsulite," and acted as inspecand 60 per cent. greater t han that of e ight-wheeled tor for pump and irrigation plants m ade at the
locomotive . A uming t hat the three locomotive Eri t.h I ronworks- thon Me rs. E aston and Anderson
types 4 4 0 , 4-6- 0 and 4-6- 2- m ent.ioned have - being sent out t'o Egyp t, on behalf of 1\ll r. Ed.
grate area. of 25, 30 and 40 qua re feet re pec tive ly Easton.
a nd that each d evelop 45 cylinder h or c-power
On his return to Japan in 1885 Dr. I shiguro entered
per squa r e foot of gra.t e at 60 miles p er h our , t hen the service of the Japanese Government and remained
1
1
CoPt K eepin(J and J\llanagrm cnt. By H . F .
Cill(lttc and R. T . Dsno. London: MrC:ro,w.HJil Pub Con.~trucl ioJl
lishing Company. Limited. 6 nnd , Boun~rio.street. E. C.
Pric<' 2.'>s. not.
Re.~earrh
4.
in I ndustry : The B(IJ>is of Economic Proare.~N.
By A. P.M . F lemi.11g, C. B.E .. and J .
<.:. Prar<·c. London :
Sir l Paac: Pitman nnrl ons, Limited. Pnrkor-:;ot.r<'ct, \iV.C'. 2.
Pr icc I 0 ~. 6cl. n ot.
Protecti ue Rclctys : Their Th eory. l)l'.~ign an<l Practical
Operation. By \ -ictor H . Todd. London: l\lc(~t·aw . Hill
Publi!'!hing Company, Limi ted,
E.C'. 4 . Price l 2::~. fSd net.
(i
nnd
, Bouv€\ric -st.rcot,
" Th f' P ract ical Eng ineer" J'l echan ical P ocl·ct B ook a11d
London : Tho Tec·hnicn l Pu bliqhing Com·
pany, Limited. I , Cough·sqnure, Fleet-st reet. E.C'. 4 .
Priccs 2a. net nnd 2l'J. 6cl. net.
lii echanicnl Tc~ting: A Trrctti.¥r in Two Volttm r,Y. By
R. G. Batson and .J. H . Hyd<'. rot. I . : Tr.~tiug of
Materials of Co1Mtnu:tion. Lonclon : C'hnpmnn and Hull.
Limited, 11, Henriotta.strrot, C'ovont <iMdon. W.C. 2.
P•·i<·c 21 . net.
H andbook for lronfottndl'r.~. P \thlished for t.hC' Frodttit·
Iron and Steel Company. Lirnit<'d. London: Th«' Loc·omotivc Puhli!lhine; Company, Limited, :3. Amcn·c>Ornl'r,
Paterno'lt<>r-row, E. C. J. llri<·<' :3<:. 6d . nPt.
Diary. I 922.
A 11
/nt rod1trl ion to I he • I udy of 111 rtalloara pity
(AIId
By Leon (: tlillct And Alh<'rt Portevin.
Translnted by Leonnrcl 'J'avornor. \Yi th n,n introduct.ion
by H . C. H . Corptmter, F .R.,. London: (!. Roll and
Sons, J.imitcd, York House. Portugal -!'l t.rN~t. , W.C. 2.
P rice :30s. not.
M rrcrography.
B oard of Education. Catalogue of th e Collections in the
Science J\!uscwn, outh K ensington. rrith dc.scriptive amd
H istor~al N ole~ and I llu,strationx : A eronautics. London :
His Majesty's · tationery Officc. J mp<'rial House. Kings·
way, W.C. 2. Prire 1s. 6d. net.
•
APRIL
TH E
2 1, 1922
Institution of Naval Architects.
No. III. •
THE paper b y Mr. T . c. Tobin on " A Method of
D etermining the Natural Period of Vibration of
Ships," of which a.n abstract appears b elow, and
which was taken in the afternoon of Thw·sday, the
6th inst., elicited a. short but informative discussion
.
THE VIDRATJON OF SHIPS.
H aving pointed out the defects of the ordinary
formuln for determining the fundamental periodicities
of the vibration of a. ship, the author described a. n ew
method of calculation which was ·based on the theory
o f vibrating bars as d eveloped b y the late Lord
Rayleigh. This m ethod took account of the fact that
the distribution of the weight of the vessellength,vise
is such as to prohibit t.he structure being regarded as
a uniform bar. The calculation is based on the weight
distribution curve for the ship and on certain auxiliary
curves which vary with the number of nodes in the
vibration. Applied to t.he case of an oil tanker, t he
calculations indicated a two-node v ibration frequency of 75.4 p er minute as compared with 76 foun d
by actual investigation. For a large passenger liner
a Schlick pallograph indicated two distinct periods
of vibration having frequencies of 58. 8 and 150 per
minute. The calculated two-node vibration frequen cy for this v<:-ssel was 59.4 and t he t.hree-node
vibration frequency 148.7 p er minute. In the calculations for both these vessels Young's modulus was
taken at l 2,500 inch-ton units .
1\'Ir. Nicholls congratulated the author on having
evolved an ingenious method of determining th e
natural period of vertical vibration of ships based
on the assumption that the curve of amplitude of
vibration and the position of the nodes were the same
in a ship as in a uniform bar. H e (the speaker) s uggested, however, that that might not be a correct
assumption except in cases of small variations of
mass and flexional rigidity.
Mr. Bailey, who has been work ing on simi lar lines,
said Mr. T obin had assumed that the neutral axis
of a ship when undergoing flexural vib rations was th e
same as that of a. uniform rod of the same length.
This enabled him to calculate the poten t ial and
kinetic energies, and by equating them to obtain the
frequency. In the case of a warsh ip , however, a
correction of some order of magnitude would be
required. Th ere were further sources ef error in the
case of warships. Mr. Nicholls was at presen t experi menting with a. dyn amic model of a ship, and he
understood that experiments would also be made in
an actual ship. T he data thus obtained should be
sufficient to establish a method of calculating periods
of vibration. Mr. Tobi~ had given them the b asis
of such a method.
The paper on the agenda for the evening session
o n April 6th was that by Mr. James Richardson, on
" D iesel Machinery for Single-screw Motor Ships."
We print a full abstract of it on another page.
Opening t h e discussion, Enginee1·-Admira.l
ir
George Goodwin said he believed it was p ossible to
use slow-running Diesel engines very much more
ea ily than was possible a few years ago, and that in
itself was evidence of the great care that had been
given in this country to the development of th e Diesel
engine. That fact struck him as being one of the
most important in the paper. D iesel engines had been
tried in the Navy for a certain group of vessels for
main engine work, and it was d ecided that, in th ose
ships, boilers should not be fitted. As, however, a
very thick oil had to be used, there was no way out of
it but to have boilers fitted. Directly they were
installed, very strong reasons were ad vanced for t h e
removal of the D iesel engines, and although that
course was resisted in t h e case of one ship, the
Admiralty was forced in the oth er vessels to revert
to the use of steam. One ship had electrically driven
auxiliaries, and what had struck him then was t h e
high cost of the electrical equipmen t. H e believed it
would always be found that electrical auxiliaries were
more expensive, but if they could be got at a reason able cost there was economy in their use. The possible
use of exhaust gases was also receiving considerable
attention, but that problem was a.n inheren tly difficult
one. The specific heat of the gases was very low, and
there was no latent heat to be got out of them.
T he best application seemed to be in connection with
evaporators. I t had been used in the German submarines and also in our own oil ships in the Navy
with a. fair amount of success, but the apparatus was
cumbersome and the efficiency rather low. The paper
seemed to la.bow' air injection, but a fair case could
be made out for solid injection as against air injection
to cure some of the eviL<> that had been mentioned.
Mr. D. B. Morison sairl the a uthor dealt indirectly
with a problem of vital interest to the mercantile
marine. Hi experience was that the techn ical aspect
had only a. passing interest for the shipowner; wh at
he asked for was that cargoes sh o uld be delivered
year in and year out according to program me and
with the least expenditure on fuel and laboUI·, and
witb as few delays as possible resulting from repairs,
breakdowns and overhauls. For freedom of d elays
arising from accidents, the reciprocating steam engine
vas unsurpassed, but the internal combustion engine
• Jl.o. II. appeared April 14th.
ENG I NE ER
•
had a. thermal efficiency far ahead of its steam competitor, and the pr oblem for the engineer was to
d evelop the oil en gine to a point where it would be as
reliable as the steam engine. R eliab ility of t h e
machinery equipment of ships was absolutely essential
to su ccess in ship-owning. A cargo ship, to be a commercia.l success, must be prop elled b y machinery
simple in design, strong in construction , economical
in fuel consumption, and, above all things, reliable
in working over long periods when in charge of engin eers of average a bility and average experien ce. The
data. in the paper with regard t o the single-screw ship
would be very h elpful to t he industry as a. whole.
T hat the solution of the marine Diesel p r oblem was
difficult was evidenced by the number of types and
th eir varian ts now under construction. Considerable
differences of opinion prevailed among the d esignei'S
of Diesel engines, and it would take a long time to
prove who was right and who was wrong. It would not
be p ossible to settle that problem and find the b est
engine without co-operation on broad lines, an d it
was with t hat object in view that his fum made an
offer to the Admiralty, the I nstitution of Mechanical
Engineers, and the I nstitution of Naval Architects to
place a. vessel with Diesel mach inery a.t t heir entire
disposal for t he purpose of testing. T he offer had
been accepted, and the results, whatever they might
be, would b e made public in the hope that they would
con tri bute to th e m ore rapid development of D iesel
marine engines genera lly. Moreover, similar offers
ha<l since been made by other builders of D iesel
engines, so t h at we might look forward to the dissemination of much valuable data. Every member of the
Institution would be glad t o know t hat the L ords of
the Admiralty had expressed their entire approval of
the scheme, and h ad appointed the Engineer-in-Chief
of the Navy to act on th eir behalf. In order to secure
maximum economy in fuel with a Diesel engine ship
i t was essential that all the p ower requi red in t h e
engine-room a nd on deck should be supplied by
Diesel engines. Therefore, all auxiliaries must b e
electrically driven in order to get the m ost economical
results. For short voyage ships, such as the P inzon,
electric driving was n o doubt a good solution, but
bearing in mind his own strong views as to the reliability of steam-driven au xiliaries, and also rem ember ing the fact that steam-driven auxiliaries seldom gave
any trouble, h e would prefer, speaking as an engine
builder , that meantime, with ocean-going vessels, the
steam auxiliaries sh ould be retained in the engineroom for stand-by purposes, and th us g ive the ship's
engin eer more t ime to devote to th e good working
·of the main engines at sea a nd to their adjustment in
port.
Mr. H . A. Ruck-Keene hoped t hat the appeal t hat
oth er firms would follow the example of Messrs.
Richardsons, ·westga rth a.nd Co., and offer Diesel
engine ships to the Committee, would be received and
acted upon in the right spirit. In the opening paragraph, t he a u t hor stated t hat single-screw m otor ships
of 2000 tons deadweight and over were exceptional,
but from Lloyd 's R egister h e found that there were
210 sea-going vessels fitted with Diesel engines, of
which 178 were of the four-stroke cycle t ype a nd 32
of t h e two-strok e cycle type. Of these 210 vessels,
48 were single-screw vessels, or 25 per cent., and of
these sin gle-screw v essels, 11 were 1000 to 2000 tons
gross, 5 were between 2000 and 3000 tons gross, and
12 were 3000 t ons and over. In th e early days th ere
were certain failures due to design in various parts
of the engines, but with the exp erience gained during
th e past eleven years, there had been improvements,
such as alterations to the design of the cylinder
covers, modifications of the design of the cooling
arran gements, &c., which had overcome these troubles.
F rom t h e figures he had given it would b e seen th at
far m ore Diesel engines of the four-strok e type had
been built th an of the t wo-stroke t ype, a nd as a conseq uence experience had been greater with the former
than with the latter. He was of opinion that cer tain
four-stroke Diesel engines were as relia ble as steam
engines a.t sea, and he saw no reason why t he twostroke engine should n ot be equally reliable. He a lso
t h ought the time had arrived when one might expect
single-screw engines to be built in powers up to
3000 indicated h orse-power. The author had ment ioned three ways in which compressed a ir migh t b e
lost, but there was another, and t hat was the human
element in the person of the engineer in ch arge. It
was easy to k eep the en gines too long on air b efore
turning on the liquid fuel. The rule in Lloyd's R egister
was tha t there sh ould be sufficient reserve of air to
make twelve consecutive ~ ta.rtings of the engines. It
had been suggested that there should be a more definite ruling t h an that, but in view of the varying types
of engine in use he doubted whether it was d esirable
at present to al ter the r u ling. The auxi liary machi nery was a very important part of a ship's eq uipment.
A large number of Diesel engine ships were fitted
with electrically driven a u xiliary machinery, dr iven
by Diesel en gines, and t hat was possibly the most
economical way. In later vessels it had been found
that steam was required for steaming out the tanks,
and that it was n ecessary to have steam boilers on
board . Therefore steam auxiliaries were used for the
most part . The use of exhaust gases was tried in two
vessels built b y Krupps for h eating a low-pressure
boiler emp loyed for h eating purposes in the ship,
but h e did not think it was a great success. Other
systems had been tried, and it was a. question of what
445
was the most economical a.nd efficient way of doing i t.
Mr. L e Mesurier said that for single-screw ships
h e did not think the two-stroke engine could be
ignored. T he principal charactei'istic of . the singlescrew D iesel engine, as distinct from engmes for the
twin-screw ship, was that it was necessary to run a.t a
lower number of revolutions, and on that account t h e
two-cycle engine was preferable. !le would li~e to
mak e a comparison b etween the engmes of the Pmzon
and an engine of exa~tly the same power of the twocycle type. According to the figures in the paper, the
Pinzon engine developed 1250 brake_ horse-~ower at
120 revolutions per minute, the. cylinder d1a_mete~·s
being 24iin. and the stroke 3~~m., there ~emg _siX
cylinders. The two-cycle engme he had m mmd
would have four cylinders instead of six, and the
dimensions would be less than those of the four-cycle
type. That was an imp~rta.nt fact.. The .two-cycle
engine ran at 100 revolut10ns per mmute •. 1nstead of
120, as in the four-cylinder type. The p1ston ~peed
of the four -cycle engine was 765ft. per mmute,
whereas that of the two-cycle engine was 615ft. per
min ute. As to the respective weights, a figur~ had not
been given in the paper for the four-cycle e~gme. The
two-cycle engine was about 165 ~ons, and 1t would b e
in teresting if the author would gtve the figure for the
folU'·cycle engine. Thus it would be seen that_ the
two-cycle type ran with 20 per cent. less revolut10ns,
with less piston speed, and it developed the same power
on four cylinders instead of six cylinders. The brake
mean effective pressure was the same in both cases,
a nd although it was commonly stated that the t~vo­
cycle engine should not run at the same, or as htgh,
mean pressw·e as the four-cycle engine, he personally
thought the op posite was tr ue. The heat s_tresses,
which had been one of the great arguments agamst the
t wo-strok e engine, were, in fact, not so severe in the
part which was usually affected by heat stresses, viz.,
the cylinder cover. The two-cycle design enabled that
cover to be made in a very simple form. The r ating
given by the author for the Pinzon engines must be the
overload rating. as in Table II. the revolutions given
for the main engines were ll 5. That might be due to
propeller design or not running up to full load cond itions. In comparing the Pinzon with the steamship, t he revolutions for the Diesel ship were given as
106. H e did not know wheth er there was any significance in that difference, but personally he should have
thought the mean pressure was rather too high for a
four-cycle en gine. On the other hand, the two-cycle
engine could certainly run at that piston speed comfortably. That had been shown to b e the case with
three ocean-going vessels with which he was personally acquainted . These mean pressures h ad,
indeed, been exceeded. In making this comparison ,
it was only fair to say that the two-cycle engine was
equipped with a scavenging pump, which wa not
necessary with the four-cycle engine, but even talcing
that into consideration he contended that the figures
h e had given showed that the two-cycle engine must
be tak en into consid eration in a paper purpor ting
to d eal with the Diesel engine for single-screw motor
vesseL<>. H e was glad th e author was in favo ur of
electrically d riven auxi liaries. The d uplication of t h e
injection air service seemed to b e a refinemen t hardly
justified. The difficulty with the valves in the
cylinder head was got ovAr in the two-cycle typ e by
dispensing with them altogether.
Mr. R eavell raised the question of the provision of a
duplicate compressor which the author had added to
h is engine, and suggested that it would b e cheaper
and more economical to fit an 8 horse-power emergency set. That would be more reliable when
manceuvring, and generally was much better than
making the main compressors very large. L arge
main compressors were not very much use to the
Diesel engine in narrow waters. H e suggested that
the Pinzon would have been bettor equipped if one
compressor had been fitted instead of two, this one
compressor being just large enough for injection- with
a reasonable margin, say 15 per cent. Thus the whole
cost of the second compressor would be saved, and
part of the money so saved could be used to increase
the size of the emergency compressor set. The emer gency compressor would b e entirely !'\elf-contained
and independent of the other machinery in the ship,
the arrangement b eing such that the air bottles were
automatically filled up as they were drawn upon.
That a rra ngement had great advantage
when
manceuvring in narrow waters.
Mr. Martin agreed that more use should b e made of
the exhaust gases, and it might even be possible to
dispense with the donkey boiler if that were done, and
it might also be possible to a rrange for the driving of
th e auxiliary b y that means.
Baron Steinheil said he did not believe in twin-screw
installations for ships above 7000 horse-power. In a
ship of 10,000 tons deadw<:-ight capacity, with a shaft
horse-power of 2600. a sin gle-screw arrangement was
possible with the t·wo-st1·oke engine, u~ing four or six
cylinders. In hi!'\ opinion. engine-room auxiliaries
should b e independently clriven and be in duplicate.
Electrical driving of au.xilia.ries was expensive.
Mr. R ichardson, replying to the discussion, said
Mr. Morison had made an important announcement
with regard to the trials of the vessels which his firm
was b uilding with B eardmore-Tosi engines for the
F urness-Withy Line, and it was to be h oped that oth er
constructors of marine Diesel en gin es in this coun try·
would follow t h at gen erous lead, and disp el the secrecy
•
•
446
A PRlL ""9 J,
ENU I NEEH.
THE
uti~
l tl•>2
;.~ ~
~pt><·inl
"hich had lunclered the deYt•lopm<'nt of the DiE',.,el 1 m
be s t.arte d . oncl ,\n) otlwr
requirement-. of tho mu' im um tractin• po,q•r. A II woight in ext•t• !I of tlH>l
o net all oth er o:>.<·e'l-. \H•ttz h t nnd 1.''\.t·o.-;~ tender "eight s hould
e ng in(.' fo 1· ma 1·i ll <' [HII'J>O"C" IH t hod o. As regards tho t.orv•ct~.
·
lfuving detonnincd tho dmw-bor pull nece-4-'WI'Y• it. bl.' ('lirninated. u'l fur"" tha-. t•nn be done without dotrunont
t wo-t·) dt• t'llglO\', he had not ovel'looke<l it· chlllll~ 1·1•m11.in~ to desi~n a locomotiv•• t hnt. will hnvt• th<' folio" inf,t t.o tho dosi~-n o f Nl${11\C' nnd _tonder. Tlw~ nppli<''l ". ith
for Hmglo-scr cw ships. H c c·mdd not find any reason fc>1· olli c·ic•nc·y requiromont!i :pnrticular forco to tho mndwwry parts of tho tlllll:tUe.
tlw ~ llj:tg<>:-.t ion of i\Ir. It• ~ l c•:·HII' I CI' t hal the 1250 horse( 1) A dmw-bnr horHt•-powor fo•· t.lw minimum t~mount. of l.'!lpociolly those paa·t'l whic·h uiToct. tho coul\lt\l'hnlnnco.
All t~u.vin~ in weight in tho!lo pat·t~ Ufllmlly produt·f•K l l
p owc1· of tho Pinzon e ngines Wt\s t,h(• ovcwloacl rating. fuel.
I t was kno\\ n ab~olut Cil y and dc,flnitCIIy, as the J'('sult
(2) ,\ dm.w-ba.r h ot'rit•-powor for t.lw minimum tlmount of >~imi lo.r Having in c·ounto•·halaoc·o w~ighls and a l'euucLJOn
in t h o dynamic o.u~mont.. \\ hidl 1s vor.v dosin\hlt' f•·om Llw
of hm o 1· fifteen year·s' "' 1H•rion<·c ~ ith fotH'·CyC'i<' \ll•i.'(h t o f locomot ...:u untl tNHit•r.
r:J~ ,\ draw-btU hor>'t'· powor for tho minimum <·o'l t o f s tandpoint of track nnd roucl hNI mai_nt·Nl~n<-l'. ' l' lw ustl
c•Hgn\Cs that "ith a meat\ t•fTcc·tivo prcssUI·e of 95 lb.
of ~:~pccial mattmttls to k<'op do" n \\Ctght tH oft •n nmpl)
Jll'l' l'-><jlU\1'0 mc·h, tho ho t·:-(.•-po,\Or rating "as n ot the
reptur~:~.
ju~:~t.ift('rl if r('pair pnrt<J t·n n ho ohtuim'd prornptl) 'dwn
ovNioad t't\lmg, nnd he ~ubnu tt <><l that there was n o
required. Th11:1, m tho pn>~t. ht\s often b<'c:>n th~ t'aust• of
1\t;
bt.t.ndnrd
pr·actlt"O
1n
modt•rn
Jrwomolavt•s.
n
~t·c-tionul
s udt O\ ttlt•nc·c tn regard to the h\ o -cycle engine. A
dolav, but it cnn bu g\tordcd lll!'t\llll!l b) c·orr) 11\g tL fo,\
bm·k
nr<·h
in
tho
firtl-bo'\.
nncl
1\. fir<' tub<' Ruperlwutt•r
dini<·ully "ith the two-<·yc·lo e n gin<' whidl did n o t
~pnro parts in stock n•tHly for renewul~.
J (agh-t.en~•l••
t~hould bt' appliod all n moo n t1 of MWi n g fuel in nny c-los!l of ull o~ st<'el c·un frequently bo m~ed to advantugo for drl\ ing
lll'lt'<' \\ ith the four -<·) clc "a" that of c·tHbon falling
~<t'rvit·c•. 1\ ~:~cc·t.ionul brick al'<·h ' " low in first cost. <'ll~il)
f1·om 1h o c·y linclo r and pi::<ton head into th o lubricating npplwd. and oasil.) nmewL•<I. It. usuolly at·compliRhO!i u tL'\ I e~. c rank pin'l, muin und Hido rocL<!, pi.-;ton - rod>~, t\c.
A rO\\ concreto e:xnrn ph~>~ of \\ ht\t has beN\ nN·om plat~lwd
~) ~ t l'tn.
Jlo co n~i dcwcd t ht• duplic-ation o ( tho a11· fuol !lavin g of from 10 to 12 per <·<'nt.. in C'oal-burning
in ~:~orvic·e by loc·omot.IVt'li do~i~no<l t.o .) it'ld 11111 'irn111n
tnjoction apparatus ah~olult•l) c•ssont,ial in tho c·as<> onginoH, and Gbout G por c·cmt. in oi l -burning en6ino>~.
tlfnt· icn<·y
be of nd \'IHIItL~I'. N oto bin dt•-;igrvl, r 01' \1 h ic·h
Tho V<'I'Y goneru.l l\J'il) or H ll perh on. tort~ hal:! grad lit\ II)
of n Hin.glo-sct·ow s hip. ltl t'l'ply to i\1•·· Hcavcll, h e
dnto. is nvailt\hiCI, rl r o U'i follow:-; : saic l that tho t•cason fo t· put ling in th o larger c·om- hrou~ht about improvt'tl t·orHlit.ion'l o{ cylindor lubrication.
P nc·ific t.y('<' pt\i<'ll•li;tC't' loc·omolivt' 1\o. 30.0011, hudt b.)
which
now
mako
it.
po-.!'!i
blo
aud
de~irabl
e
for
lht>
grculo!it.
pr<'~s<H" arH l not a JargN au-.:ilitH") ("Oitlpreso::ing plant
t h<• Amoric·an Lot omot avc• ('om fltlll) .
economy
to
use
a
high
do((ren
of
superheat,
2!)0
deg.
to
\\lls It) ,:tiv<' g•·<'alt•r t·C'Iiahrl rt ) in the supply of "tal'tin~
Dt.>t'tLpod t.) P<' ~ood~:~ lotomt>L•vo ('Jn.._... I I "· hudt h) tiH'
:)00 dog. now being con~id{>rNI t ht• hC'~t. prac·t iN•. .\ sn' i ~
P NII\S) lvania Rl\llroud ( 'omptlll) .
nir to t lw nH\itl t•n gi u c.
of 25 t o :10 per c·er1t. con he obtnrrH•tl.
liN\ ''Y MtlllC't. t>pt-ciul st•n II'<' lot·ornot aV<'. huall for t lw
Fell' tho lw..t. rQs ult'l \\ith hatummous •·oat the lt•ngth of \ ' 1r,eanian
Raalwo) hy t.lw \mC'twun LoconHJtivo 'ompnn) .
lfwornotivCI ho•le r lubNl t~h ould bo approximato(lly \\ 1thm
t.lw fc;IIO\\ mg limit~ :
AMJ-:ntc, L oco\IOTJ\ ,, ('u''P" 1· E ·m" ·· Xo. :;o,ooo.
I )u<li\OCC' 0\ ()r t ulw ><IH'N
~r7t' nf tulw.
Locomotivo 150,000 "1\'l buill by the .\nwric·an l ..oC'OiliO·
18ft.
to
19ft.
lh11.
:!in. • • .
• •
••
'
t iv(l ('om pan~ in 1!'11 0. I t. "n~ dt•ii~nod nnrl c·on~tnwtN I
•Hft
tlrn.
to
:!
tft.
0111.
:! )Ill,
.
'
• •
••
• •
••
'
1\.t• t.IHl buildm·1:1' t''PI'Il~O to dc•mon Rtntll• t lw Jll1\'\imur11
2Rft
• to ;}Oft •
:!I• on.
'
' .
• •
'
'
tmtt.ivo pO\\OJ' "ith ndNtuntu hoil!'l' c·npnt"it~ t.hnt. t·o uld hu
l 'l' stWill'f ndvisnhlt' to <'OIIIIIdlll' t.his t~ul>jl'Ct fr·c rn t.lw
'J'ho (1\'U(JOI't\.t iVO 1'11(11\l'il~ of thll hoiJer ... houJu lw ll'i obt-t\iiH'd while l<copi1\g tht.' udhosivl' woight ht>I0\1 llO,OOO Ih.
C'(II\Stl'llt't•i V(l Htttllri[IOi 11 t of i nd ic·u t.i ng whO t COf\Ht•i ~U~()H
~-:ood do>~i~n OM d<.>mon'ltmtod h) lo<·omotive!l in a<-luul n oady 100 pot· cent.. of tlw llllt' IIIHllll Kt com roquir<>nwnt"' JHII' driving 1\'\.lt.'. Ll n tr·umrnt•IINI hy t\.n) out>~i do 'lpN·ific·u"<''"'a co, rt>.Lh<.>r' thtm t.o Jttl.<'mpl to point out tho deft•<· I'< of tho tylindet· ns 1ho t) (H' of lot·omotiv<~ will perm•t. taon-. or t.ho ncc·t.'s~ity of f'Onforming t o rlll.) ru dwtl) 'K
in lo<·oruot.h C" \\ hir·h do not. :-; h t..\\ muxirnuP• oOic·icrw'•
Bn~od on 100 por t·cnt. hoill'r, tho ~n1to oren 'lh ould ht' C''\l'lting >~l.ando.rd:-;. tho huildt•n.. luHi n fn•t• hond to t•rn lwd.)
mny
Locomotive Economy.*
.
.
.
--
PACIFIC TYPE
P&.SSENGER
If u.ny powor· plttnt c,r· t•n~,;i rw is awL propol'ly proportioned
ror the work it hn>i t <• do. t.ho mot~t <''port. Akill in operntion
1 lUI rNiut·<' on!) in port tho \\1\t-lt• rc"'ulting from havi ng
'IIIC'h N{U IJIInt>nt in S~rvit•t•.
J:o'1rHt., t•on>~id~>rin~ thf' dt >~agn l)f ... ttlum locomotives from
lht' tlh\1\clpoint of aum ('(luipmt•nt. \1 h C' n a railway c·ompnny '" 111 t.ho mnrkot. fot' IW\\ loc·on .otives i ts rC'quirolllNth mn~ bt• rnl't ~orn('tllrt•· h) dupliC'a.tmg lot·omotivos
" ' l:il'r\ tl'C on their roocl. but l!ddio~ newly cleveloperl
:•I tachrncnt... \\ hit·h mukt• fo1· IIIC' r<'ll>~t'<l efficiency o n d
t•c·unom) . )loa·(' fr·cqu<'nt 1.), h<lwt•vc•r, it.\\ ill ho found th nt
Ill<' n•~t•.('( I t mlli<·. c·hn n~l' from '' oociC\n to lit O"l C'l\ r·o~,
DECAPOD
GOODS
.
.
LOCOMOTIVE."! BUILT
.
-.
BY TBE
AMERICAN LOCOMOTIVE
>~ ufli<·i~nt
to provou t the moximum coo.l cou~ wnption po1·
s!)wuo foot o( grato pM how· from exceeding, for
bit.tLrninouR coal, 120 lb .. and for anthracit,e coal 5{) lb.
to 70 lb , depending on <~i7<'. \Vhc n the total cool ton>~nmpt ion O'\CC<ICh! GOOO lb. JIM hour it. i~ generally noc<.>,.~t\ry
to apply t\n automot.ac stoi<M. The~e have now been so
nclnptod lo locomotl\•o roq ua rornonts thot a proper!)
designt>d st.okor 'dll AhO\\ e<:onomy ovor hand firing. o ~:~ido
from the noccssit.y of 1ts \ tSO on ac<·c unt of t·ho coal conHwnption being grootor Lhnn tlw phyRic·al <'aptwity of onCI
ltromon if t.ho boilet· \\Oro hontl -nr(ld.
Tho <·ylindor pr·opol'l iow nnd din m et or of t.h o dr·ivlll'>~
LOCOMOTIVE,
C!. ASS
11 S,
BUILT
BY
TBE
PENNSYLVANIA
in1pro' t•llwnt. 111 t.nwk. rood ht•d m\tl bl'idAG.", &c., \\ill Hhould ht.' ~uc·h lhl wall <l<'volop rnn,im\am hor!lc-pO\H\r nt
j ustif~ u nd mnkt' udvi>mhlo t ht• rvloption c r loc·omotivc~ tho l'lllrn~ t>pcedt> for Lrain mo\ omcnLs. Tlw greo tcFit. hOI'S<'·
or 0. lar~OI' llllcl JnOIO (HI\\l'rf\tl l,\ P<'·
powt'l' o f locomotiv<' t•) li nd~rri \1 ill tt~> unlh be dovolopN I
Then <'r\n,ful ronside•·ation muHt. ho gi' on to Htwvic<> \\ ith n pi!iton s pee d ranA•n~ from 700ft.· t.o lOOOft. p(lr
n"quiremt'nl'l- maximum l onrl~ to ho hauled, capt\C'it.) manutc. Thorefort>. i f o tlwr trnfli t conditions will pormit.
of <'nrtl. uppro,imate pro port 1011 of Joncl<'d to empty <'art! t h e oporution of trains within theRe lamit<J s h ould t:~h0\1 t.lw
per train, grndicnl,., run·e~. running limo over divis ionH, grMtt>Fil running econom).
tnn:\.imum ullo\whlo l oad p~r o ,h,, lo<'lttion of coal chutes
Tho \\ oight. on the locom o tavo driver·s g i ve<> on cngtn l•
ond watM lunkFI, c lcarunces, C'Oudation~ undor which trains friction, indepen dent of olhor fnc tora, of 22 lb. pCir ton .
• J•'ro111 o pQp(•J' on" Avoidt~hlo \\'Mil' in L.O<'omoti' o Oporn- Tho closimbilit.y of avoiding GX<'E'FIS woight on the ch·ivNt~
loon M .\ ltt.><·tod by l>oHign," hy .fnrn<'" Purtington. E!!Limolin~ from t.hiK standpoint. nlono is t.horofore readily ApptHN\t..
Whon tho Lypo of engine will pot'llliL this weight ~ houlcl
l~n~rncwr, J\moricl\rt J..ooomoti\•u Cornpt\ny, Now York, N .Y .,
rt!l\d hcroro tho RoilroMI l)ivilliOII or thu \rnori('t\n Hoo.cty
o r not exceed what il'l nocossu.t·y I o gi vo o. satisfactory fact.ot'
•
)l<'Chnnirlll l•:ngmt't.'l'll, DC'Ct•mb'W !)J h, I fl:! I.
of adhesion ; that is u RuUII) fom nncl a-quarter tim(l'l 1h o
COMPANY
in t.lti~ d01:1ign t.hoir id(ltlt! ol Lho bc~t Ollgllwt•a·tng pa·uct.i t·l'·
T o accomplish the put·p ose of tho des ign- tho mu.xirnum
copat'ity per pound o f woightr tho la.rgc-.t boile r copucit)
within the- predetorminod "heol loadA Wi\'i tho c~<>l.'n tin I
foot.urc. This e nd ''as obtained by e hrninnting tWN)
pound of wci~ht in all tlw pnrt'l that wo'l not n<.'Co-.-.ua)
to tltren.gth ontl dumbiltt~, utalio.;inf:t llw 'H' tght thus ~wocl
to provide a lorgM boalor. nnd b~ incrool;tng tlw c·upo c it)
of the boiler thus I'N'Ur<'d h.) combining in Ot\O d<>s•gn t lw
mo>~t ttpprovt'd hwl-suving dt>vico.; t o obtain th o utmo~t
oconomy in boiJor tlnd c·yh ndt•r p t• rf ormanCtl.
f ull) of
tho lt\.l'gc 'Pu<"ifoc· I~ P<' lm·ornolivc.>s with driVtll'll 7!)rn. in
RAILROAD
COMPANY
dinmotor ond ovM in oporu.Lion t.o-dn) .::t·l•atl~ t''\CC<•d
loc·omot.ivo 50 ,000 in I otul weight.
,\n average of t\11 th~ impod.ant engiaw'l of thu; l~ po.
anc luding locomotive 50,000. Ahow~> uppro,imott•ly 1000 lb.
less tractive PO\\ er '' ilh an inl'ren-.c of 1 'i . !()0 Ih. in we•~h t
)\;th th~vel') tdight. advnntap;oofonl) l ! th•r<·onl.tn huilt"
r npa<'i t) .
l .ocomotivo 50,000 doli vor'l ono C) Iinder hOI'Ilo-powor
for every 1 10 . Ih. of weight nnd one boil(lr hor~o-pow<>r
for every 120.3 lb. of weight. Tn l\Ctunl test." it. dovelopod
an tworo.go rate of 2 . 2 1 lb. of coal per inrhc·u.tod horRCI
power hour, o. low •·o.t.o on ono Loflt o f 2. l 2lh. of <'On I po•·
indicated horso-powor hout·. un rwora.go rat.o of l!l.% lh.
of litO& tTl per indit-nted hor>~l'·JIOWM hour, 1\ low mtt' on 01\l'
APRIL
2 1, 1922
447
THE ENGINEER
V IR G INIAN RAILWAY- HEAVY MALLET SPECIAL SER V I CE LO CO MOTI V E
THF. AMERICAN LOCOMOTI VE COMPANY, NE\'\'" YORK, RNCHNF.ERS
-
-
test of 16 .5 1b. of steam per indicated horse- power h our.
a maximum indicatt>d horse-powet· of 22W. or one horsepower for overy 121 .4lb. of weight.
1'he thou ~ht occurred that possibly .30,000 was b\1ilt
too light and that. latet· on. in ordor to keep the en.gine in
Aet·vice, many of t-he parts might require strengthening.
L ocomotive fiO ,OOO was purc·hased by the E rie R ailroad
and 11umborod 2509. 1\lt-. 'Wm . Schlafge, mechanical
manager of t.ho Erie, states that since the locomotive was
received it ha~ been necessary to make very few changes.
1'he guicie yoke was reinforced on account of working.
Guidt> yoke blocks were also made solid on the guide yokes.
The traiiN· spring sliding bloc·k was changed to the same
type a~ used on their K4 Pacific type locomotives. No
o ther <'hanges or alterat-ions have been made. Yet from
the time this locomotive was placed in service on the Erie
Railroad up to March 1st, I 920, it had made a total
mileage c f :3!5 1, 00. Ten yeurs of ser·vic·t>, c·oupled with
!J50,00C miles of running, demonstrate t he strength of the
clel\ign ann the figures given indicate remarkable pert
Iormanc·c-.
negligible in amount, a s only one town of any importance,
Roanoke, is s ituated on the line. As the development of
the coal fields proceeded the tonnage to be handled
incrMsed rapidly, rising from 2,141,009 in 1911 to 7,621,555
in 1920, and in order to handle the business at a. profit the
maximum attainable capacity in motive power was
demanded. Having fixed on 100 cars as the maximum
number that could safely be handled in a single t rain,
the car capacity increased t o 120 tons, it was estimated
tho.t a lc<'omotiv<. of 147 ,0('0 lb. tra<'tive p cwN wonld be
;\Jod~rn 1ll<U'imu11~ Ef/ici~ncy
Road
Typo ..
Fuel ..
..
..
..
No. 50,000
Erie
462
Dituminoul!
coal
Coni rot
conncrtion
76t-87in.
172,500
49.000
47,000
269,000
• •
Boilor, typo
LocnmotiveA.
~o.
802
Virginian
210,102
No. 790
Pennsylvania
2100
Bituminou~
Bituminoul!
coal
coal
Coni cal
Extended
wagon top
con nection
105f-118lin.
87- 90tin.
617,000
342,050
32,000
29,750
35,000
684,000
37 I ,800
Cotton Research.
Boiler, diameter
THE follo-.ving additional particulars concerning the
\Voight on drivers
Shirley Institute, which was formally opened last month
Weight on truck
Weight on trailet·
by the Duke of York, a nd of the British Cotton Industry
Weight, total ..
R esearch Association for co-operative r esearch work
Driving whl'el dia which founded it, will doubtless be of interest to our
79in.
56in.
62in.
meter ..
readers. The Association is open to British corporations
Cylinders ..
27in. 28m. 30in. & 48in. 30lin. X 32in .
and firms engaged in any of the branches of the cotton
x 32in.
industry, the subscr iptions being based upon the amount
185
215
250
Boiler pressure. lb.. .
40.6110
14 7,200
90,000
of capital for the time being emplcyed in the businE'SS of
Tractive power, .b .. .
4.25
3.80 the member. T he Council consists of thirty-two member~:!.
4 .08
Factor of adhe!>ion ..
2,4:l7
5,040
4, 182
Cylinder horse-power
and includes r epresentatives of employers and operativE's'
Grate, length and
organisations and other bodies. The Institute is situated
width . . . . . . 114 x 75lin. 144 X lOS lin. 126 x 80in.
at Didsbury, near Manchester, and the e tate covers
70 .0
59 .1i
108 .25
Grate area, sq. ft.
altogether about 14! acres. Incidentally, it will be of
Tubesin terest to engineen1 to know that the house which form ~
207
381
244
.
Number
22ft.
25ft.
19ft. ~ill .
the central administrative block was formerly known as
IAmgth ..
iin.
Spacing
tin .
iin.
" The Towers," and was t he r esidence of the late Dani<'l
I I B . W .G.
11 B.W .C:.
. 125in .
Thicknes8
Adamson, where the possibilities of constructing the Man9
1
'
Diamet£1r
..
2! in.
2Jin.
-.fill.
chester Ship Canal were first discussed. It. was necessary
F luesfor the purposes to '' h ich 1t \\as to be put that the I nst itu70
48
Number
36
r. l .
tion should be in plea ant surroundings, free from vibrn Dinmeter
o! in.
otin.
·>• •n.
3f,,m.
.
9 B.\\'.(:.
tion due to traffic, a n d yet easy of acce3S, both from tho
. I Sin.
Thickn06B
Combustion chamber,
University and from t he cen t res of industry. In a ddition
36i II.
42in.
Nonr
length . . . .
to the administrative offices, the main building contains
Security
Security
Gaines
Briok nrch
•
a library and information bureau, with over 2000 works
Heating surfaceon cotton. The laboratories are in a. separate building.
r.) ,,_
•) •)
248
290
F iro·box
..
and a.s it is impossible to predict \\ hich will bo<'ome the
5,592
2, 731
2,672
'J 'u bes, wnter side ..
p redominant sect.ion of rcaearch, the la.boratori<.'s are
2,5 I I
1, 313
Flues, water side ..
1.136
4,334
4,056
8.635
composed of unit -size rooms, 22ft. by lOft. Gin., so that.
To~-at
.. ..
4,80()
2,653
:!, 260
Boiler h orse-power ..
the different departments can be moved about or added
Steam rate calcuto at wilL Gas, water, steom, compressed ai r and electrir
lntod pounds per
power are a ll la id on . There are botanical and physic-.
19 .7
20 . 8
:?11.
H . P. hour . . . .
departments and a. chemica.I lie~ bora. tory.
Coal r ote t'Olculated
B otanical Department.- Tho work of the botanical
pounds por H .P.
_;)
department is chiefly microscopical, and special means o f
:L 1
3.25
hour
.. .. ..
3 , •)artificial illuminf\_tion have been provided for t his purposE'.
uperheeter42
70
Number of unit;c ..
36
The bacteriological laboratory is fireproof and sterilisabl<'.
Diameter
.. ..
li in.
1!in.
1tin.
Concrete benches are provided for incubators and sterilisers,
2, 12(1
1,4 18
879
H eating surface ..
a nd a gas-heated autoclave is mounted under a ventilating
T onder weight in run hood. Elect ric po" er and lighting points are fixed on t-h<'
182,000
2 14,300
ning order . . . . I 61,600
walls. The department has a. very laq,-e number of sam ples
Tender cnpacity coal,
14
12
of cultivated and semi -wild varieties of seed cotton, and
tons
....
17!
'l't nder
capacity,
furthEn- material for st.udy is obtained from tho <>xperi8,
Utili
I
:l.IIUII
9.000
water, gallons
..
menta.l g reenhouse in th<' g rounds, where about 300 rotton
\\'eight or locomoplants can be grown at one timE'. Tht> greenhou~e is n
tive in pounds per
lean-to building, 27ft. by !)ft., s pecially designed to givt'
135.7
8 .9
cylinder H . P.
I I tl ti
the g reate-;t light-receiving area. It is h eated by a gas
\\'oight of locomoboiler controlled by thermostat valves. so arranged as to
tive in pounds p er
119 .ti
I •·> • o)146 . 4
boiler H . P. . .
maintain a. minimum temperature of 60 deg. to 61) de-[1..
B ORt nctuol per form Fah. at night or 65 deg. to 70 d('g. Fah. by day.
onro1
Physics Department.- For tho study of the physical
Steam rate, pounds
o.nd mechanical properties of sioglo cotton. hairs, carded
l (l.li
16.4
per H .P. hour
..
cotton, slivers, yarns a.nd fabrics, four rooms arc set apart,
Coal mte, pounds per
in which the absence of fixed benches is perhaps a striking
2 . 11
2 . I :!
H . P. hour
.. ..
Cr.Ass 1l s .
While the des ign of engine 50,000 represents the best
prac·ti<:o of the present day as measm·ed by the economical
opt>ro.tion of passenger locomotives, the development of
h eavy goods power involves the <'onsidera.tion of other
factors that materialJy affect the design. In 19 16 the
Pennsyh·a tlia Railroad found that for the economi<'al
operation of its line a. tractive power about 25 per cent.
in exct>~s of the " 1\Iika.dos " then in use 'vas desirable.
In working on t.he design for such an engine, an attempt
was made to obt.a.in better eronomy in performance hy a
r·ndical departure in cylinder p•·oportions. The accepterl
p racti<'e in proportioning cylinders is to arrange for a cut-off
.
o f n early 90 per cent. o f the stroke. so that the startin,g
torque lllay bP a s uniform as possible.
AR the adhe>:ive weight limits the c·ylinder diameter if
ex<'essive slipping is to be avoided, it is obvious t-hat on
long gradients, on whi<:h the maximum tractive effort is
rt>quired, the lo11g cut-offs use steam in a most uneconomi<'al
manner. As the Pt>nnyslvania Railroad has several su ('h
long gradiPnts on its line, the new design adopted involved
n limitation of the <'Ut-off t.o about 50 per cent. in plac·e
of !'10 per c·ent. and an increac;e in the <'ylinder diameter
to ~ive s uflicient torque at this c·ut-off to utilise fully the
tldhes ive woight. The expccterl inrrt>n!':e in economy of
c-oal and \HLtt>r due to tho shorter rnt-off has been fully
•·pal iRed.
Not only ha'> t·he engine shown remat·kuhle etlicienry,
but the economy unrlpr wide mngf" of loacl is e-specially
ren' ark a bit>.
We are fortunatE' in havin~ .wailnbll' a very complet<'
test of this "'ngine made on the tt>'>ting plant a t Altoona.
(Bull('t in 31, P . R.R. T ee; tin~ Plant. Hl19, <'opyrighted .)
This t~>Rt shows a water rate of 15.4 lb. per indicated horsepow<>r hour with a. total indirated horse-power of 3080 a.t
40 pt>r rent. c·ttt -off and a <'Oal consumption 2 . 9 lb. The
lowest coal <'onsumpt.ion r(>rorded is 2 . 00 lb. per indicated
horse-pow<'!', obtained at. an out-put of 1777 indicated
l•o r·se-powe-r und a <·ut-off of 30 per c·(>nt. The therll'al
<·ffid('n(~y of thE' locomotive is a lso high and well rmstained
o' rr n lnrgo range, a. maximum c.f . 1 boing attai11ed at an
output of I 777 indi<·ated hon;e- 1-ower, and t he range being
from !) • I per c·ont. at 776 inclic·ated horse- powet· to J. 3 pc-;·
c·('nt. at :l·! f) indical<'d h c rst>-power, with an averag<' of
ovt>r 7 1 f'J' « nt. for the ur.ual operating rondit.ions.
TJ.,. his.lw. t draw-bar pull re<"orded in these t&~t~ is
7U.21 1 at. a s1 c<>d of 7.4 miles per hour. but in road service
a. pull of f O O·tO lb. has bfen rt>cordc-d at 7 . 2 miles pe-r
hour. Tho indicated tra<·tive effort p lotted from a. card
Lttkf'n at 7.4 milt>s per hour at 55 per re-nt. rut.-off is slightly
<'VN 90,0( 0 lb. This d e~ign giv('S a calculated figure d
88.9 I h. per <'ylinder horse-power, the lowost on record.
Durin~ th<> tes ts an indic·att>d hor'lie-power of 34 86 was
cltwolopecl. giving a. weight of I 06. 2lb. per horse-powet·.
The weight per boiler horse-power does not compare a11
favourably, however. as it is 145.4lb. The Belpaire fire- needed to haul the train from Princeton to tidewater, a
helper being used for a. gradient of . G per cent. ten mileq
box c·ont.ributes matt~rialh• to this <.'XC't>ll'l.
long over the AlJeghenies. The 2 -10-10-2 Mallets were
des igned to meet th ese conditions, and their operation has
\'rROINI '~ 2- 10-10-2 T\PE Lo<OMOTI VES.
hoen very successful. They have handled tra ins of 16,000
'fh"" lnrge 2-10- l C-2 Mallet engines for t he Virginian tons on a. . 2 per cent. gro.diont with the lowest consumption
Railway were designed to m eet their unique conditions. of coal per ton-mile ever recorded . Unfortunately,
Tbi~ road was built as an outlet to certain bitumin ous coal- a ccurate test s of coal a.nd water por dy namometer horsefields of West Virginia. P ractically the entire revenue p ower are not available owing to the fact that ther e is no
business is confined to hauling coal to t he ehipping docks dynamometer of adequate capacity to be had at present.
at t~wall's Point., the west.bound revenue goods being H owever, on May 25th a t rain of 15,725 tons behind t he
PENN YLVANIA RAit.ROAO,
tender was h auled from Princeton to Roanoke at a rate
of 26.9 lh. of coal per JOOO ton-mile~. and on 1\lay 27th
a 75-car train of l 2,070_tons showed the same figure for
coal per 1000 ton-miles.
One of these engines has hauled a train of 110 <:a.rs
weighing 17,250 tons from Victoria to ,'ewall'!! Point,
which is believed to be the heaviest tra in ever handlert
by one engine. The ruling adver·oe g radient was . 2 pet·
cent.
The principal dimens ions of the three locomotives cited
and a comparison of the h orse-power cha.racteristirsca lculated by t.h e American Locomotive Company's
meth(ld- are embodied in the accompan ying tabl<.'.
I
.. I
.
I
~-
feature. The supply lines arE\ arranged at the standard
h eight around the "'ails, and working tables are placed
just where they may be most conv<>nient for the work in
progre s. Moreover, battens are screv. ed to the walls
at two h eights from the floors, and apparatus which is to
be mounted for any length of time is attached to these
battens. E lectric power plugs a.re p rovided in each room
a.nd also six independent circuits from the special battery.
Two of t h e r oom s have concrete floors, paved with wood
blocks, so a s to secure freedom from vibration when very
d elicate instruments are in use. The department is full y
equipped for physical research , and among the o.pparatu.q
available are several special appliances "hich have been
THE ENGINEER
448
-
dl•>~igtll'c l hy
I''" ri •Hc't ~rc·lt ~tlu fT aJHI mudo an ll•o worlolhop14
of lltCI I w•lit. ulo.
Tho rno m <"It I'm ioolluhoro.tory
40ft. by 311ft. IN u rnom wtl h umpln r011oorch ac·com.
m odutwn f11r l<•n or l w1• lv~> workl'rtJ. 'l'lth wall" urc1 covc•r('(l
w1t h wlulh t t11 1 up to ·~ ht•ll(h L of Hft., 11nd tho n•mu~ndt·r
w1ll bo rov1•r1•d w1 1h u IIJt<•<·ttd IH'Id r<•"i"lunl t•nomol puin L
T wo Jurgo fum o <·uphottrcbt ct<·c·upy I ho windc,w I!JIIH'OI! ul
ono Ntd, thll drl~uglt t ' "''"~ mdu1•t•d by l(lltt hurufii'H pluc<'ll
1r1 tho flu' '" •~l fl 110r ll•v(•l
Jo'urnul'hf, I lu•rm o'ltt~lJt und lurg l
p1 N'('.i of UJipnrMutt ur11 lll·c·c,rrunochdNI (lfl w1d0 ronc·r Lc·
Hhf•lvo-t w1th H.ut}lm n ltlo... o.ntl tltf) w.u1d lf•uk -lopp('(l
hnnc·lw"' tn<·lwlo OIHl whil'l• 111 r!'>«~rvNI for diHtlllutionH.
Bright mCilnl II tllnl(14 for J(l111f, wtd N . Hlourn, <'Oill pr<·~sNI
uir, o.nd hlcl·lric· lif<ltL 1u1d pt1w1•r htwu IH•I•II nnti r<11y twoid N I
<Ill U(•(•OunL of I hl•tr Jmlllllty [() c•orroHiOil , unci gTOOL C'U rO
IH~ t~ lno lwl•n lukfm I o ''"""'" t l11• I thn work of olt>uri n~
tho druin11g1• HYHIIIru () r rl•puirutg l1111 t1upply lin(•~ Hlud l
11,ivo I lth llltttittttiJil 11f t rou hl• . 'rho working bf•nc·lwH,
27ft. l<Jng. nrll IIIIUI(I or pi t.c·h Jllll ll wi t.h t(·f~k tu pl!. Lu rgo
g lo.~NI 11ink11 Hrtl provid(l(l f~L ••t.J.I•Ia ''""• 1\JHI t Ito drnin t~I(O
frolfl tho ~~~~~~~ u11d pnrmruH~ti L 1rtc•tul filtc•r pUJY1p11, whic·h
f!Llll((l ulong t l w hc•nc• lw ~. i~t tu.k1•11 by g lazed oo.rthon wr.J.rfl
c·ho.tuHliH. All llw 111n k11 III HC' Itl~rgo i11l0 looHo mixing 1ropH
bc·foro Nnptyi ug 1nto
drturtH. Tho k'.J.II und wo.tc•r
Hupplif•l4 Ml c·onw•yNI hy
c· i rcu1t~t of 2in . pip ,.,
li lll'tl wtth ccm lrol vu lw· ut (I(H•h nnd, a nd 11toam 111 provid ('(l ILL n ny p rr• llllf" dl'lltr('(l fr()rn {j lh. to 4{) lb. p<•r
H (fUl~r<~ 1ndt .
Thr IJaltJn r t lform1. 'l' ltn H'nllit •w• hu ln n co~t ~ hi<-h uro
111 <·oru tlunlur< hy tlw 11tu fT <J f tlw dc•purtln<•nttl of c·hNni11t ry
tU1d " C•OIIOHfll "l~W knpt Ill tL r 0f1fn u djO.C'(Irtl, to till• ChNfllf'nl
IILhoruto ry . 'r hlty tLro pln<·NI fiii i.J. 1111hHlunliuJ 1 hoff moun tNJ
un fi VI• 11<1lul I"''"' rtn ng cit rf'C·l from tho f ounda lion11, o.nd
•~ro tlt u" n" frc·n 1111 JWH thl11 from di,.t urholl(·c· by vi brut1on.
/ )f partmc.nl tl{ ( 'fJfltJitl ( '111 ttW<lry aml /'lly~tiriJ.
Modorn
viow11 of t ho m~turn o f l ith <'l•llulo>~l• f()un rl in colton , of
I ho Hto.r~· ll l•• Ut.l•d 111 11izi ng, tutd of frl u uy dy(llf t.ond 1rtor
fLnd u•oro to l11y ~tlrt'"" 1111
rii'C'I'MIIiLy ()( rl'gnrdi ng Lhl
11tud y o f tltOir pt•(•IIIIU r pr<JJII'rLic•'l Ull t~ Kp<:oiu.J bmueh of
pllyi!H·ul <"~•' "'i11t ry. ' I' Itt, l( rc·,_~,t ur1pr rltutf'C· of tho 11uhj<.:cl uf
"N)llrJi tl"" f11r I II• • c·utton tud1111l ry l1u'l b()(m roco~n iHod
hy th1 c·rN~liO II of I ~ Hll l lf~ rtLf 0 dllJll~rlll l(lll l CO.ttlliHI inj( of
tl~rNt twc! un•t ro()HIH, ltu vi n ~ li lt•d b~~r1olw11 u lo11f{ LIHI
wwdow HHh•11 •~• • d IIHrt•ow MIH1lvc·l! nro11ml t lr<' wu.ll11 wlt ir·lt
c·u.rry lho ~HK 1u 11l wulflr pipl'll '-""d 11rrudl Hiu k11. Tltc, work ing HfJILC ill providN I by Kh(mrl~lo lo.bl<!fl Lho Hun n h<li~hL
•~II Lho nurrow Hlr<•lv''"• wlt i(llt urn diHiribu t.od in (Lf'cordunco
with tl w ll l·< ·d~t c1 f tltl, work in progrOH14. Ju N.l<'h o f two
of tlv roo1n11 0 1111 w1nd ow HJ11ll'(l iH oN·upic·d by n fum o
cupb0t1rd, lwt. th11 l'l•llt ml r oom i~t rc• <•rvC'd for worl<
whic·h dNnunill! frr·l·ilt/111 from c·lttorrtic·11l fum l'~. u. nd iL ho11
o. con crol<' Ito or w1t h wood t,lof· k ''" rfo.oo, to min ,m i11o
v ibriLllort of I Ito II VII ru JONl l,.. ww d . Tl to lu.r~l) pt<.:CtttJ of
oppurutwt, Hu<·h 0.11 llll'lllmtont, u 11huking m o.ch ino o.nd l l
con tr~fui(O uro plac·NI111 ll11' room ul'nrl' t th(} rnuin chNn ic.al
lo,boro.l<"Y· Jo:~t 1· h riiQIII 111 wm ·d l o r c•li•C'lr•c power ru u l
o.llfQ for " ' x i nd~<pc•ntl Ntl. c·~r<· •u t ~ of l()w vo l t.a~c·, from
tltn but lory.
0 p i tral aud. / )ark H otmllr, Ouo LWO· IIIIIt room ltu11 tho
roof Ji~ h lll <'OHIJIInll•ly uh -1c·urNJ. lho wind ow" provid NJ
with rollt•r bl iud11, t~nd tlll Lht> wull~t, woodwor k nnd furni turo po.i11INI n d1•utl bii.J.<'k.
c•or11M 11 pa rtitionr·d ()fT
und mtulll u<·ci·~~~JI,Jn from th n C11rridor or from Lho mui 11
room, 1u1d thiH 111 llttNI 1u1 ~~ phol()g ro.phic dnrk -roorn .
HoLh fli~ r:J" MO vonltlt~t(Jd by ll l•g h t -t 1g h t. e lectric fll.n .
. Thr /)()l/ff1J . J•'or l'(•r t.uill oxp<•rirnonlo.l p urp 011011, it
tH IWCOHIInry t() J1U VII 11 H11J1ply of olllctric powor o.t low
voiW.Lgi•H, whic·h i" frc •IJ frotrl fluf•l •u~lHJllJI, An n.ccumulo.Lor
bt~U<•ry of t.wwll.y 2 · volt. " l~'< idfl" coll11 connccLc·d in
Horiort, h1L11 ll1<•r<•furH ht•n, i n~oltdiMI. Tho ~pa.ci ty of t ho
hut Lory ut IIIJ'7'no.l dilll(' '"'r~n iH :300 um p lJro-IIOUI'll, l ho
normul mto of diHC'IHLrgo twi 11 ~ :JO s~mp/• rc11 und t ho maxi multi rufo OtJ tw tpi•r<•N. JA•ILdlf u (; VtLr iouH in LI·rvu.ltt 11upply
to buH-bul'lf on tlttl dil!<'llltrgll bo~.J.rcl curronl11 u t. 2, 6. J2,
20 , 2H and tJ() volt... ('hnrl(ing iH dono hy 1.1. O - ki l ow1~ tL
Jn()l.o r K"lltorntor ''' IIIII nfJrlrl tt.l rulfl of fj() ompi•rc11. Tlw
gonM~tor fl<• ld <·otllt u r11 c·xLN"IIully r(•gu liLlNI, n llowing tho
chnrg1111( vu l t•~~~ · lH '" ' Vllri('(l (rom (J to liHI. It wi II
thr•rt•foru bo t"'" ''' '" t11 c·lturw• i11 Pl(•r i<·"' u. much tu rgor
huLt{Jry liH~II llw p r<· 11r1 t. (JIH•, or to r(•v•vl· 11ing lo <'f•llll or
group"! or ('1 11111 wluf'11 tnny I~ L o.ny llrru lwcomc• o.bn onno.lly
r1111 d own. 011 I, ,, d 1 •f•ltHrgn hourd <·ouut(·r-poilf&l plug11 ,
C'IJIII~f•c·lf•cJ ~ 1t h LIH• l11 lmrntory ~ tr(•!f, nro m ovablo i 11 o
vML tc•nl plu 1111, wlnlHt l lw huH hul'lt nr<• horizontal.
It. 111
flOHlflbltl hy pr1J(>M ILrrtLngl•lni•IIL ()f thO pJugH t.o 8UppJy any
II.J.borul(Jry <·trClllt w1th voltng<•>~ of vo.hlf't4 from 2 Lo tJ (J
voilA!. 'I'Jw IIWilC'ltboflrd ill ILh!O fltl<•d wit.h t ho UHUHI
H~fflg~11 rd11 uguiu'll OVNirmdllll( of t lto but l.(•ry or of nny
CITOUll.
rrltc W fJrkllhfiJIII. Thll COIH·h ·IIOU14(1d o,nd Hlnbl08 of Lho
Olllut.o hu vo '"'''" ronvMLNI in to worlolho ps for t.ho con ·
11truotion c.nd rop1dr of IIIHl rwnr•ltLH UI!NI iu Lho luborn.loriOII
tlnd Lito gN,c~rrd nudrt t,.,liLrtCO of lito lt111t.itulo. Arnplo
tlrcomw otl•~li cm l u~" IJr•on fouu d for Hrrti th 'H u ud f:F~rpon Lclr'll
WMk und gwwml muoltiuing d cJW II H lt~irll tllld for u IICionLif1r
giH~H- bl ownr tlhovo. 'J'h n OIIAin(l(•riug 11h op ocoup io~:~ t.ho
rno.111 r OOJII, 0.11d [WHIIOIIHClll o. lu.rgo ro,ngo of lto.nd Loot,.
o.nd fln,, flH'I\Huring •~pplituH·<·H, u. K<·row -cut,t.ing luLho. un
uN: ur~~to IJNwh lo.tht1, IL milling 1 n1~c·hi no, o.r• cmwaving
IOlH'h1no w1t h o.LtiLI'ImH•ntH lor maktng g roduo.l<'d Hculc>4,
l\H woll 011 ordtnary d ri ll11 und g rind ing rtHLc·h in011. All t ho
muc·h inory 11 dri vc•rt by an niN•tric 1notor , o.nd tho uir
hloHt. for l h11 Km iLh'H frJr~f und bro.zinK furnuco and f11r t ho
glttHI4· blowM'H UI!B 114 ol11o I• It·<" I r ic·ally induced .
'l'hr ( 'homrol /.(IIJIJralory .
I'"' ,.,,,,.<•d
u,,
Diesel Mach ine ry for S ing le-Sc rew
Mot or S h ips •
By ./ J\ \I to:H H IC ' H A I< I>HO~.
Nwr\\ 11'11'-'r,u.IJINO llw vu"t i t ll'rl•lt~ · in Lltf' numbf>r of
tthip ~ lltll·d w11h iuiMnu l I'Cltnl>uHI ion l•ugiJH·o, Hin)flc HI· ro w
m otor uhip11 of 2000 tlmH dnndw<•il(h L and ovnr hnvn
llitht•rto be un HXI'IIf>l w nu I. Jn l'rt•o•• in~ c·onflcloiiC·r in tlt r
l>iNwl llltl(i nl• lUI It rc•linbl • 1111d ~~·~Li H fswl ory primP rnovt•r
for 1nn r in•J p ropulHitm, urul I l11• d1•11iro lo tuko o.dvo,nl ft~ll
of if ll N•(}niJil lillll ill (• 1 11~111'11 or Vf'HUIIIrt of low PQWflr, whc•r(•
•
Jt~IOitlniiiHIIlf
rwnl J\ rt•lltll•t·IN,
21, 1922
APRIL
tlu• fltnl(lH·H·rr•" urrl\rt$((1fn<•r I i» o.lrn011L tho on ly onn por in tho <·yli1111<1r ltf•n<l c·un ho roto.tc<l ()Jl thtJir F!OuiK by
11\IH>li!JICI, luwo r<•<·on tly broug ht. t hi!J ttuhj(•c·t. inlo pro hu ncl .
(4 ) All 11111 lfiUIIl p1)rt~. i rw l ud1n~ pil!l(m H, " '"'•' br· c·om
rn inNH'II. In d i•wuHKifll( thn ~<•nt ml pro bl(ltnll involvNI in
llllt l~pplwolio n of (.1 Mi ll ~ l ti m otor in llhip"' of th iH Hi Zfl IL p lotoly n<·<·(•.•,.•IJio.
(fl) Tho fu 1lum uf ""Y lJII<' 11r twcJ funl pu1np 1, Hupply lrtl(
Hti.LY iJnJw lpful t O ~IV(! HL I llfl OlllHI•I dN o il11 l ) f IIUI'h n VI' v·J.
!11(11 und <•r pr<·"~ Urll tr1 LIH• rn1un (·yltndl•r•, trll114l not.
'I' A IJI,I, I
,\{ 8 /'m t'"' · /'orto'r ulfJrll ,,f.';hip and ,\larlut~rrv.
ru•c·f' AtlnV• ·~ t~loppogr•
/)nlf·npt ~m.
(fl) TIH 1111hjoN o f uuw• ••ll,lllnl· fl r·x 1h1ltt y. I lu• triiiii'''UV·
rlflf( l(flt~r . vcdvn 110tl111$(, 11111! tlw pro ptlrltfln lnl( o £ lh(' fl y
,"JhqJ. J>t,.jlltU'I'Itll·ut
:1:J1111 ( 110 11.
Longt h
2111ft . , hr('l)(lt h
3flh .. d llr,th
18ft..
w JH•I•I, and thfl whoJo ltUI'!I IOO Of llUrliHI( Or Hlllr\O'IIVrtng
W inrhr,, Htx fiLtNI, (•llf•h I 0 hQriiO p1JW(•r.
rur Aupply rrHJt t ho.vt• ~er •nt1•r nltc·n iiOII tluw "' llt11 t·t .11 t1f
lflmtlltJIJII. (),,, fl u r d , J'i () h,,,...,. p owl'r.
I~ l win l'lll(l f\1'11 VI•A Jl•l.
Alom 1-Jnginr
l.INLrdrnoro-To•• ftJltt · l'y<·l<•, Hlnf(lll·Of·twg, "'"
(7) Tho Ntl(ino 11hull I.A• 1·o.pu bi1J of h 1·1111( r1•1u lily
l•yl•nd, r, 620 '"'''· ( 2 t ~ 111. ) ht,r<•. 1171'i 111m. Plll•n.) 14lr1Jkll,
rn i1tl(J•u vrc• I by cmr opt•n~tiJr.
I 2111) hrhkll hQrlll' puw1•r I)L 120 rovolutr(JIII4 fJM rrunutn.
A11 with HINun i11tttullution •, no with motor nuwh 1nt•ry;
J\1 o, fl 1 njutit,n 11 i r ( •,,mprriiiiM/1. Two th.r<·(Hit!Lf(O. liwopL
Vlllllfllll pt•r fi!VIIIUIICJII 111111 /'IJI0 prt'11110f
2 <'IIIJiC' fi•Ot,
lho ~t uhjN·L o f tho l~u,.ilitLrin.J , both d oc·k a n<l Oll~ lu t• roo111 ,
HwiiJIL v11h11n tt pl•r rov11lutic,n twu Ctllllpri'H~oro~
'' <·ubtl• fr•ol. i11 onl y n ow rN·Hivi nl( thn nLi on lion df tn/Lr l cl t>d by itn v i ltd
Av.n'lwry ( 'IIIII pri'IJiffJr , Thrro-Htlll(h.
('r•pM·tt y nro~L HfJI'NI irnportnn <·o. W it h 1notor ohipH liHt rivo.l f• lnimli r1r 1111
88 c• ~tiJH• fl•t~l pt•r 11111Htll1 frc•o r·.ir.
IIIHf·t rit· or Hl()(un dri vt• ut.•tl forrn , tw d om likc•ly to c·onl i11111'
('upiHltl.y full HJJI'(III
J71J 1·11h11· fNil jX•r tu inullt frl'(l ILrf,
to prov11, d h bo,ll~hl o grou nd . 'l'lln nlt"•rHill ivn c,r llrt c•IN· tri1·
Nmt rgnory Outnprt'lf!IIJT, Hwl•tlt. volunH•
I 2 t·ubto fN•t pt•r
fllll(i no-room •uHI HLI1urn d ri v1u1 d<wl< mM·h i nl•ry i11 poHHi hlu
llllllulo fr('(ll)tr.
.''/uut i ri(J A ir Jt,.rriul'rll. 't'tn•t (• IlL 11) c·" hif· {('1•1.. l•u(·l•
2 111 f•ul,io twd rrmy f•OrrHnflnd itHcM iu r·~~rt ni n ('IIJ~NI. !n 'J'u!)lo I ll.
(I'( L.
Mu.lCIII\11111 Wllfki llj( rm
~llltrU /Wil l b. flt'r PIQIIMO
im·t..
ftloi 11 J.;ngiruo Jjlo" l /Jflltll', OrHt work111g, CJI1f• HpllrO OIH•II.
('Cif>IWtly 11f 111111 hbUin
f5 I'Ubtl• ((;4 '~.
llluxlft\IHfl worklllJ( pr1•11ur1• IIJI)I) tt,, p r•r 11!1uuro inc·h.
Au f'olwry 0Mrratlutl. T wtJ flttNJ , ('Uf'h 1}11 k ll(lwl\llll, D•<·~•·l
drt V(\ 11 ,
EIIJ( IIII'~ .,,
lruuk JllllliJII lypi'. I wo f•y l~r~d t·r, ruur -t•yf•lf•, 76
br11k0 horiii'·JlOWI•r, 2(ifl r(.'\'OiulHJIIMJ#•r uunut t•.
('t,mprl'llll'"' ( I u.nlifJry Ornrroliull). VCJr tJIIO J(flrlt•rutCJr 1•111/1111•,
IIWCIJil VIIIUIIIfl 11f l't/lr•Jir( ~or I)L 21)1J r (' \Oiu tr ()llll pr•r flllfiULI•.
I I . 2 !'llbt<· fl'ot pl•r tnm utfl ft~ •c Btr.
'J'wu j(NJ••rbltJr (•111(1111•, IIWI•Jil voluHtf• tJf C>ornpr 1111r ut 200
rll\ olutww• per 11'11uut11
82 . 4 <'ubtf• 11'(11 rwr mtr1uto frcu
tur.
8 t{J rtlll(J IJIJillo (A ULi lWry Or rttr(JVJrll). 'J'wo w r {•111(111(1 <'llfHH'II Y
a, 64 ( ' II biC (I•(•L ('1)4"11.
Muxi1nutn Jlfl'• uro I11110 Ih. p(•r IHtuurc• lltl·h.
/JIMI /JfJIIIo (A u.rrlrary (l,.,,,.,(rftJT") · OtHI p<r ('lll(lltl' l·upiH'tl v
I ('ll hH' ftJ(JL III•C·h.
Muxt rnurn prl'l<llurl• 1111111 lb. JWr H((uurf• tn t•l• .
l>rtunnLM
I lift. fh11., fllldt
I Ill,
/ 'mpt'IYr,
'I'AIH. I~
II I.
,1{ ,8 . l 'intlll• full/ 8trorltJf S tt tJfllllhip. ( •r,,pt,rr~''"
tlj /"uri ( 'tnurumploiJIIIt Of Stu 011tl •11 /'orl
S ttom"h ip.
Nlj(llll' , 111111(11• Jl(•rfiW,
Hlup, 27flft. l,y 3Hft. IJy JHft ; tlmugh1 , I 7rr 1}111 .
Vuyllj(l', r.mlllun lll Hp1UIIIIh p l!rl .
JndH·utl'll hl•r-•• ptnHr, I 117a.
I<IWI!Iullllllll f#•r rr11nulf•, 71) II
Hrll'<·cl uf "'""1•1, !1 . :JI) k n tJI~.
('lmf lll!l'll fll'r lf ~y f11r 1.11 f/U rJIII I~. f7 t11 1JIII4
C't1hl 1111NI hy n•Po ltBrH· pt•r dt y, :! tJ lfrllM
('(11\f 11111'1 ) Ill fiiJfL (lftr t fhy, d tiii'JII\rj(lfiJ( t•rttl f111.Whlll( ;j liJrtN,
Hf\ukNI llrt ~ . lll<(·tl rwr tll· y. Ill \ll·l•u tll•.y' '"' ~~~· rnjtll VIIY"'"'·
I Lon.
' f rt pf ii •OlC flUIJ IUI/11
0
M fJI11r 8 h•P
/'i"''"'·
1>11 oj(lt II III( II\ I~.
111111(111 lll'rl'" .
Htu p, 2 111ft. t,y 3Hft. IJy J Hft .. dmujtlll, I 7fl ll111
Vc,yl•W'• (lii.YII(CJW lll HptuuMit p 11r1 ~
l )tf•r~nl uHitf•tllf'll ltbrl!t rww••r, I 291J.
J•:clu•volnul- Pllf·um w cltt•r•ll'll hor~f' ·Jifl\\f'r. I Iill.
H.IWIJiut lfHII4 pl•r '""'lilt•, IIJU.
H[II'C'd II( VhW•I, Ill.:.! klllll ~ .
()tl uHNf l"'r t111y f or 1)11 purJilll!l oc , <I . r, ltm ...
Otl 1111NJ hy f)u xl lmrit·" pc•r d"Y· II . 2 ltm .
{)rl UN('(( 111 JIML p<•r ti"Y· d t~lf•ht.rj(l llf( 1111cl I<JI~dtnl(, II :J7 11111.
'f·~ b ,, ' I . I( i VI'" t lw l(Ill( I iIll( 1'111\ruc· I(lrtl!l i('I! 0 f ''"' )1'\l).(' hi 0 0 ry
~ml oq u i pHIM\L 11 f I hn 11 i u ~l n "('row m ot.or 11hi p J)i nzon,
b u ill~tllcl l•nl(in(l(l hy Wtlliom HNtrdmoro l}nd Co., Li milod ,
()( 1)1drnu ir. t All d oc·k ond (.lnJ(ino-room (lii Xilio.ri PII aro
l•lcwtril·nlly rlriv11n . No l•o ilur iH fit.t.od . ' l'l10 t ot o! 1·on · iH l(iV(II) (L(•I>JnpuriHOn of tltf• (;011K\IInp li')ll () ( funl ill Hitni J11r
14111flption of fw•J oi l fo r nil pu rp OH('I! in thiH 11hip at, 0, J(), vr·~JIIC' I H , 011() 1\ 'IW(}Ir\llr ILIItl t ho Olhf• t' I~ fnOlOI' r ltip, 011 I h1•
und t I l<n o l<~l~l 'IN•, full y luclnn, in r(IIUIOnnbly goocl Wl•u lhM, ~;Urn O lrrull•. Thu tolnl Nm11umplion o f N)ld ir1 flvu I i,.,,.,.
ilf 3, 4, u11d fl . I tOtUI p or clay r'·Hpt·<·Livoly, M givnn in ll•rLt. of oil (hy wc•il(hL) in tho Jntlor LokNI ovo•· ~~ whol1
T o bin I I. Tlw r<·Hu lln of t h< mnc·h tnMy Lr i nlt~ uro sh ow11 voyago, f.l.IHI i11 £~<·h itWMI by lito u til il!t~ll on or ull l·ltwl r it•
lnll<·hin •ry for lloc·k a nd <•ngino room ouxi litu i••t, dM tVIII$(
'J'AOI,ft I I. M .S. / ''" ~'" · ltl'~tulu ''f Sea Tri-0liJ. Fu,.l ('rm !•urron t fro1n O W>inl drt '-<'n •~uxlliHri t•t~.
\Vii It xl1•1un
1Vrttptw11 prr /)oy (in T fJn.t) /fJr oil /'urp~,,r.,,
o.uxilinrio~t on thn tn(llor Hhtp, on thiH trfltl(·, tl•o f1w l
HpN•d of 11h1p (full y I(I(INI ), knot
..
0 • . Ill .. II
t•unHumption wou ld on ly bfl 0110 third (u ol (mh fifth ) lhn l
l{(lVQiut tflllll fll•r mrnuU1 (1111\111 N lt( IIWII) 01) . • I II(, .. ll l'i
of l hn nlf•llrnnh i p .
Fut•l C'l llllllllllflllllrt, ott purpl>'ll"' (IW1N
;>J • •
Tt~hln I ll. c•mpho.llilll• t t•lo••irly tlH1 unptJrtuJI<·<• 111 u Hll•llllll•r
pf•r d"y) . . . . . . . . . . . .
' . . 6.2
~...
~---
-c•
\\
-
II P lol • 72 7
14 r P • G7 S
q P. M • '1.3
14 I I> •
I,H P·ll!l
MM Pllr i •4f S
1 111> •14 1
M.IIY Plll$ •4 00
IH
TOTAL I, H P • 500
8 H P • ))$
..
,J • • AV N
TOTA• L I. M P • 860
..
8 H P, • b:SO
8~
4 ••
S
p,. ttO
nuu
O VC AI.O AO
10.) 5
II P,lol , • 109
14 I P •
MAX PAU• 4 9S
I H P • 2et
TOTA L I, K, P • 1272
8 .H.P • 9 6 0
..
•
'~
-
1•: 1\Url
loi. IP•,t t
RUN
[\
•
R P M •I? I
"'c ,_n. )tO
TOTAL I. H p • 1100
8 ,H .P • IJIO
"
M I, P. • 117
R . P. M • 12J
I. H,P. • J l4
....., PAn ·~ • o
TOTA L t H p • · ~30
0 H P . • 1485
..
•
1'10 . l
I.XDIOATOR
CARDS
TAKEil DURIIlO SPEED
by liH• f•urv(•ll in J1i~. 2, und tho m ai n ou g i110 indicutor
<.lingrtwUI oro n•prcHhH·NI in J<'il(. 1. in ronnoc tion wil11 tho
tl iuJ(rulf\11, uttmttio11 rnuy ho ll ir(l(·lcd t o Lwo point11. J<'ir11L,
tho vMy fluL fu(ll <·Onllu mplion cur vo wla i<·h li1•11 bolow
0. fj IIJ. pM brako hor110 p owt•r por h our for I h e main (tngineH,
for IIJ)~'od• frorn o. mnxim u1n CJf 12() rr·volutionH per rninut r
to 8 1 rovolutionH por m inul<•, i.r., from ovor 1400 broko
horl!o - pow~~r t o 420 brnk(• horoo-p owor.
Secondly, a 1\
in14pr<·tion of 1dl th11 indi<·o.lor co.rd~t eh ow11 from tho t.oo of
tho ding rru n tho ver y mpicl rf'lflaao of lho ox hnuttL go"<•R.
Tho pr<•lllfuro dropti lo utmo11phMic· o.lmottt b<.'foro tho
ho Uum dNHl <·on I ro iA p11111<.:cl. 'l'hi ~ rr•Hul t, iA duo t.o tho
lurgo vr,tvo nrooH pOAHihlo with tho we ll-k nown To11i
urm ni(PffiOHl o f <·ornbin11rl in le t. u nci cxhnuHl vu lv(IH "iLlt
LhtJ cl i roc· tor vnl v c• <·On troll ing the oxhaut~t go.8<•N nnd ind uc ·
lilln nir. A fu rt.ltnr (f,at.urn of lhiHljy11Lom itt Lho oxtromf,ly
low oxh1.H1III l<Hnp<~ro Lu rcH, which novor OX<'('I)d CH10 dog.
l•'n h ., nlt.h ough tMUJ!u rod in th11 1.troam o f the g o fiOij in t ho
t·ylioclor Jwod .
flrood ly Hln.INi, nb()VO 7000 ton11 d <'ndwoighL and l l
k11 u t 'I sp(•Ocl thoro il! o. good <·Mo for lho roLontion o f t.ho
11Lundo.rcl t.win HC·row armngomon t. of oi l ongini'H l>oc·o.w10
o r l1111 Jo wor to t nl ('OHL, lho rodu<'f•d WPight Of rruu·hiM r y,
th o Hhorlor lc1nl(lh o f on~ in o- room, whi<·h cornp<mllnlo8 for
the c·M~O ' Pn<'O lok< n up by tho) oxt.m eho.fL t.unnol, oncl
tho rl'd uc·cd rittlol of breakdown. Tho pcriJonnrl, howovc•r,
ill ittC rOMCd .
Tw 11inl( in <Lotuil to tho p ro bloJT\.8 inhorcnt lo HingloHC·r w Oii·Hnl rnn<·hinory, iLmuy bo ~tnid fir11t. that lhn di ctutu11
of •·olinbility und th o li 1nitcd mun p owor o.vnilablo on hon rd
dNn.tlfld thl\t c·orlo.in oporo.tion11 Hh n ll oo m.ad() pOHHibl
ond c·orlltin 1·onditioM fulfi ll<>fl.
(I) Tlu <·mnk Hh a fL •hull bo capnbl of being romovorl
o.nd rn plU<'Nl w1th t ho min imum d i8m.an tli n~ o f lho moin
(lnJ<inl' p1Vl14. AH Ml nit rm.J.livo, lho afte r longlh o f tl1Cl
1·runk Mh iLfl , bHin~ tho rnoro linblo t.o breakdown, 8h ull bu
110 ru ·c·<•HHi blo lh al it 1'1.1.11 bo rN~dil y romovod nn d roplu<· ·d.
(2) ThtLI J)flrt o r tho fuol injoc·tion nir Hor vi(•O c·om rn on
ll1 1111 tho tntd n ongino c·yliJidOrH 11ho u ld bo in rluplic·nl<,,
inc·ludinfl tho bi11HL b() HIO, 110 t h o.L fa il uro of nn y p ip t•,
joi nt , v11 lvo or c·lw11t, &c·., 11h ull n o t n cc·Qttljit,nt.n, at. moHI,
tMJrll l111ut u 1r10 1nonthry Mloppuf(o.
Arrsw gnwnnt ll muHt ho 111LldO HO LhnL nil lllo·viiiVI·H
c:n
TRIA LS
OP
TB E
MOTOR
SffiP
PI NZON
of thn ftwl <·Ortltlllllptiou nttributublc lo IIH• Uu '-il inrit•'4
gerwru lly, u ucl i11 " '"'h <·uwlit io,,. OH "' IL 1·ou11 in u truclt·,
in p or tiC'ulu r, thf• h11•l Nll'tllltrrlp11CIII o f llw dl'l·k 1ruu·hu1t•r).
Wlw rNI¥ o.t ~ ~· o. tlw rs~l • () of c-oul lo IJII fur 1111 purpotN i11
I lO I, 1n purL thtlf r11l10 i11 ow•r HJ to I tf firt•>4 urfl ·• lmnkNI. "
A • moll o•l fir •II hotlnr lA J<f•nMully r<·qu1n·d for tht• lwul lltl(
<>f th n I~N·oml nociMicm nml of th ~> otl fuHI , 11lthuuJ(h t "''
fornw r Nul ho c·urric•d 011L hy <•lcctrw ra<l111tor'1, l~ rt d 1f
onl y u umull qua1\tit y of otl Ill c·nrriNI c•xh nw.l gurw.-. f'llr\
bo util uti'CI for h(·nL1ug it. Thflro itJ pro tmht lt ly of l1111
gClll(Jf(IJ ucloption il\ futuro c1f ~~ r(•tulflntLbln uli li11u l1011 or
wu11ll h<••~ L with J)if•HI•I 1rw rino tn!! lt~ll ulicmH, w lwru h~ 0 11
fuoii.J.I\d uc·I·011un od1~Lion h<•l\tin,ll (·un be, c·u•· ri<·cl out <11 11 ir(lly
by Lhtl 1nuiu onl(im c•xh1UHilH whc n u.l 'WfL 11 11tl p1Lrl irdl y,
(}L nn y rntn, hy thP uuxi li •~ry nxhnuf.!t 1 wltflr\ 111 p ort . Tl11•
ll u hd i v i~t i on o f tho r<'{1 u it~ilo t..otul Diet'<I olo1·1 •·ic· ~<·n tortLIM
c·opn<·il y tu l<l llro d<•Himblo nmr~ in t.o bo l n~i,• I M(I(I for iK
nn int<rtJH lin ~ point.. Hom oLi tn<'!i two g11 11 Mt~l or Mtl(in<••l
fmd in·~ nurnbor o f l\\ in -Hc·row Mhip!l four ltnvn bN•II flll 11cl.
T h o n.c·t.unl olodri1· lofl tiH on th n M .H. P inzon umiM Vttrio uH
f•CJru litionll ltavo 111'1111 ll\buluwd (uHI tltc1 lond 111 kilowMIH
on tho ou xi liury J) i<'l~l· l ~ont>rl~tor·• 1nuy t,. HUtn rnuri111·d
1\'4
follow" : N<>rm rd b(l/1 lon.cl : mnxiJr1111n, flO. Hfl ;
mini111urll , 23 . 2 ; trllu ttJ·uvrin~oe loud : mn-ci rn urn, 16 1. 2i'l ;
m irunttlln, l(j . H{j : porlloud : tnJ\ximu rn, 72 . 2 ; m i t~ i rnu1n ,
22 . 0. Jn g<ml·rul, lhrN• Hllltt l~r<• pr~• ft• rrt·d, ow• to Ito m
(U•I ion 1Wrmo lly ut fl('{\ tt l\11 in port oncl t W() w lwn rrHuw•uv
ri ng or " orking c·ur~o fully, on1' Mt•rvinS( n 1 n r.lund b~ .
Thr1•0 8111·h ll<'l'l c'f ()(J lci lowltllli 1•uc·h rnl'l•t. the• c·u o RIW~II
in tho lnhlo, un<l on ly rtlrnl y do• 1 t hc1 rnluu nttrn IOI\d full
antbHtnnliolly b(•low h ulf tho po~r.r of one• Util i, u pr<1porticm
d<•Mirohl fnr ~O()cl work111~ f•onditiOnR w1t h ur·h w•.wh u H''I.
'fh11 rntmc.,uvrlnl( lo1ul i!i 1110 hiflhl•!il, 1•vnn "hem 1l m.ny
h<• ormni(NI thnl thc• nu xi lt11ry c·om prl' IIIJr i 1 dcJw(•tl down
if nnd wlwn tho wiiHII0'4!i l m~d <·o rrw 1 on , und lhn t tht•
rudi(}lorK m uy lw <· u t ouL ir I V'('I•>< •u ry. 'flw rHIIIIO'uvri lll(
loo.d <·ornt•ll 'dlh in thn l'llPU<·i t y of L\\ O Jt••IIM at orH. Tlw
g r()ld,<•Ht indiviclurd loud i~t 11111 t~u ,. tli ft r y C'l>rn pr<'li'!Or rc•
c1ui1·oct to rw~kfl u p 11lt~rt i n g uir. ' l hi11 flllll · hin~• iH c1f
lfufllc•il·nl l'l~pn1• ity l () 11uppl y l11t• tnflin c· n ~ino '' ilh iujN·tirm
ni r nt fu lltHJWIIr in (lltlflri(IHt(•y,Hh o uld holh I h(l mnin r• uJ(illl•·
dri von injo1• t inn <·01npr<•11110rH bCI out r, f (l.c·tion .
•rt w <·<>nWirVILLiou nnd r<•plt•llilllun•ml o f t.l ll l'l inl( uir;,. •~
Hu l>ji·~·L of v ill\1 i mp~ rlfute·o with in tornul . <·~luhuA t .io ll
IT\M'hlllMy, t~ th1· 1\btltl y [() 11'\JIIH•·UVrlt 111(1 Hhtp 114 lliHt tf 0
•
•
21, 1922
APRIL
suffiC'ient quantity and pressure of air i.~ not always available to otart the main enginE>. Apart from th!' subject of
COMorvation. rt'asonably rapid repl<mishment. must be
arranged for, as it. is possible for 1\ large quantity of o ir
to ho lost, tv'l, fo1· inQtance :(i) lf tho exhaust valve of tho l·ylincler it1t.o which starting air is being admitted should bo hung open ;
(ii) If ono or more Rlnrting ai1 valveq in the cylindN'
head hansz open ;
(iii) Or if the engine nwnccuvring gear s hould jam!, in
the s ix or thr<'o cylinders on air position and other mt'ans
not bo immediately adopted lo s hut ofT tho air.
J\11 an example of the demand made upon tho s tarting
Q flect~
whon starting up or rovors ing. ~!omentum is
fir'lt given by an elastic· medium- compreseed air- and
during a. RuddE>n reversal whic·h can be carried out in less
Lho.n ten Reco ndR, with fu ll Wl\y on the ship, t.he starling
n.ir on being a.clmit torl astern, if the engine compression
has not a lrcnrly brought Lhe <>ns.tino to a stop, gt>nt.ly pulls
lhe engine up and !.(ives tho initio! impultJes in the oppoRil<·
direc·tion.
The two dia~an111 reproduced in the right. hand lop
corner of Fig. 2 show clearly tho only remairing j uslitirnt ion with modern Diell<'l en,:dnP:l for tho l'harge of l&<·k or
fit>xibi lity. When s tarting up, csperiaUy with n viC'w to
doin.a: so on the minimum CXJ)f'nditure of "OmprN·St>d oir,
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.\ PJ>J~NO J\':.
/11 .•'-.·. P inwn.-Data Relati1lf} to l.'omprrtwrl 1lir- Ti111e
to Start from Gonditiorwlly "No Air in
hip."
(a) When running tho <'ml'rgency c·omprl':..<:or of 12 cu bic
feet per minute s wept volume.
Time to fill ona biMt bottlE' and one ctartinl( bottle
for auxiliary gon!'rator onaine to
00 lb. per square inch = 26 min. 50 Aec.
1000 lb. per square inch --= 35 min. 30 AN'.
(b) Whon nmning thC' auxiliary c·ompreR30J',
Time to fill one starting air resc>rvoir to 500lb. per
square inch
l Sl . 5 min.
Additional limo to top up one bla~t hot.tle fr·om liOO lb.
to 1000 I b. per sq uu.ro inch = 2. 5 min.
(r) Air available when ma.no-uvring main cn~Cinc> .
Air from ono llUiin <'ngino-ciriven compreSE,or- the
other being s ufficjent. for blas t s upply
2 cubic
feot per revolution .
Excess air from auxiliary t>nginos (estimated at onethird of air made)
27.5 cuhir feet per minute.
From auxiliary c·ompressor - 176 cubic feet.
(tl) Assuming no air is taken from main compressorA,
we have 174 cubic feet free air per minuto avai lable. Thii:J
is equivalent to approximat<'ly 7 cubic feet air at :350 I h. per
oquore inch per minute. The main engine us<'s fro m 5 to
7 eubic feet. of air at :350 lb. per Rq uare inch per s tart or
reversal, so that there in sullicient air available to allow
of one man<rUV1'6 per minute continuo w;ly, neglecting any
:wrpluA air made by moin on~inc.
(e) 70- 7 5 revolutions of main engine supply nir for eo.ch
manCX'uvrc (one <'ompr<'ssor used wholly for bloat), so thot
if the main engine is allowed t o make 75 revolutions for
every rnanoouvre th<> s tarting air can be Jlll\intaincd by the
rnoin C'ngine without ur.in~ nny auxiliary Aupply.
s .. PI~ZON ..
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-TniAt. RESULTH ov Dv.Ano•tonn-'roAt Dul•EL EJ<otll8, "M S PINZON"
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Atn SUPPLl'.
SWAJH
PIG. 2-CURVEB
•
SpPPds of revolution will becom~> s tanclardiGNI aa with
tho s team engin~. and longer Rtrol<e engines will be built.
The weight of machinery, the s par·e occupi<>d anrl the cost
will ho greater , which will be more than rompcnsaLod for
by t:1o extra aC'tessibilily, a built -up crank f!hnft and a
c:onaiclerably hat tN· twt.wng<' propeller perfortruln<'C'.
... ~ 10
0
SHOWI NG
PERFORMANCE
OF
PROPELLING
IIIIACBlNERY
OF
THE
Sc.
PINZON
oir storage capacity, two extracts from the log of the fuel inject ion is commenced oarly, ond the engine a.r·celer M.S. Pinzon is given (Table IV.) when entering Dnlmuir ates to "half speed " before retarding to " elow." Tho
totnl amount. of impulse given to the ship i.q, thoroforo,
T ADL£ I V.- 111.8. Pitlwn.-Copy of Log of Engine Tekyrapl. approximately twice the ideal. The reconciliation. thereOrders Carried Out on Janr.wnJ 13th, 1922, Enteri11{1 Dalmuir fore, of tho two somewhat ronflicting aims of rruntmum
Ba~in.
compressor! air used and minimum s peed of revolu tion
p.m.
p.m.
during starting, without undue complication of the>
4.57
Stop. . . . ••
6.05
H Glf Ghoad • •
ma.noouvring gear , is wort.h y of close study.
Slow ehead . .
6. 1
Slow llhoad
. . 4.59
Jt will be found with every type of engine t.hat thoro is a
Stop .. . .
. . 6.2
H c.lf ahead . . . . 5. 4
prOAsure of compressed air mos t suitable for starting with
6.4
5. 12
Slow ahead
low ahead • •
the m inimum expenditure of nir storap-e energy.
' top. . . .
6. 4 .5
Slop
. . 5. 14
• •
Slow ahead . . • • 6.5
Slow ahead • • . . 5. 15
Tho bottom right hand curv.) givon in Fig. 2 s h ows that
6. 5. l
5.26
Stop ..
H oJf ahead .
• •
with pressure bf>tween 250 lb. and 350 l h. per aquRre inch
6.5.5
5.26.5
Slow
astern
Slow ahond
..
tho l o~s of air is a minimum. Whatever the storage
Full astern . .
6.6
Half ahead • • . . 5.37
pt·essur&-500 lb. per square inc·h with the P inzon- a
5.40
Slow O.'!torn . . . . 6 . 6.5
Slow ohead . .
reducing valve t.o ensure that. the preF.sure on tho engino
6.7
Stop .. • •
top
..
. . 5.46
sid e of the air supply is not greater than 350 lb. per f;quore
low aheoo • • . . 6. 7. I
Slow aheo.d . . • • G. 47
in<'h, or other m eans such as wor king on one of a number of
Slow Mtorn . . • • 6.7 .2
Stop
.. 6.4
• •
. . 0.7.6
5.48.6
Full MtC~rn
rcservoirt~, will farilita.te tho conservation of air.
Full Ol!t.t-rn . .
6.7 ./i
Slow o.<~lorn • •
, low astorn • • . . 5.50
To consider the replenishment of the storage, Appendix I.
6.7.0
Slop ..
Ahood slow . . . . 5.5 1
• •
• •
gives data obtained. Mn.l<in~~; the nsGumption t.ha.t one
0.7.7
5.5
1.5
!:!low
ahoo.d
.
.
.f'nll Mtcrn
..
start por minute will he the maximum r·equirecl , over· any
6.8
5.52
Stop. . . . . .
Slow Mtl'rn • •
llppreciA.ble length of time, and as the receivers flt. ted
. . 5.52.5 Slow O.'ltern • • • • 6.8.5
sLof
..
have a capacity of forty etnrts wit.hout rfl-charging6.8.6
5.53
Ful o.atorn ••
• •
st.orr.. . .
wJ,ich will cover any exceptional number of starts coiled
Ha f o.Qtern • •
6.9
Slow 88tlo'rn . . . . 5. 53. 1
low O.'llern • • . . 6. 9 . I
for during a shor t period- it is Rhown, and haF! been proved
top
. . 5.53./j
• •
6.9.2
top .. ..
J\!jt<'rn slow . . . . 5.(;4
in practice, that :- (1) Neglecting the excess inj ection
6.9
.
5
.
.
low aheDd
top
. . 5.54.6
air from the main enginE.', amount in~ to 2 cubic f<>et of fr<'o
.. 6. 10
' top ..
5.55
A.•!lern slow . .
Rir per revolutioc of the main engine, there iu twailo ble
6. 12
low ohend . .
5.56.5
Stop
..
air ~toroge and means for replenis hment capable of sueSLO(>.. ..
..
.. 6.12 .5
5 . 56
Slow o.heo.d . .
toining one rnanceuvre per minute continuo usly. (2) Jf
Fin1shcd with engines 6. 15
5.59
Stop
• •
• •
tho main engine m akes 75 revolutions each move, its
, low Mtern • • . . 6.0
excess injection air on being tapped off to the s t.a.rting
B asin. 'J'hero i9 one charo.cto1·istic of these extracts and bottleR will restore what hM been taken for the stnrt.
s imilar entries in the log to which reference might he made,
Analys ing a number of lo~s of " stand· byR," it is found
and that is the prevalen,.o of tho repetition of the motif, that the average or one man<X!uvre per minute is n ot
" s low ahead, stop, slow ahead, stop," having the effect oxreeded. T he average "movo," however, is of much
o£ prop(llling the ehip by repeated thrusts rather than by leas than seventy-five revolutions, flO that actual cona sustaiMd effort. It might bo t> ugges ted that the ditions are a combinot.ion of (I) nne! (2) above, but ''Onminimum s u!'toincd power possible with the main clition ( L) mlls t J.e eatiaficd in order :Diesel engine i.e; excessive. ~hi s is not. so. Tho
(a) To g ive o. stand-by in case of breakdown, with tho
engine has been run for constde~ahlo penoris ~t 24
rovolutiMt.a por minuto corrl'!lpOndmg to a. max1mum main engine injection eompressors.
(b) To eope with the clomands for air for 3tarling during
speed through tho water of 2 . 5 knots, when full way has
bo<m obtained, and o. piston f.IJY'NI of 150ft. per mmuto, a short s pell of mo.noouvrin~. cn.lling for more than one
m ovo per minute, if air has bcon lost for any renson.
giving a. rnt.io of maximum to mini~um p i!! ton. ep~ed, or
(r) T o s upply starting air when t.he main engino injflction
speed of revolution of 122.5/ 24 or 5. 2 to l. It ts. dtfficult
to forosco on.) s ubs to.ntial improv_emont upon thlB r:eault, <"Ompro(-lsor iReither· out of act-ion or iG wor kin~ inoffic·i(lntly
s inro r ogulfU' ftring of the very mtnute charges of oil fuC'I oncl giving no exceos air to the s tarting receivers.
Tho starting and rovorRing of a.n engine opero.ting on
can hardly he cxpflctocl o.L .a. lower pisl?n speed without
som e ou~lo.nt ial increase an comphca.hon, as wotud ho tho four-cyc le principle have been brought to thP aimpl<'s t
involv<'d, for inl'ltance. hy prohcatinv the induction air. lermJ!, coiU~istent with operation from tho usual startin"'
This extremely and exr·optionally low speed of pisto~ of platform. Whatever may bo permissible with a twin150ft. p<'r minute is attained ~y corr<•ct combtl~ll~n­ screw ship, it is considered !'s&ontial "ith a sin~le-acrew
produc·ing means and by th<' fitlmg of a fly-wheel wtth ins tallation that tho controls s hould he on the engi1w- room
floor levc:>l, and the major portion of the gear serves to
Huitahl<' mom<>ntum t'ffort.
As id now rl'c-ognia<>d by Lloyd's HcgiPtcr, the fitti_nl! of hring the controls to the u ~unl location. Single-screw
Diesel machinery for tho av(lro.ge <•argo carrier will bo
0 f ully proportioned fly-whee l isola.ti'S th~ t_l,ruet, mt~r ­
meclialo and propell~r shaftl! from t h~ var1ahon of ongme much dovelopecl in tho near futuro, nnrl tho liMa of d esign
turning moment. 1 ho crank Rhaft. 18 also equally yro· which will be followod will lC'nd dC'creasingly to demand
l<'ctcd from shocks, \\ ltich might othl'rwise be tra.nsm• ~t ed a compromise between tho heat propeller a nd a. smollor
from t h(l propellor. Such a fly whC'el has n o rlelete n ous a n d more c·ompact. enginC'. osp(lcinlly with the la rg<'r Ah ipR.
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449
THE ENGINEER
BruTISH ENOIN£, Bou.£n ANO ELECTRICAL !NstrRANC£ Co~I·
PANY, Limited, 24, Fennel-fltrcoL, Manchester.-Pamphlet on
breakdown of eleotrice.l plont.
ATET.I.ERS DE CONSTRUCTION ELECTniQo-£S DE CJIARL£ROI,
56, V•ctoria-strect, S.W. I.- A copy of the A .C.E.C. Bullttin .
This Bulktin appears for the first time since tho wo.r st o.rtrd.
A copy of the Apri I stock list.
ARCJJIBALD D. DAWNAY ANO ONS, Limited, Steelworks-road.
Battersea, S. W. 11. -Handbook o[ oonllt.ructional steel work,
'J'ho book consists of about seventy pages of closely print<'d
information of great usc to architects and others engaged in the
building And en~tinel'ring trndcl!. It il'! of such o size thot it witl
alip into the waistcoat pocket.
EooAR ALLEN AND Co .. Limited, h nperial Steel Work.'!,
bcffield.- 'Vo have rocoivod a copy o£ tho frrm'a booklet,
entitled " Edgar Allen's Ht~h-spood Steels." ;\fuch useful
information hi'AI been cmbodJCd in the book, and cont.&il\8 the
lat<'st information on the subject. The use of high -speed steet
and their beet treatment, w1th many other detatls, is included·
ALTON BATTERY COMPANY, L imited, Alton, Hants.-A copy
of the firm'e latest cetaloguo on e.ccumulators for all purposes.
Much interest ha.'l been shown recently regarding storage
batteries for home lighting and 11mall power installations, and
this catalogue is t·he result of thC'se inquiri011. Illustrations o£
plants, with diagralll!l, c.ro embodied in the catalogue, which is
on the lo.:>se-leai principle.
A. P. LUNDBERO AND SONS, Pioneer Electrical Works, 4 77489, Liverpool-road, H olloway, N. 7.-The seventh edition of
" Lektrik Lighting Connections " is just published. Th.ia book
is in handy form and may be carried in the pocket. Where any
wiring is to be carried out the little book may be consulted with
confidence. The edition is revised and enlarged. Mony useful
diagrams have boon included.
LoCOliiOTlVE N.ews AND RAILWAY CoNTRAOTOn, 154-G--6,
Finsbury Pavement H ouse, E.C. 2.-A copy of tho above mentioned publication, dated January lOth, is to hand. This il!sue
constitutes No. 1 o[ a now series, and we undoratand t.hnt t ho
flubject o£ " R ailwar Contracting " is to receive special attention. The paper ia taaucd fortnightly and reliable nowa of locomotives and railwny engineering progress is dealt with.
CnoMPTON AND t;o., .L1m1ted, Chelmsford.-Loc.flet No. 60G.
Crompton's patent self-storting synchronising polyphase motors
hl\ve boon coll8tructed in lo.rge numbers and l!iu>s up to 800
broke horse-power are 11ucceaafuUy operated. The firm hoa
received a larp:e number of orders for th.iR type of motot-. I n
addition to illw;trations of the machines, a general errangement
diegnur of connections ha.s boon included in tho leaflet.
SIR W. G. AnMsTno:-c, WHITWORTII AND Co., Limited, 8,
Orco.t George-street, S. W. 1. -Li~>t of speoie.l •·efined pig for
cast iron founclri011, manufactured by the firm c.t Close \Vork11,
C:atcsheo.d. Tho number of tho brochure is No. 167, which
may be obtained with prices on oppl icc.t,ion t.o the firm. Brochure
No. 109 illustrakl! end describes the A. W. pneumatic ('OO.I
piol<. This ill a list of pert numbers for oizea 5 o.nd 6. All
11pare parts arc stnmpcd with a series number for con\Nllence
when ordering. Brochure No. 112 treats w1tb tho A.W. pncumnlio boiler sculcr. A Rccllonal vi<'w is given of the Rcc.l('r, nnd
all spare pc.rt!l arc numhored. Both thc'<e tool11 hM e juRt 1)('('1\
put on the mark<'l by th<' firm.
CnYsTAL PALACE ScuooL OJ!' J!:NOlNEEnt:-oo.- Tho Crystal
Poloce chool of Enginoorm~ is this yeer celebro.tin~ 1ts jubiloo,
and on the 11 th in11t. Lord lflo'adloy, a poat -prcs•dent of the
Society of Enginc<.'rH, od<IJ'<'Ili!Cd tho student!! end pr<.'sentcd t he
ocrti6cates. Ho hc.d, ho Ho.id, been agreeably surprised ot. t.ho
excel !once of tho etudont11' wo1 k. H o had no ide!\ nnything could
bo turned out so acourc.toly ond noc.tly. Cleverness wo.s no good
without principle, and IC'~rning woa of no ~ood without common
sense to apply that lct\rlliO~. He quoted UlStances of MRII!tants
under him failing because th(•y were not suited to tho occupotion
they took up. Br~t111h workmen, he continued, wcro to-day
trymp: to do oalittlc work 6.'! po· <~1ble and to screw out the h1ghC11t
wages. Thia wc.s not. crl('kct. The nellon wo.s not producmg
"hat 1t. should do. Export 'I were gomg down, and m oonscqu<'nce
all were being hit. H e 11tron~ly condemned limitat1on of out put
by trade unions. Tho " W1lllon Premium" for tho best p&per
read before the S('hool11 Engineering ooiety during the p Mt
session wes handed to .Mr. " '· H amilton for his paper on " Tho
Port. of Colcutta." Ot.hcr p!l.pt'rl! rcc.d before the Society durin f.'(
tho I!CI:!Sion were:- " Tho 01Msif1cation a.nd URcs of Coni," hy ('.
0. B. Well, ond " M<'<'hani<'l.l Ho1vl Tr&<'tion, " by H. R. L. 1A•e.
APRIL ~],
T JI E ENGINEER
4 !)0
1922
-
Julvn11tugo IJf u.lur~t·r Hurfu~'~' for HLNun ri!.llting. Tltc• boiler lt,ver, il may ,,.., f•xplauwcl , ,,. ()JII•rulNI by tho 144WYN
ThP Jog f•arriuf{ll, wl111·h i• lJJJJl t up of AlN·I ft>f·t ionll, i
,,. HO urrnnp<·d thllt whrn 11LN1rnmg, f•t UtPr full .load <·urrc·n t
rno\Jnlt>d on wh N•lH and nxlP 1 "''wh run on )Jlarwd 11t.ee
c,r ow•rl(JiJ.tl r·urrr•nt rno.y he• IIHNJ.
ro.1ls. 'fhc• c·arriugP '" dNu jmt d I o l)l" IIJII•r atNt c•itlwr by
c·e.blc•, ropf•, or Tf).(·k a rtd }Jittlrm. Th11 ltNul IJJock» o.ro of
Rwr•l, and c•(JfUIIHt ()[ n. slN•I lmN>, v. 11 It rr·vMHtlJIP fiiW(Il fat·ing
( 'owr•' , , ..,TA 1. •·nguw• r 1 lun ,. Jtivr·n <·IJJtlfHI<•ru blr• atlNt ·
}JlatNl fUJd roiiM bc•ariflgH f r>r llttl "111•t flhaft .
A lltronJ(
lion to tl.t• probltnrl of th" r•lc·r·trH' Rl<·um I "ilt·r, hrJtlt tl"l u
(·oat HtN•I knNl c•xkr11.1H \\(\II lJnc·k I o ~ivll a Jon~ l!l'a.rinf4
HWQrll )lrl)dUN•r f r>r iudllltlrittl JlrON'If,j work Hlld Ulf U IOI'Iinlf
IIUfi}J'Jrt, nnd t.hr•rc• itt a t ll)ll'r HIIUutg ndjuHtmrmt to ltllllf
"hf'rt•h y surpluJ.I PlPdril'al NH•rJ~:y may bt· r•t·on ornwull y
'1'11 1. •u·c·omptlTI)HI$( t·ngruvut ~t rt prr·~·11l ll v1·rlwul ltJS( c-ror,kc>d ltJgs. Tlw )u·u~ l bi(Jt·kH htlVI• rstr•k rnc,vt•mr•u t , and
u~~Cd. J n our iJ.~~tur• of Oc·t.o bM I 4tlt v. t• dt•H<
·ri I>Pd in dAlail
a h01lor of Jt'rl'tw h c.h•Rijln, mu•d 111 r·omtN tion with th <• bawl will and log t·orriuk'' • mo.tlc• by .John l'ir·kii·K fm d H()n, r•01·h i ~ p rovulNl "-illt 11 doublrJ " dor.r((lllf< ' nrrang(•mont,
parwr·rntlktr ttt; intlwtlry. W11 givr• in whnl foll £1\\,j HOTM• of Jlc•hdN• Rridg.-;, wltwh c•mbr ac·1• l'V(\rol rr•c·N•t.. irnyJrow•· by mPMLH r1f whit-h both clog;~ nr(• OJJ(•rlltllJ by onP }I(JWM
JlllT1tt•UlUTH of 1\riQI hor JurgP IJoi lr•r Wh Wit \\II .~ rr•(:l•niJy mr.rtlll. ThP lH:tfl<', fJ r lw d , "\\<)t~c·h iH c1f Hlrong hox RN·tion , levPr. Aftt.r 11f1lting t.hr• UJ,T.IOr d og tr1oth tn thu rr•qutrr•cl
formH a 11\tfJ)IOTl lor llw NJhllnn nnd '"}wHIFI, ii.H W(•ll WI poAi t..icm and lcwking 11 lrJ n,,, Rid•• hllr by mc•ai'UI c1f itH
oll"ttl•rtbr•d in tlllt C:t•rmtnL tN·hn iNd }1r<'Hij,
l"v' r it puliPtl ami
:\ftuiH h~ I hr• \\'•lrtnt•-Akklllllllll\1 c,r<•u C!f•~tt• IIMt· huJI, of nt·l Ill$( ntt u N1\'1•r for 1111• lnwc•r HIIW puiiPy. 'rite• bottom lmll \ll•tj:tltiNI lt•\. t<r, lltt· ' )111\\1'1
Surplus Electrical Energy for
Steam Production.
Vertical Log Band Mill and Carriage
-
· --11-..- - - · -- ----1--J..- - -
---- ·- •
---
FlO . 1
BOILER OPERATED
BMiiu , Llti.i boiiN WrL l fW<'iUII) dtotilfl uNI to ullli..,c• KUl'pluK
c·urrNt t d 111·i ng tllf' ntgh t Mtd fit c,flwr I i~lt t lo•td JH•riocJ.,,
tltc• HlNun gl·nr·n~lNliJ(·irt~ IIIIJil'lic•cJ to u l>utt,-.ry of ('(•Jinlo, c
digt>Hll·rll nt. n JlfC• ·•llrf' of f row 49·!i0 lh . pc•r Y(jUIU " inc·lt
Thl" l10ilr·r illul!trntr•d m J.'Jf!. 1 iH()( (I()(J(I kilowaUHl'll}JIU·ity,
t\Od Wli'l d N.ignNl lo V. r1rk \\ i I h I h rN··phn"l' C1.1rrNtl
•d 11. prPttllll rl' ol (1000 vfJilt. Hul'lt n boi IM may h,. a t.tadwd
I o an 11.ln•ntl) c•x i~tlin~ hnltr·ry 1Jf f'IJIII M o tl .firNI hotlc·rs,
tl 4 JHII'JIOW• l11•ing t.o ut11t .c• ••ul cJrnll.tit·t~ ll ) uu y HliT)JIII I
t·w•rfl,y th••t rnuy l >i• nvutlnhl•• lfl til(• nc•twork frfJ HL wluc·h
t he• t•lr·dric·••l Hupply iH lr•k1•11. ThuH, if HII)Jp ly i ~ d n•v.n
(r()l fl fl. )JOWM KlO.t..ICJ(L \\ it..h ll I•OmiJinNl JWWM UJitl IJjZhting
load, tho b ()tlor v.1ll lukn up automat i1·ully t.lw dtfTen•n N•
in load hr•twN·n llw Hlllfl (){ tho Ji~hling nnd JII>WM loadR
llflcl thf• full lrJU.d t·u-rmr·ity of thH plnnt. TlliH iH m o.dt•
JHIRtttbln IJy tll tNi ng t.lttl lovc•l of t..hc, WtLltor in lhro bQJlf•r
"ithin vr•ry 11mulllirntl 1 In Huil. u.n y <:h!lnw• in lo11.cl. Witlt
i hiH mt·thod of rr•Jtu lnt HJII 111l 11111Vi11p- part'4 iwmltl lhP h()i lc•r
~ uw
WITH
THREE-PRASE - CURRENT
pull1•y lwtu•irtg, tut• n.l Lnc)wd lrJ Ott• '"'tlt•r!iidc· 1Ji tltc•
l>r•cl with tlto obj~>C'l. cJf JnAkinl( tl tn madtinl• FPif·Nmt(jinN I
un d c>aHy of <"rc>dJtm. Fix1•d on to tl1c1 IJ<'d, f.md i11 r·loHI•
proximity tQ thn f av. l>lado, ill o 1 ut.. lulfll)('r O('(l•lc•rut in$(
roll1·r, whic·h iK driw·n frc,m thH low(•r oiU \\- pullc•y !toft
und KC•rvc>R & H on " c,ff lt urflr ." Extt>ncling frotrt lht•
ut·c·c•lr•ro.ltn.l( roll•·r uwl J,.~oll( l tlw Cllltllll( t"dgo of lh~> Kuw
IJ.I ll )t illtt;l'll luiJlt• \\hi1•lt }ITC'VPOlli thin I dgNI Hlft.IJII of
I i111h"r IH•m J< jmtUIIf cl lwt\H•<•H I hi' lmHt• uml tht· c·t,rriu,r.:•·
hlor·kl!.
Tltr• c•rJlmnn IK ~~ NJI't•d l'ltfit.i ug v. ith u )' h.u wcl M't1ting
hoiLN1 L() tht• lw d unci ti ()M•JII•d inl() phv·1•, tl tr.; U}IJ)(Ir f•ntl
c·arryin,:.c tlw lop t•u\\ pulh•y bHL"N•n hNlrtnl{>i whic·h Qr(•
<'Nltrn lly plft.<·c·cl \\ith rr•wud to lhr• c·olurrut. Tiw Haw
}Jullc•y,. o.r1· firHt aN ure.tt·ly rruu·hinPd uncl hulant·NJ tutti
tltt•ir ftiN•R arc• t hr•n flf()'Jnd trur• wh1 ln I lwy sue nmn mg
OJt thei r 0"11 Hha.ftH 1.1.1 full KpN·tl . Th<1 lowc·r pullt~y iH
H4'JiicJ , H11tl )mH fl hNH'Y rirrt Hrttl )llflyNI p ll.l,tt• d P•!iluH'tl lo
FlO. 2- FRENCH
BOILER
AND
ELECTRODES
OJII•I'utNJ ))c, I I1 I}tc• u Jl}lf•l' a.wl l()v. r·r d cJfl14 HiHIItll nrtC'OIIHIy.
TJw lowM dog, whic·h iH automnltr· in 11 • nc·t.ion and
rc quirf'P no acljuKirnPnt, nwy, if dr·~. irrtl , I ,. lor·kt>d t o fPr
mit of tho uppc·r dog only lwing urNI. J\ Joc·king <.)('ViC'c•
NmtroliPd by li te fJO\\r·r lf•w•r Jo(·lot OH· d r1r.rll nt any p oin t.
Th~ C'nrringc iK providl'cl with "hi• tv. (JTkA " of t>ither lh(•
Hink lr' ()r doublf' ..l't.ion rutdH•I tn 1• will• mttlt.i.y,awl" to
11c·t.. to tho finPIIt limitH. 'flw (jllfHirnnl, md1•x uJI(I graduated
HC·n ln arc, in fu ll viet1 CJ f thr, IJ{INIIlCJJ'. J 11 t.h11 Hmall0r
tt i~N• of log I ram PII 11 Hprinf( allar·hrnc•nl iR }'roviclt>d I o
rt·N·IIt" llll• hr•nrl hlcw kH v. l tt•Jt tl tr• pu v. I ()[ lite, " HOI work11 "
•
P ICKLES LOO
BAND
SAW
idt·d ft~r l),, purpolfj·. J\ hrnkl'
arrangc•mnnt iH l'rnvidNI i 11 c·ot' j, mc·t i1111 \\it h tho lt•\'c•r
LOG CARRIAGE POR BAND SAW MILL
t o p rPvont. Hhoc·k \\hc·n lh,. klll'l'>i · ~rt• d ruv. 11 hnc·k. Ji'or
t.ho l o.rge~ r 1117.1•11 of log r·tLrrlllgt•!l t.lw llf•tl ing nnd rf'N' tling ill
nrr• llVCJitlt•d 1111d tlt•• ('flllljll<•l•• t'IJ!oii'CII llrrtHII.(l'HII'IIf 4, I l l ~t•v•• 1~ (I) \\ltt•c,l•·fiN·t , l t) }Jfl'\ ( nt 11\1'1' ruuuinl( of tit•· lop fnc·iltLotNI hy a c·ortl.inll()ll'l rOJII' dri vt• n vnilf.liJJc, \1 hnn thc·
pu llc•y t~nd t.l11114 L() It•>! .c•n t hi' ri~tk of '111" lm·u kui(I"N. 1\ II c·c.~riogP iH c•ith1•r Hlul Jlmnt y c,r in m o liiJn, t.wc, lr·w·r11 onl.v
dH'" 11 , llrl• JllfJ tlldc•d 1111 lltr· IJttl itlc·
\>Vtl h lit,. ty pe• 11f c·l•·dr·od c· tll·C· tl 111 Lh" Vrt•nt·h lw tl1•r, th n bPOTillj,(K f111' lJ11 It ' Hhllft i ltrf• of tlll• ltull t1r fiJ II1•1• du)l{. bPtn~ rPCplirt·d ft1t' ,.,.fltn$( r,r rc•r·NI in ~ r,ll I hr• k nt•I"R Hilnlll' irrt dt!r lo tlt nt dHJ\\" 111 FtJ.C. 2, r1•gulalion i11 on ly p oHKil>ll• j JT()O f ,u,l( uh~lllllf( )'hi t•"rlt .
11\nt·c,u~t l y.
tr, uuJI thr· lrJnd 011 tlw lw tlc•r. f,lld dcJC•I 1101 tukr· into
The Kl.rll tlllng tiPvi•·t· for tit•• m.w hl uclc• •·•nhruf'l',j n t•\\
II.I'I'CJI Utl t)tt• IJIITJihlll I>JII'rgy IIVIItiUhJr•. 'rlw di!ltlliVQnL1-lKCt4 fNI.I.urr·a, Uw l'lti•·f tJf wltit·lt 114 lltt. Jflf'lliiJ.I for nn.nhling
c1f ti11K typr of c•lt•t·t roclt• •w· tlu\1 , purtwulllrly \\ tLh Hmnll t.Jw t()}l )'llllt•y l 11·•~ring111 lo he. hnltmN•tl r,n kr11ft1 t•tlgP.t
l,oi lf•rJ, tlu•r•• hr·i ng 1111 {N•tl Nm trol, phu."l(• d i~tturha nN•IJ with a Hpring t·IIJ>~hioning II.]J)IIIIuH·I'. Th ttl JWO\ idt·• 111 1
AN i•nptJr llilll dt·f·ltti•m for r"tlwtty c·tJtn puttito., w.111 gtvi•JI
urf• ltk,.Jy t o bt· t'IUit<,.cl, \\ltJI·h lfmy t·twr«· (lwkt•rJrtJ.( in lite• (•h&Atic Jnt•dturn for rc•IJIOndmg Cjlllt·kl y to t•hf~IIJ.(I'II uf t<•n l,y Mr . •JuHl tc·o Lu!llt 111 n
c· a~l.lii! Ht t111 1 Hout Jt. J•:uklC•ru
lurnp • em lht• tuljr>lltllll( lt,rthl ing c·•r<·uilt. E dcl H•t 11.ltHJ 1~r1• Aion on thn IJill.dt•. Tho• "Hlr1iining " of tl w ttllW i>t c•fr~>c·l,.• d U11d ('ltu.tltullt ./c)ln ( \1 u~tuj..inp, ('olr·tnil lN•. At a lr·vc•l
frt•C)tJf•rt lly All IIJI I'()Ufltl tJw ••IN·lrlldi•H, wJt ir•h itl Htll'h l'IU<O by rfliljiflj:( tl tl' ll] lTif•r whNII h.> uv·uu t of tl11· w·rr•v. li lltl Wflrlft c•rfJI41! tnK llw lu rK<• g.~t•·• \.\t•rt· \\l, rl<••d ft'CJIII UJI ILIIJU.l'l•lll
M ll IJft<m tlllt•rJiut<•ly lnid lmro tutcl lht•Jt qtti<·kly c·ovt•r(•cJ
whN•l gc•ur und IHutd whN•I Mhown in ll11· illttHtrn li<Jn. A H1 ~11al - box, o.nd t he• w1c·kH gu.l c 1 v.1·rc· r·o11 l rollr·d t hc•rr•
"ith \1 u.IA•r , c·u.u~ting unt·qunl lrmcltnj,(.
Himpltl RcljuHitnl( mndHutiJ.Irft iM ~l iio fittNI to r(lgulo.lc• tho from, •~nd lhr, ttignu.hnll.n tltMt·hy fu!'!lt•twd LIH• lu tll· r g•ltl't
Quortz HIJ.IIIItltil,ll I loll hr•lm tric·d fl>r lht· ,,. t·lc·drod eH, "C'TOAA lin tng' of lltr• Ht.L\1. Thr• upJ>f•r 1\W g uido itt of ugo.inHt pc·d~t rio.nH whr•n u. lruin wu>~ u.pprou<·hing. 'fit
IHtl it luu lJN•n found t haf, in H]litP or it I Vllr y lov. f•XJII~I'\IIion improv1•d dl'l' l$lr~ t o tuh nit of 1·~~ty nN·f'ttK v. hAn t·ltlmp;inp; pla.inldT f ()uwJ tl tr· wwkc·l frf'P u11d pllKHNI CJII 1<1 tltf' lin
l'lll•ffkir•n(. Q.ntl 11 HIJ<NIHIIHitl ) (() ll· lrtJII<rnt.llrt• t•hiJ.Ill(l'H, 1l K~Wii. J•'or lh tH )111TJH>141' 1t il>l "N'tlrPd. t <J •~n arm whi£~h !R u.nd W(ll! r·u ugh l by u. lt'ftin . 'Phc1 tnu11 lt vNI 111 tltfl llf•tg h
doc·• not llflfiWN wc•ll. H iH 111111·)1 trtiJrt• brJtllc, llllln p or N\· plv(Jlcnl on ~~ bruc·kc•t t.d trwhNl l() thr, c·c~lumn .
PhtH hourhond , nnd Ht> knc>w t ltut lhc> wic·kc•t~; ~;J tt 1 u lrl hr lo<•kccl
lnin , u.nd iH quir·kl) r·IJfl'()dl'tl b) lm1lc•r w•~IHr . Ju t.ltr· lwi lc·r urrung~mtrml r•nt~hlt•i4 Ut•• guicln tcJ K~l ing c•lt•ur Hllo_uld t.ht• whon a tra! n WU!l a pproM·h iug, lllld lti ~ LcJrd 14J11 p c~ mc> to
dN!t·ribr·d tho ly p(• (J( ,.J,..drtJd r• "",..cl "' not in(luonN•d hy Jog Rtr•ko tltc• ,lnltdll whon buutg fNl mto thfl m~r·htM, the 1 t hl' t"Onl'llUuon t hat to find t.lwrn frf'H wa 11 li lQt·tl inv 1toticm
t h(l 11pN·ifi<· c·orultll'll v ily of lht• WILU.r w1t.hin wid tj Ji m itl!, cJe11ign ~in g ~uc·h that, on the o~>tJI.rt~ r·ti~n Jll.lllliing t;.l<'M, to on lcr on lho line>, and hr, K" vf• t ht• rnnn .t!iiJO damagc14
•~nd ull kindJt CJf \\ ~·t< r, Ht<·ludmg c•ltt mic·•~lly purti1Pd v. nt<•r, tho guuJo " " mg11. ba<·kwe.r.d o.galn , b y 1t11 o_wn WP1ght, and c·c!Hlq, W o would poin t. out tlu1-l t hn c•ontrol of wicket
mny ho \ l loiNJ.
to th(). N>rrc•r·t. snwtr~g p ostt•on. Th ~ lowPr gutdo hM u.IHo gatt>w 111 fl()l a rt>quirr·mfml tJf Pttrltarur· 11 t or t hP Mmi11try of
As will '"' lif'Nt frorn tJH, druwmg given nbl)vr•, tho ~ IIJ>''l'IO.I fl't~t urP, lx· tn~ ~·or.nM·tcd wtt.h a lt>ver for or)(ln m.g Tran14port, b11 t. 1.1. volt ITI tnr) ac·l of tl 1r· rn tl wtt) (·otn p11nies
IJt)ilf•r rnll~ hP b11iJI Ill fltP lt()l·izcmlnJ (orm, whit·h hll.H tit~< 1t11 JllWH nHC) tJH J.H Anahltng nny TI·~UJII P to fa ll t')Pflr. 'Ph til I 0 {LV()id {LC'Cid ont.tt.
iH rc•lc·•vwtl hy tlu· lc•vc r
prtJ\
t·•,
A PRIL
2 1 19:l ~
'l ' HE ENGINEER
)
Provincial Letters.
THE
~:UDLANDS
AND STAFFORDSHIRE.
(From our OWil Corre8pondent.)
Genoa Conference and the Iron Trade.
\VuiLE tho gonora.l condition of the iron trade
in this part of the kingdom continues decidedJy unhappy
and unsatisfactory, it is ploasing to notice the hopefulness
with_'"hich iron and ,st~l masters locally regard the proceedings at Genoa. Th•s week, when Lhere has been little
~n the way of direct trado to engage attention, Midland
1ron and stool masters have beon very keen on following
the C?enoa prooeodings . It would be pretty safe to say
~hat m hardly any of the_ other industries in the kingdom
ts more. to. be hoped for m. ~he shape of futW'e European
econonuo unprovement artSmg out of this historic Con~erence than a_ttaches to the ~on _and steel and engineering
~nterests. It lS fully recogmsed w the Midla nds that what
~8 wanted once more to set. the British iron trade upon
1t.s feet is the stabi.lisi~g of _the European exchanges. So
long as these remam m thetr present, not merely erratic
but \\•ell-nigh d espairing condition, a possibility of doing
a continental business in iron and s teel matters is absolutely "off." I can hardly say that the negotiations
of the thirty EW'opean nations, have converted Midland
trade p~imists into opt~ist.s, but the EW'opean Conference lS undoubtedly havmg a reassW'ing effect upon OW'
manufactW'ers, and I firmly believe the futW'e will witness
a strength~nillg of this more confident feeling. As I
~emarked w my letter a fow weeks ago, the enormous
mcrea.sed production of iron and steel in France dW'ing
the past year has ar oused almo.'lt a spirit of serious covetousness among MidJand iron and steel masters, and what they
now say is " 'anted is that some of these French execu ted
orders should be reaching British mills instead of finding
their way entiroly to our li'rench Ally.
The E ngineering lmpa11e.
A se~io~ viow is taken in this area of t.he collapse
of the negot1a.t1ons for a. settlement of the engineering
tra.de disputo. Disappointment is great that the laudo.ble
efforts for settlement should have broken do~n. On
several occas ions t.here has been full promise of success
and it is trusted this fact will urge the parties to seek fresh
avenues of approach. Whether or not the postponed
lock-out notices will como into operation, and when,
remains to bo &een. But. it is clear that, unless a settlement
is reached very soon, the A.E. U. lock-out will be extended.
On the face of it, there is a complete deadlock. None
the less, it ~l3 by no means certain the situation is quite
as bad as 1t appears, though t he omens suggest, it is
feared, a long struggle. It is the considered opinion here
that the employers havo shown a. reasonable attitude in
offering to give notice " as far as possible " of " material
alterations." But tho t is very different from the acceptance of conditions which might have involved the holding
up of important work and interference with managerial
t\ uthority. It is recognised that the time has come to
end all the artificial conditions which prevailed dW'ing
the war. Irksome restrictions or dictation cannot longer
be tolerated, and it is clear that existing laws are adequate
for the prevention of any injustice to workers. DW'ing
the leisure which the Easter holidays has afforded, there
has been somo quiet thinking on the ill effects of these
disputes on t1·a.tie at t his period, and it is recognised that
were it not for such orupt.ions there would be prospects
of a trade roviva.l. ManufactW'ers generally have made
a. determined fighL for tho restoration of the varied activities
of the n ation, and with absolute unity of aim, there would
be every prospect of thoir success. It is hoped therefore
it will be proved eventually that the long conference has
not been \"holly futilo, and that a way out of the impasse
\vill speedily be found.
Coventry Trade " Boom."
The engineer~' lock-out notwithstanding, Coventry
is enjoying what may be described as a " boom " in the
cycle and motor trade. This happy state of affairs necessarily applies chiefly to the non-federated finns which have
been working at high pressure for some time. Contrary
to expectation, n one of the Federated establishments
has closed its doors up to the time of writing. The
A.E.U. lock-out is now in its si...xth week, but one finds
a fter exhaustivo inquiries that the Federated shops are
progressing, and stilJ giving output, notwithstanding the
e bsence of the A.E. U. workpeople. This is surprising,
and at the same t.ime satisfactory, when one remembers
the general unsettlement of such a pr olonged lock-out
upon a oity of circumscribed facilities in the way of
general trade.
Raw Iron Trade Reviva l.
Smelters are, however, very careful with re5ard t.o long
contracts, a nd aro not. dii!posell to tako them on the present
basii!. Though conaumer·s and merchants are only prepared to buy forward in exceptional cases, some fairly
large purchases of foundry iron for prompt delivery have
been made. Stocks have been allowed to run low, a nd
precautions are being takon against a squeeze. It is just.
possible that with industrial peace nssW'ed, the market
would oxporien('O a rebo•md from the losing prices at
which p rodu('ers have beon compelled to sell. Coke price::.
aro 6.r·m, and a fair amount of buying is going on by
engineers, foundrymon and others who realise t.hat prices
are not likely to fall lower in the future. A few of tho
Derbyshire furnaces 11till quote 85s. for No. 3 foundry
iron, but most of the business put Lhrough rules on the
basis of 82s. 6cl. The quoto.tion of 80s. for Northamptonshire mo.terial has been. shaded, but it has not been ciisplaced. There seems to be a tendency for the stagnation
thn.t has pt·evailod in regard to forge quallt.ies of iron to
yielu to ru.the r moro promising conditio11.s.
Price Control in the Tube Trade.
Price control in t.he British wroug ht. i.r·ou and
steel tube tro.cio has, owing to the severe pressure during
past months of foreign competition, now been put an
ond to. Those fir·m.'l which constitute the Britr'lh Tube
Makers' Association, which for something like ten years
has regulo.ted the price of Lubes, appellol' to have d ecided
that they can fight the competition of Germany, Canada
and the United St.o.tea with moro hope of success if they
are !.roe t o m ako their own prices than if thoy are bound
by a price list collectively declared. Consequently, from
the beginning of this month the Association has had n o
part in prescribing selling rate!l. This district is one of
the chief centres in the whole kingdom for the manufac·
tW'e of wrought iron o.nrl stool tubes, especially of the
superior qualities , and the matter is therefore of peculiar
importance to the Birmingham district. During the Wt\1',
and for some- time after the Armistice, OW' own mills
wero practically ouL of tho export market. T hey have
not iound it easy to recover their old position since they
have had free1· fncilit.ies for cultivating the oYorseas trade.
Accordingly, tltey were given a free hand with regard to
foreign orders !lome time ago. L atterly, they have been
threatened with invasion from the W est., and, to o. less
extent, from the European Continent. Canada, in partir,ulo.r, made great progress, and is bidding strongly for
business in Aust.ralia. and New Zealand. The quality
of the tube turned out, especially by a large Canadian
syndicate, has made a. ve1·y fa.voW'able impression on
British merchant s. Now that the home trade has been
freed from price contr·ol, there are signs that the long
spell o f comparative silence in the order department is
about to be broken Tho freeing of prices was followed ,
almost at once, by many inq_uiries in the Blac k Country
for tho homo market and for export, orders being antiripated from the Continent, South America. a.nd India.
There has been a very distin(;t quickening of business, the
inference being that t.ubo manufactW'ers in this area have
lost no time in making use of their new freedom, and that
they have booked buRiness at p rices more in accordance
\Vith buyers' ideas of CW'rent values than those which
formerly ruled.
Man ufactured Iron.
The position in the manufactured iron tmde of
StafTordshi.r·e anti the Midlands has not been materially
altered, or brightened, by the recent quarterly meeting,
a.nd the stagnation in the Black Country is practically
unrelieved, though here a,nd l·here, it is stated, there are
faint signs of improvement. A chan ge for the better i ~;
not looked for until the engineering dispute bas been
settled. Thero has been a further drop of 2s. 6d. per ton
in common. bo.r iron as the result of the reduction in
marked ba.rs. Tha few other price changes that have
taken effe('t illustrate the dow·nward tendency of the
market. Prices have been cut r ather severely lately,
and this week ordina1·y bars have been sold at the Scotch
level of £11, a price which makers complain involves them
in a ctual loss. Nut a nd bolt qualities, for which there
is not much demand, can bo bought at £10 5s. and fencing
sorts at £10 l Os. Iron gas tube strip is selling at £11 lOs.,
a price which con hardly be remunerative. Little, however, is being <'ailed for in view of the much cheaper
price of steel ma.t('rinl, which can bo secured for £10 5s.
to £10 I Os.
451
courile, little business to be attended to were they here .
Until tho engineers are back at wor k there cannot be muoh
activity in this district, even were the holidays not recog ·
nised ; but this year things are r ecognised more strenuously
than is usual. Very little n otice had been taken up to t lus
week of the incipient trouble in the cotton trade, but t here
seems no~ to be some apprehension that this ro.a.y not be
settled amicably. However, as there is only a matter of
20 per cent. between the disputants, one cannot believe
that either party will be so mad as to bring about a stoppage
for this comparative triBe. We certainly shall not believe
in a cotton strike until we see it. Trade is bad enough
wit.hout this additional piece of folly.
Met ala.
'l'he little spurt in stando.rd copper aee1ns to luwe
subsided again, although one must keep in mind the faoL
that it, could scarcely develop this week, even if it meana
to develop in the future. One has, however, acquired a
habit of disbelieving in these short upward movement.s
simply because they have occurred so often, and have
o.lwaya endorl in the chocking of buying by the consumer.
In former times this buying by the consumer was almost
invariably stimulated when a rise in p r ices took placo ;
that is to say, that consumptive b uying was always bette r
in a. rising than m a falling market ; but this does not seem
now to be the case. In Manchester, which is the centre of
a vast engineering industry, of course, we must make
allowance for the lock-out; but even in America a u
attempt to put up the price of copper at once shuts off
the buying spirit. There were large sales of copper during
March, more particularly for forward delivery in America.,
and it is perhaps the effect of these which is seen in the
present slackening of buying. Apparently the general
view here amongst copper experts is that there is n o need
for hW'ry on the part of th e consumer. The market is not
likely to run away from him, a lthough fluctuations of £1
or £2 may take place. The fact that the recent movemen L
was greater in s tandard copper than in refined indicates
that it was largely speculative. The price of str ong sheets
is not now so extravagantly above that of refined coppe r
as it wa11 ; but the consumer may still legitimately complain that ho iij expected to pay £10 per ton more for flat
copper bott.oms than for 4ft. by 4ft. sheet copper. The
reason for this difforonce is still waiting for e:\.-planation.
The upward movement in tin has not gone very far, and
the view tal<on in the market seems to be that it is not
likely to last. Many people are impressed by the fact that
tin is so much cheaper than it was; but. it is well to remember that the present prices are well above an average ii
that be taken over o.long enough period. We have known
tin to be well below £100 per ton for a long series of years ,
and there is nothing in the nature of things to lead one to
t~uppose t.hat this may not occW' again. It is true that the
conswnption of the metal is much larger t han it was in
the 'seventies and 'eighties ; but the production is also
much larger, and the r eserves of stock are formidable
The market for lead remains very firm, and some people
believe that we shall yet go back to the prices CW'l'en t at
the beginning of the year. There are signs, h owever,
that the Spanish strikes are coming to an end. Spelter is
a fairly steady market, and so far as one can tell the
p rospects are in favour of slightly higher prices in the near
fuLure.
Pig Iron.
The m arket for foundry pig iron here is almost
desort.ed u.nd only a very small business is being done.
Those few buyors who remain a r e open to buy only small
lots, and they do not. express any confidence in the market..
Their opinion, to the effoct that prices for foundry iron
have still to come down, is unchanged, although it is
difficult to see how pig iron can be made much more cheaply
than at £4 per ton, and this is the p rice at some of the
Midland fW'no.ces. Most of the Derbyshire furnaces do
not quote below 82s. 6d. per ton on trucks; but there
have been lower offers of at least one brand of Derbyshire
foundry iron. Of course, until the engineers come back
to work-or it is known that they a re coming back - the
ironfounders of this district are unwilling to make any
substantial contract for pig iron, even if they were convinced that the prices were on a rock bottom. It is always
possible that the Cleveland price might be r educed,
because it is certainly unnatW'al that Cleveland iron at
the fW'naCe should stand at l Os. per ton more than MidJand
iron ; and perhaps if t he Cleveland price were reduced
to 85s. on trucks it would have some sympathetic effect
Buaine11 in Steel.
here, although it would still be unable to compete in the
The firmness of prices in the st.eel marl<et is Manchester district..
maintained, and business is stated to be fairly satisfactory.
Finiahed Material.
Certain steel works continue busy, Hickmans, L imited,
of Bilston, for example, consuming the production of
Nothing is being done here now in finished iron
their four blast-furnaces. The prices of steel billets are
firmer at £7 His. Somo steel firms will not accept lower anti steel, but. the nominal prices have not been changed .
than £8. In fmish erl bars also, while it is possible to buy It. is still t.rue that. there is a good deal of irregularity in
at £9 lOs., some large local firms will not take lower the actual prices paid, and !.here is no doubt t hat many
than £10. Staffordshire steel h oops ate easier at £11 15:; of the wor·ks give concessions where there is a chance of
This is A. r educt.ion of 5s. on the week. Lanca.c~hire mills getting a convenient order ; but officially t.he prices ure
offer hoop:~ fo!' shipment at £ ll 7R. 6cl. f. o. b. F or baling fixod.
hoops they want £14. Wire rods have been offMed in
Scrap.
some ca~es as low as £10 per ton, which is £ 1 l Os. bqlow
t.he price quoted by the majority of the makers. There
The demand for cast scrap is now tlmaller than
is not much competition in steel from abroad, an exception being t he receipt this week by a large Birmingham ever. D ealers quote from £4 to £4 lOs. per ton according
<~on,~umer of quotations for· Belgian joists at £7 15s. to quality, and up to date one does not hear of any good
f.o.b. Ant.werp. This would cost £9 5s. in Birmingham, cast scrap at less t.han £4, although one would not like
as against the homo price of £10 l Os., but the material to say that less has not been taken. In the other classe::.
would not be accepted for many British requirements, of scrap t.hore has been no alteration.
in which compliance with standard specifications is
Manchn ter Aeeociation of Engineers.
considered esbential.
N ot.withst11.nding that there is no increase in
t.JJO pig iron production in SouLh Staffordshire and East
·worceslorshiro, it is l\ most. satisfactory feat W'e that the
munber of fW'naces Lh.roughout. the kingdom in blast
at the end of March was 107, which is only t'vo fewer than
before the coal stoppage las t year. Pig iron production
last month reached 389,000 tons, which is higher than
March last year, and higher than any intervening month.
There has been an almost continuous upward movement
in production for some months past. These figW'es argue
incontestably that whatever the state of the pig iron
trade in Staffordshire is at dat.e, a r evival is occurring in
some, and perhaps tleveral, oth er parts of the kingdom
in the raw iron markets. The figures h ave attracted considerable attention in this district., and have fW'nished
a very favoW'able topic for comment dW'ing the holidays.
1\-Ia.kers of pig iron are finn in their prices, not only because
LANCASIDRE.
the output is being disposed of, but on account of the
general expectation that better pricos will be obtainable
(Frum our own Corre8pond~nts.)
whenever the engineering lock-out terminates. .Moreover,
pig iron hns depreciated in Staffordshire, D erbyshire and
MANCHESTER, ThW'sday.
Northamptonshire more pronouncedly than in the North
Iron and Steel.
of England. There are promising de_velopments in the
'l'HERIC aro vor·y fow member:; of the iron t\ud
shape of offers, tr uly in iRolateti cases, of three months'
oontraote for some Derbyshire brands of foundry iron. metal trades aLt.onding to business this week, and, of
Tho fu·st annual meeting of the new students'
section of the Manchester Associat.ion of Engineers wa.~
held at the College of T echnolog) on Monday, Apr il lOth,
under tho chairman~hi p o f Mr. H E-nry Pilling, M.I . Mech. F..
Tho annual report sta~s thnt the numh~r of students
enrolled nt tho end of December was 188. Tho attendance
at the meetings of the first session is reported as having
been very satisfactory, while the various lectures by
exports in different subject.s have prover\ very instructive.
1\Iu('h crcd it. is duo to tho acting commi.Ltee cornp1 ised of
mcmhers of the senior section of the Associa-tion for
TH E EN G INEER
ioillating a nd ra rryin~ o ut th o nrrnngome nt 11 for th o flr gt
AOS.'Iion, nncl o<~por iu ll y nro t.h o t h a n ks of t ho st~1 Jonts d ~t~
to Mr. Pilling, to wh o11o init ia ti,·o lh<' formnt10n of l h•~
Aer t ion is br~(ll y duo. Mr. Pill in~ h w. nil t hro ugh h<>"n ~ht•
leading s p irit of tho rno,·omont, and ht1s g ivon a d ona.t 1011
of £1 00, to bo helrl in t rust so that. t ho intorc<Jt on it. ma~·
bo u tilised M th<1 ('ouncil m Pv dot<'rmino for the pur c hn"o
o f priz(lS fo1· tho st.uctt•nts.
enc<'forth tho sPrt ion will
h two to s h o uldor its own burdrm, Huhj e,.L to t.h t\ ru lc>s of
tho AH-.ocint ion, ond nt tho mr!.'tin~ rc•f,.rn•tl t o nbovo tlH•
fiN t Rtop in thu~ dircw t ion ''"" tnkrn h~· th" form nt ion of
u c·o m m it tC'c·.
of its rnMnbMH h nvo hfi(l onough of th(\ filo!h t a n d oro
II<'C't'd i n~ from th i~ bocly.
BAnROW·L'>'· F \JJtNess, 'f h ursda y.
Pig lroa.
Thor<' i.:J n o td t.l•ration in tho t on e of t ho hemat 1tC'
p ig iron trade, hut tho poait ion i!-1 f u ll of hoPf>. Jt is
quito r t' uliJted t h ore aro c u~ tom<'rtl in p lt'nl y a~ soon OA
tho locl<-o u t and oth<'r cU11putC's aro sett led. P r<'R<'nt.
cm.lorH arc not. bi~. on cl rw1 in ln m clrNL'I of t oOR i~ot{'ncl
of th ousonrts. ThO\' romo o ft nnor, b ut onl y to au1t tho
immerl iulo requiro~ent11 of cUl!tom orH. Duyor11 o.re not
holdi ng bn.ck in tho hopo of pric·<'S fn ll in~. fo~ tho pr~xont
Salford'• Electricity Supply Problem.
price por ton quowd ill ro,.k hottom, nud u1 not h koly
to como down for aomo timo. Thoro i.'l n qlliot c·onfidcnro
At n 11pccial m o<'ting of tho • alford <.:oun c•l , h l'ld in the d istr ict thl\t rut 11oon 1\>1 induHt ry se tt l<'~ down to
1(\!lt \\l•l•k, tho report of tho KpN· iul l!u b -commit l<'O rece ntly tJt(lf\fly work thoro "ill be a {X'riod of brit!kn<.•!l>f t hat hns
nppointod to ronJiiclc•r and r(lport on tho propo~als of tho not bc<'n Roon for som o time.
f~lt>c t ric·ity (.'ommJt t<•O wi t h rt'AUrd to tho o p pomtmAn t Of
n. <·oMuhing onginc>or in con~1rct i o n ~vith th o oloctrici.ty
lroo Ore.
clo pnr l m ont wal'l conHidMNI. l'ho rhn•rm.a n of t he spccu1l
committee, Alrlormn n Phill i p~. sa id thnl thf' committee
TI1ero iH ju.:~ t o IJttlo lwtlor trtvlo i n locol orc·,
c·ould not rocommcmd tho Council t o clop<'n d u pon 11 h ulk and on o mi n<~ is working full timo. Lo<·al 1 ~ i n~a wi~ l l_>o
Hupp ly fro m nn nut11ido uncltwlo I<in~ to ml"ot futur<' ofleclod uy tho loco.l iron l rtvlo, nnd wh~n p ll.( U'Oil l'l 1(1
clemands for olcct rit·•ty in Solford. E l,..ctric· <·unent wos greater demand t ho minc'l w ill <•quully be irnp~ovcd OR fnr
boing gonf?rototl ut. thu F rodllric·k-roud 111 a tion at 20 por aR bu.riino<;~t:t is c·oncorncd. A rorgo of Sp>~nu~h oro hn."
cont. IC'ss coAt th an Lho p rPRCr\t c·hnr~<' fo •· a bul l< 1'1\•pply, n.rrivPd fro m Bil hno, ~nrl wo may expoct rogu lur arrivuh~
a n d tho co11t o.t. tlw proposed nrw Agccroft s t ali'>n wou ld of oro from ovcrHfln:. in fu tu r<'.
l'X' 25 pt'r c·rnt. Lc•• >1 than nl tho FrNlt'rick-roud slt\t ion .
owmg to unprovNl mnch in'lry r u nn i ng nt l\ lower coal
Steel.
con.~~umption. 'Tho t·ommittc•o h od boon uclvi..c' cl on t h oso
p oiu t11 bv tlw oler·tricnl on~inrc-r.
ll lt~rmnr\ Phill ip11 wont
Tho tJtcol Lmclt· u1 quiet nnd h l(l•l) to ho ( QI' tJO IIlO
on to rofor to the pro poRnlH o f tho Eh•ctric•ty Comm it.teo tin10 h u t. steclmukerA nro opllmisl ic·, a n d lho roil troclt>
for l hn a ppo m tmcnt. of Mr..J. A. Ho lwrt~Jo n ll" <'n~in.N•r to will p rohably imp rov<' when tho fusion o f r oilway!l i11 a n
rloBign llntl di root. t l'o o COMl l'llf'tiOl\ or th o now. Rll\llO~ at <'Htl\bliHh<'d fuct. ond tho m unngem <' n iH hovo Lc.>t>n con ·
Agecrof t al an indu111vo f<•e> of £ I 4.ono, und h•s n ppomt. Rolidnl<'d. At prr:iOJ'' B urrow iij t urnm~ o ut roil", but
mont for twulve mC'\nlh~ U'i c·onnult •ng ('ogincer in con· t hl're iH not. much prom uw of heavy orderH i n tho n car
n ect-io rt wit.h tho c•xil'lting c•lr•<·tr'icity u nclortokin j:{ n.t an futuro. As in tho pig it·o•t trado, ~~ bctt~r t imo i!; corning.
inc h•s ivo foo of £500. H e poinll"d out tho.t l\'lr. Rohort.~Jon
would h~vo c•OnJIJclor o.hlo pny •ncntlt to m11ko o ut of th<'
former swn for nn urchirect. 1\1\d o t her t.or·h ni,.nl WllliHl nn ta,
a>~ woll as fo •· prr•poro.tion of plo.f'UI, spooifir·ntiOIU!, q uan ·
t it icf.l, a n d <:onditions.
AftC'r somo discW:Ision it. wu..,
::> HEFFIELD.
d ocidocl that fornwl a pplic·!ll ion sh ould ho made to tho
F.loct.ricity Com rniRMiOM•rH for 11nnction to p rocC'ed "ith the
(Fnnn our OWl~ Oorrupoud.ent.)
E lect r icit y Comm it.t<'O'll H<'ho ulo.
Holiday Week.
Soutb· Eaet Laacubire Electricity Advieory Board.
(!~N J·:nAt.LY Hpt·ul<ln{l. l·hO Eut~lor Hlop pugo in
Tho E lettri<·i l y ('onunts'llOJ\{IJ'll, aft N conHid<.•ri n~ t ho lo<·al <•ng inecr ing o.n cl s te~l wor k!! boga.n on T h ursday
t hn cvulenc·o g iven t~t. 't lw i nq uir.) lwld in Mo.nch e:ilN in in lost Wl'ek. ond w1ll o>-lMd till ) tonday or Tu dny
Jun unry laat, reqpN·ting tlac1 formatio n o f tho South-East noxlr- a ctrcum s tonco t.hn tin •ll~ol f an.~~worR th o oxnggoratod
T.o.ncaaniro J~ lo<·t.ric· ity Atlvil'lory Boonl, n nnou nro thnt and promnt uro re po r t'! or a revival t hllt. huvo boon circ·u·
they nro propurf"tl to ml\ktl n~ orrlor C'rnbo~~ing tho latod dunng t ho pa!il- fow duyH. Sht"fTi<•ld . at n ny mte,
l\ITOne(ttll\(.'lllH \\ hic·h thc• ('01\StltUCII\t authOrltlCI:I ha~o furnish('S littlo ovidon<·o of llllC'h u r0vivo.l, though, 011 hal4
ugrcod to carry out. It ''ill bo remom~orNl that tho di d· recen tly boon p ointed out 111 t h ill ro lumn, t hero iii u
trict. ornbrncotl hy the 1'1<'110m o ulllo 1nc ludc-ll parts of diHtinotly moro optimU.tic f<•<'ling in tho o.ir. A Cow
C.:ho~hire and D !'r b\ 11hi rc. It. oxttmtl~ from Wignn on tho of t ho works reopened nrtM u rom parativt•ly b r wf holidny;
weal to t.h o P e nino Hl\llgn on thf' cast , nod from Turton· \'ickcl'l4. for inHtanco. roswrwd on "'edn~duy, whilo
R amRbo t tom·N'ordcm.\ Vhit'' orth on the nort h to K nut~tford at. St.ool, Peoch lind T ozer's o.n d nt (;ommoll Laird und
on the sout h . ThiH urNl h ll.i n populo lion of ov<'r 3,000,000 Co.'s tho t!tcol-molti ng departments hod only Monday
aud contains 10 rx·r c·enl. of tlw t•lf"ctric·nl p lnnt in tho aH 11 h oliday, w h ile Sheffield .l!" orgo . was a.mong o. ~ow
whole of tho Unil<•d T<in~dom. It i!l tho most intoMely which cloqed for a cou plo of dnyH. 1t 1s n Allt J.-.fttctoJ'Y lllgn
i nd ustrinl t\roo. in t.hu country. Tho <.:ormniiiHionors con firm t.hat. tho mo11t nct.ivo dCipartmonttl aro the ~:~teol f urnacoll.
the o.reA. provi•liOntdly cl(ltNmiocrl, HubjN·t to the oxc·IURion Even t here, howovor, tho bu>~ino<~<~ c.liHtribu ted is very
t>f I .yrnm ancl H uycloc·k. oncl tho inrlus ion of Adlington, " patchy.'' for t.horo 1\rO fi m l8 t ho f~O(lC'O'! Of wh!<' h
B uxton , Mac·clcRficld, B ollington . New )J ills, YrordslCIY· ''oro id lo t-hrougho ut tho Wt'(.ll< pr{lcocllng EnMtor. while,
c um· Whnloy, t.ho r urnl d iHtric·tR of 1\1arcloRfiC'Id, H nyfield, on tho othor hnn d, thero wero odd inKlnnce::~ ut \\ h ich lh<'
und D isley, nnd n number of paris hoR hot W<'<'n C.:hi n l<>y, m on had the wolcomo pr1vJil>gO o£ ''orking through
Chnpol-en-11)· Frith, Buxton, and Miller's Dol<'.
Til(' tho holiday p~nod. A lt hough f rom nn llt'tu.al nolling
Wldor takors and loc·n 1authorit if's were a lmo11t un a n imoUBly point of view t ho poHL for Lnight hll'l boon nbouL tho
o ppoRPd to tho cr<'nt ion of n Joint. Elot· l ric· ity Authority. worst on record. thoro iH an incrooMing inquiry on tho
D istric ts po~mo~sin~ 96 por c·ent. of tho rntf"ohle vnluo o f pnrt. of pro<~pcct ivo ovorsoo<~ C\Uit-omcr~. nnd t.hero i11 a.
tho nrN~ con c·orned wCir<' in fovour of tho Advisory :Roard. gMend oxpeota.tion tht\t wit.h o. sot.t.lomor~t. of t!'o MgiUndor tho conHtit ut ion c.f the fiot.trd ovMy constit.uon t, neers' di>~pu~ there \\ ouJd bo almo11t .'m mcdmtcl~ a
1\uthor ity propos!ng to c>-lc,l\!l or ult C~r it R plfu~t or rn~• in boom condition 1n local trndo. At the tun<' of w r•t•ng,
trunHmi.tMion lin~'!! or to t'OJ\Iil rut·t u J\IIW gl•ncra.tm g station howovo r, t hi~J iK only a pros p<•ct, o.nc.l thoro '" little HUb·
w ill be roq u irod to Hu bntit to tho B oord p lan!' u~cl e t-.li· lllnntia.l foundr~t-1 on for rejoicing. E ven t ho roporlod
mnl<'A, in orclor t hnt t ho Bonrd muy dotoruuno •f such plncing o f t ho nvo mill ion pounds' wort h of ltoumnniun
''orkh aro in the intert>s t of tho cli!ltr id a!! a '' hoh Tho milwuy ord<'rtl M'c·m-. lQ host• loft • 'lwffiold out m tho
Hoard will h ave t ho r ight of rnukinJ{ rC'rommPndntions. to rold 110 fnr •~t nny rttltl, Ul'l uny d i r<•ct. int(,r('~;f, tl! c·on ·
' uro to
c·onslituent. author it ics upon nny m utt <'r <·ormec·t NI w1Lh cor nod: though .r. u11 H<Wm H IJkoly, b oardmoro"
tho improvomont nrvl dovt'lopm<,n t of tho .iuppl y of <'lee· got n big shuro of tho work: \ ' ic·kors •• w ho 0\\ 1\ 0\'0r oo.o<.JO
tricity in tho district.. The const itu<.1n t uut horit if" "ill I ~ of tho ordinary RhtlrCi 1u tho 01o"gow concern. will
ohligccl to c·arry out t ho rC'co mmendatio~ of t h~ Boa;d, doubtlr'IH provtde sorno o f lllll ma.tcri1\l roquin•d in t.ho
1411bjc•<'l t o nn importont. Aaf<·gu1u·d agttmt:tt t ho1r bNn$( col\Htruction of tho locomotiw•<~; and if, u!3 i11 liug~ -.ted,
involvf"d in eopilnl expend iture ogo irlflt thoir "i ·~h<'H. ThCI wagons und ~rriagos a ro oiRo to bo supplied. other
( 'o m m.it:tsionorH, in onnouncing their npprovnl of th<' Sheffield 6rmt! wi II in a ll probo bi lit.> pMticipato. ~hofl\ol d
,.,.h(lmo, exp roHs somf" douhls on vl\riowJ point,., Auc·h n!i llleel nnd S hoffiold·ml\do L<>oiH would 1\lmol!t. of nocol!~ity
whelhor cort ain p rovi11iont:t will 1-nnblo suffic·iontl~r com- bo r<>quired on o. conl!idornhlo t!Cu lo i n the execution
p rohon.'livo workli to bo u.nclorlakc-n. TI1ey ol11o point out of o.n y such cont rac t.
that the num~r o f roprcst>nlntivos on t he :Ronrcl i11
u nnocc11so r ily la rgo. Tho ordCir will induclo proviHion for
Staiole11 Steel Cheaper.
t he suhmi!i<~ ion hy t.ho Dourd of nn 11nnunl r<'p o•·t. t.o the
Cf}mm i~i on(•rs.
A r •<·on t reduction in the price of KluliiiG:ss t:ttool
hus further Ht imulutNI this b run ch. which a lmost. alone
Crieia ia the Cottoo Trade.
umong local i n dUJJtric ~ hu-. m o.intainod it'! fu ll aoti vit.y
scarcely affcctod by t.ho prolonged doprr-4l!ion. A develop·
Jn Hpito of oil th<• c•A'orlri '' hid1 httH• bt•l•n JlltHll• mcnt. which will s till furtlwr oxl<•ncl th<' wido<~prood
in N>nfPrf"nc·o to ll<•lt lo ll10 \~ttg<'H q uol4t ion in l he c·otlon
i nd ul'lry. no o groomun t. bot wee n lh<' C'mployMs one ~ tho npp l i01~tion of thiH. lllool i11 it11 mt\n~ • f.nct.ur~ i.n a form
Lhat give~~ it. I\ ct•rlalll tunow1t. of olu!!tl<'~t.y i . 1l 18 cluunod
trocln uninn~ hi\R ht•~'~fl orriv('(l ttl, m·~otint ionH huving
t.hot. ~~ knifo IJltulo ml\dO of tl u" mnl<•ru1l, 1f bont. almo~t
c·r,v.ecl, oncl n romplc•lo Htoppu~· · of work c n
pr JI 20th
dou blo. will 111)l'ing bac k to •ts original ~:~ht\po irnlt.antly
\\ 111 ('l'\8\1(' Ill\ fORI! th11 Kh jtht dillt'l c•nc·l' hot WCI'l'\ thO (•On ·
without having in o.ny WilY im pt~irtld tho quulit.y of t he
tonrli ng pt\rt ic-A rou l)o acljuHlt'll. Tho om ployorl'l' original
bludC\. Tho mt~kol'rl c•luim thnt b.) lUling thiH s t<·<•l for
clf"man(l wo11 for n. rc•duc t ion of 7G per <'C'Hl. on Atnndard
bladCJ~ tho porcentugo of " \\U!IlC•I'r! " will bo very coorn t<.•R, or 30 . (i per c·cmt. on c·urron t mt I'"• '' h id1 is eq 11 i volon t
Hidora.bly redu ced. 1\lulcor11 of rustlo>tll i ron nro doing on ly
to fihout- c~. I td. in t ho pound. ThiH lh<'Y hiiVO n?w lower('cl
lQ 1)0 per C()J\1., or ~bout 4 ~ l ei. i n tho pouncl. rho opera· n m oderato nmount of bukli nott-~. 'l'ho Htain-re!liHt.ing
tivr·R l'ltnr tl'd 'dth nn ofTt•r to o<·<·t•pt 1\ rl'clurt if\n of 25 (Wr nickol alloy rnnde up into ripoon.s a n d forkli and many
''<'"'l. nnd huvo now miHNI 1t to JQ por t·ont .. or 3H. 3d. in other t\rtic lc"~ of hoUHohold utility, to whioh r fcron ce
the p ound . Th(\ pur tiPH c·onrm·nNI in t h<'H•• oe>got.mtionA hM proviotlllly boon made in Lhis column, Htill fmds o.
c·om prise u ll the f• •cllwa te tl t•mployCilrH Hpinne rHoncl n t6nu· very rondy m a rket. I n the g<II\Ornl c u tlery trude. howovcr,
factu rers--tho oporntivt! Rpinn<'rs unci plL'<·l'rt;, 61\(l tho bus inO'Is ill vory dull.
\\ orkers in all clopl\1'trnont ~ or WNWing. A Itog t hAr thl'llu
SmaUer Special Steel E xpor t.
opert~oti veH numhor m oro thon 300,000.
'«
.
The Eogioee riog Lock-out.
As thf· <·onforonc·f" on I ho q ucst ion of ma n ngo.
mont, hPlcl on Frido.y lo!lt, come to an unFiuccc-'"(ul ond,
tho po-;it •ou in tho ('nginrerin~ m~l ustry i11, bud , ond. 11
r<lll\11 inA tC\ bo SCC'n whoth<'1' t lw bm ploy~r~~ Frclnmt 10 11
will t11kf" 1111y fu 1tltM HWP"· A lt hnu~h it iH aoicl th nt th <'
A. E. U i'i pr<'p nring (or a long t!l r·uggl<', 1 h ear t hat. muny
)
heffield cannot den ve much sat18faotion from
the country'~:~ trading figuro11 for tho first quarter of t he
year, which s how Lhllt. special steels -in which Sheffield
is moro parLiouJarly IJ\torElt4tcd- woro exported to u total
of 10 16 tons uH compurocl w1th 2370 toM in t.ho firtlt qttart.or
o( ltlHL yeur , r~ncl !30 I tonH 111 I he corr o11pond i ng po•·iod
in J fi!W. f n 1ron 1\nd lilt't•l ond tiiO.nufnoturNI t.IIMcof
tho rot urn ill 1noro encouraging, tthow111g a t.ott~l of 77~. 700
APRIL
:ll' L9~~
tons expor ted, practically t h o anmo as in 1920 (773,584
tons ), while las t yoor 's figure was 648, 10 1 tonH.
Unemployed and Colliery Developmeate.
Tho lato:it rot.urnl'l from tho 1-\hofli<.•ld E ru p loy·
m cnt. Exchn nge tJhow a 11hght dcc·roo.so in t he n umber o r
persons uncm ploy<'d n ncl o n shor t t imo, thoug h t.ho t otul
is 11till j UHt \Lnd<'r 50.000, o f whom 30,00() u.ro m on to tully
u ne m p loyed . T ho c .or porntion iH put.t i ns i n hand a notlw r
big r ond coMtruc t•o u 14Chom<'. wh1ch w JII co-.t. a b out
£70,000, n n d t horo nro ot.hnr rou.d w iden ing nnd tmmwuyM
oxl(lm~ion I!Chcmos a.lroocly in ha n d w hich to somCI oxtou t
m itigate t ho dil!tr<'iff. A {ow ~ i lcg ?ut,ijido t ho c·•lY ~h<·rc :
iH prom iHo of wor lc for Komot.hmg .hko I!Ovon t.y or e •g.h t)
t hoURa n d mon 1n conuoction w 1th oxtonf.!JVO oolltory
devolopm onts in North ~ott . Thi >~ i~:~, how<'vor. looking
r11thor a long way ahoo.d. bON\UH<'. it conte~n pla~os t-ho
com p letion of a ll Lho ~haf ts now bolllg 1mnk •n thtH coal·
field. Thoro 11ro now pits o.t BoiHovor nnd B u ltorl <•y, and
s h a fts a ro also bo•ng sunk noo..r W orl<Hop n~d Sh ireb~ook.
a n d b orings in va r ious p arts of tho Dukor let4. n ro stud t u
yield very p romU.in g rosu l t~. A t Bolsovor a ftno soom of
coni 6ft. thick hal! been ro u nd ut t\ dopt h of 640 yard~.
Tho now p•t will bo one o f tho mos t up to dato in t h o
country. a nd w hon in f u ll worki ng ordor will bo ~pab l u
of a.n o utput. of •lOOO tonH por d•~y. On t he oth(lr HJdo . of
tho city, Nowton. Chamborn and Co. r<•port tho cl osut~
of t hCiir Grange (;ollicry. a n d att ribu te the row.o pa r tly
t.o " t he onormolUI coAL 'ror· rat0::1 in t.ho R otherhnm aroo ."
, h c•ffiold Ga~t Compuny hllH n otified a flU'the>r r<'duetion
in t ho prir<' of gn'l, whic h is n ow to be 8 2 / 6d. (>M thorm
in tho OOHC of domo'!LIO Ku p pliel!, a u d n fu ll p(luny r ed uction (to 8d.) for indW:Itr·iu.l purpOKOfl. Thi1:1, it. il'l staf.?d
iH t ho lowo'!t pO!if.lib lo p rico a long ll'l coni romo.m.a at .'t"'
pr •s(lnt flguro. T ho <.oal po ition lu\tJ n ot changed du n ng
thn paHt wook or f.,vo, but. t horo is u Alight hardening
l<·•Hic,ncy.
NOR'f H OF
ENO LA1~ D .
(lt'rom our CIW1l. Oorrupond.enl.)
The Trade Poeitioa.
Trn:n1~ h nli
lw<~n 1oo ulUtPJ'Ui l f·lmn,l.(o
in tlotl
indttl'llrinl a n d tt·acll) ontlook in tlw North of En~lnnrl thi11
week. TI'o vnriouA markf't'! hav<.• beC\n v<•r.) quil't :40 ftu·
M home husi neM iR conc<'rnrd , hut. thPro h uH h<'c n a m uch
boLt 01' t.On C' ill T1'1:4p0C:t of OVC'f80014 . l_I'I\C l(l. li'OH 0 nd Ht~<•l
man ufacturer~ ore now •n a pOKthon to compote WJlh
<·ontinental pr oducl'rs, unci nrc rt•c·Pivinr:( u fnir Mhtuo C\r
t ho orrlMA thot aro being plncl'd. l n tho ho m o tnuJo con ·
f1tlonco hnH bran f•hof·kcd hy I h o It~ hom· d i11putr•"' u nc.l now
bu11ine!lJ; ill being\\ ithh<'lcl.
Clevelaod Iron Trade.
A It hough t h<>ru iii ~;t iII It c:oHHicll•l'!' I •I• • ltw k u.
<•onfirle n<.·o in tho out loolc m tho ( 'lovelond p1~ tron t mdt•,
n11 Hhown hy abl'lonc·o o£ inlc rcl'lt in th o f?l'ward. po11itiou ,
tlw pr<'!iOJll situation c·an I occ<.•ptRclns fn. tr ly AU.l lllfa.c tory,
hu ving regard to I he di.-.t urhing m fluenc·<•H. 'J}w whole o{
tho outpu t it~ going into imm cd into conHtnnpt lo~, ond t~1o
probability i~ t h i\L will• u s<'ttiNnc nL of Lho m dugtrwl
t rouble~ at. homo ond n rcwi\•nl o£ tho horno demand rnoro
furnacc11 would hovo to l.x1 put into OfX'rt\t ion . 'f11ero i11,
in fnet n ll<·arcit v of iron nt t h<' moment. ~ Jost of t.ho homo
round;i,.." i t i.s t~uCI oro !'it hl'r itllo or wor·king with rc•ducod
stall~. on;l oro cont~~quently u'iinu: \'l'l'Y lit :lc• pig iron; hut,
t ho r-e port branch of tl1<' tmdo iR rlinpl!"~ inj.( n ~ood de~l of
nctivity uncl hNtVY 11hi p nwnta Ml' hrmg mndo lo vnnou~
pMts or' tho world. 1£ tho N_tginc•OrA got hnck tO \\Ork th~
po~ition would soon VMt ly l mprO\C', nnr~ more •ro n than
; 11 1\t prNIC'nt \)(ling mod<• wou ld c·c.rla•nly ho '~ant~~l .
Pl'icoa u.ll round 1\1'0 vcr·v firm.
v •r·w of r('d u<·LJOJ'VI 111
tho ' '' ll$!(.11! of bla<~t.rurmu:(' mon anrl iron oro mirwr11 a s light
r(lvis ion ir pig iron pric<''l is f"XJ>I'Ctc tl, but h a.a not- y('t. boeH
m tu lo. I t itJ poin ted o u t th11L t ho roclu<:t lOM roproso11t
110 m oro thon n vor v amnii savin~ on n Lon o f pig iron. n11tl
ot her cot~lll OriJ s t ill C.xcoptionnlly h i~~:h. No. l oml Hili<'l'()IIH
iro n nro quoted at 9!iR.; No. 3 Clovelnllfl 0.)1. 13., 901'1.;
~o. 1 f l) unclry, 87A. Gd .; No. 4 forge, 85H.; l\JHI Jnottl ud
und whi 1 ' '· 80s.
I''
Hematite Pig (roo.
The corditiouH in thl' Eost ( 'ou~t. homalilo pi).(
iron tmdo huve n ot. unrlorgono nny ma.lorifll chnn~o d\lr~n~:
tho wee k. F or t.ho mos t port. homo !.'OnsumnrA aro oporat m g
VI"''Y coutiOIIIIIy ond orn n ot J?looing. a~y ord~rs of gr~ot
volume hoin~ c·ontc•nt m (•over mg th"tr tmmedtato requtromonts. 'Tho foro1gn domtlncl, hO,\C'Ve r, J 'i still quito ac· t iv<•,
and hc>nvy t~hipmonl'l continuo lo bo mude to Cormany
nnd othor con tinontol counll'i<'s. Thoro hM boen n o
wcokeninj:{ of pri<'l'"'• whic·h romoin t\L 971'1. pt•r ton for mixt•cl
numhor11 nnd 98s. for N o. I.
Iroo· makiDg Materiala.
Tho p oHiLion in tho fomign oro l rndo hoH h •co!"<'
complic·alNI by rrn'!<>n o f th out break oft\ gonMallltr •kt'
ot B ilbao, whit'h i:i likoly to ufTN·t dolivN' l('l!. It. il! unch·r ·
Hlood t.hat 1\ll offMI'I of ho~Jt Huloi() ore louvc• lx-<•n w i thdrawn
ponding a set.Uornont o f tho '!trilw. In tlw mot~nL ime trodo
is being ctivertod t o North Afrie:n. Thcl!O 11\t.t<'r or<'s, ho'' ·
o,·or aro firnwr in prir<', nod froi~ ht!S oro Hll•od y at "·
Tho 'cok e rnn r kot i"' not l'IO Mtront:. but no chnn~o in pric·<•-.
i<~ roco,·drrl, goocl D urhttrn furnnro coko hoing Alill quo ted
at 28s Gd. to 20s. per t on dt>livc1 od nt. t h o worl;Ji.
Manufactured Iron aod Steel.
There are no uvlication.s o f any impl'ovomant m
tho mo n \lfncturerl iron and storl t rade. Tho sh ipyard
st ri ke hM furthe r accentu n.tocl th(' deprl" s ion , nnd mills
Pngoged on rolling s hipbuiMing material ha "e censecl I o
opt>rato. Thf'l rlom and for othor clnAsN4 of RLO(Il, s uch u~
<·onatruc·tionn1 ond r uilway m tdor io 1, ill nlt!O oxt rNnAly
quiot. M nnufo<'Llll'<'rt~, h owovN, Mhow n o cli11p<> it ion to
cut prices.
APRIL
TH E ENG I NEER
2 1, 192?
The Coal Trade.
.
The Northern coal t rade retains a ll its recent
strength, and the outlook is regarded aa v er y satisfactorv
in view of the large nwnber of inquiries at present unde'i·
consideration. The most important is that of the British
Admiralty, which is iD the market for l.lO,OOO tons of best
steam 'coals, 60,00~ tons of which are required for delivery
to the dockyards m r,guJar weekly or monthly yuantities
ove1· the whole of the fmRncial yeo..r ending Mo.rch 3 1st,
~ 923: T enders have heen suhmitt.ed with respect to an
mqull'y for 45,000 t ons of best st.eams for the Norwegian
State Railways, for deliv0ry in May and J une. Another
imporiant inquiry is that of the All-Ruseian Co-operative
Societies for the !.<upply of 25,000 tons of best steams for
Hhipment from the date of contract up to the enr\ of
October. Thus the bookings from May promise to be
heavy. ~t the moment business is curtailed by reason of
the scar c1ty of supplies c-aused by the closing of the pits
over the holidays. All classes of Northumberland ste11.rus
are firm at recent prices. The call for gas coals is as full
as ~ver , the ~ore so in the case of primes and speciaL'!,
while for all kinds of secondary gas con.ls, together with
overy brand of coke, there is at present a very fair a nd an
apparently improving outlet at good prices. B unker coals
are in brisk demand, a nd for anyth ing in the next few
weeks the prices are very firm, bests and superiors r.eing
exceptionally t ight. The coke poRition is distinctly brighter
for foundry a nd furnace coke, and while best beehive is
steady the demand for patent o ven coke is much heaviet·,
with prices now definitely stronger. Ga-s coke is also a
shade more inquired for, and values are modemtely stead y.
SCOTLAND.
(From our own Oorr6spondent.)
Continued Depresaion.
THE industrial depression is as p rofound as
ever, and there o..re no definite signs of improvemen t .
As week follows week fur ther r estrictions in trade become
•'-ppa.rent, and now b uying on all hands is meagre in the
extreme. I n most trades the small p erceotFtge of output
i::> more than s ufficient for present needs, and still further
curtailment is unavoicla.hle . This is borne out bv
the
•
report that some !.<mall colliery concerns h l\ve derided to
dose down until an improvement sets in and prices are
again on a more r emunerative basis. B etter times o..re
hinted a.t when the engineering crisis is at an end and
business which is h eld up meantime comes into th~:~
market. Row long it w ill take to r estore the nc.>cessary
con fidence in the m R.rkets is, h owever, a debatable point.
B uyers have wait.adlong to discern this feeling of security,
and on more than one occasion their hopes have been
dic;pelled. Only a. fuller return to pre-war leYels of charges
will ennblo home conswnerq, to say n othing of foreign
buyers, t o suppor t home productions.
New Business.
Among the roports of genE'ral business a.re the
following two contrac:ts :-The Stirling Boiler Company,
Glasgow, at present engaged upon the complet ion of boiler
contracts in Edinburgh and Shanghai, has received from
the Calcutta. Electricity Corporation an order for two
boilers of 60,000 lb. each. The cost h m• not been divulged,
but w ill run into several thousnncls of pounds, as t.he
boilers are of unusual size. P. and W. Anderson, Limit.ed,
Glasgow, are to commence immodit1tely the construction
of a now h all at Olymp ia, London, the ap proximate cost
of which is £ 150,000.
Loss to Miners.
Through the withdrawal of the snfet y men at
the mines during last year's strike, the damage clone has
cost to date about, £250,000 to rep air. Mr. M'L aren, a
late Ins pector of Mines, p oints out th11.t under the agreement the miners ·were entitled to 83 per C{>nt. of profits
a fter certain items have been satisfied, and the miners
in Scotland have lost almost £200,000 in wages already.
" In other words," 1\l!r. l\I'Laren said, " the losses occasioned by t h e withdrawn! of safety m en h avo fallen back
on th e workers themselves."
Pig Iron.
The ouiput from abo ut twelve furnaces ~tt
present in operation iq more than sufficient for all demands .
D espite price concessions, stocks in makers' yards continue
to grow. The Glasgow pig iron "ring" met again during
the week, but onco again the session was a short one
and no business wa.s done.
Steel and Iron.
The position of Lhe Scotch steel industry is as
unsatisfactory as evet·. A large p roportion of the plants
is idle, the loss of home a n d foreign ordei'R being severely
felt. 8oroe concerns have done their utmost to maintain
an app<1arance of comparative activiiy, hut tho breal.:iPg
point is almost reached. Stet>l platt>s a nd section a l
material o.re doing next to nothing, ancl it is questionable
if a. drastic reduction in prices would bring out an addition
to busin~ss a.t present. Black and galvanised sheets arc
quiet again. Out of a. fair number of inquiries received,
only a very small proportion is resulting in definite orders.
The la.tesL reduction of l Os. p er ton in malleable har iron
baa had no effect so far. Both home and export inquiries
are of little account. A little comfort is found in th e
report that some consumers a.t home and abroad have
experienced t rouble with the continen tal material, and
ma.y t herefore probably be influenced in favour of Britillh
material when they are again ready for supplies. Wrought
iron and steel tubes are very scarce of orders.
Coal.
The Scotch coal trade sluu·es in the general dep ression. 1\-I&rkets are dull a.nd eupplios n.re in excess of
r equirements. Indus t.rial con cerns, railways and gas comp anies a re purchasing in small quantities for immediate
consumption, and with supplies fairly abundant prices
are subjected to cons iderable cuttin_g. House coal is in
p oor demand also, and prices are stili on the decline, and
to-day range from Is. 6d. to l s. lld. p or single rwt.,
according to quality. The collieries in Fifeshire and the
L othians have had fair orders to work off, and shipments
still show a comparatively good total, but tho drop in
foreign dem ands i~ beginning to manifest itself more
severely. Outputs hA.ve been good, ancl colliery s idings
are becoming congested with wagons loaded with unsold
fnel. Consequently idle time is on the increase Aggregate shipments fot· the past week n,mounted to 216,64~
tons against 252,9 13 tons in iha preceding week, a n d
324,572 tons in the same wt>ek in 1913. Nominal quotations show only a small recluction, but for mosi descript ions cheap prices can oa.qily be arranged. Single nuts.
pearls, and best navigations are the only sor ts to r emain
firm.
45 3
last from the T ransport and General Workers' Uruon that
an agreement had been arrived a.t with r egard to the
chemical workers' dispute in South Wales, and that work
was to be r esumed immediately. The strike has been in
opera tion for about seven weeks, and the Swansea and
Briton Ferry districts have b een mainly affected. I t is
reported that the points in dispute are to be consider ed
immediately after work has been re-star ted.
Steelworkers' Wages.
It is reported that the ascertainment of ihe selling
price of steel bars shows further fall from £7 9s. lO!d. to
£7 l s. lOkd. This means to steel workers, whose scale is
based on a selling price of £5, a reduction from 231 per
cent . to just over 20 per cent..
Rumoured Amalgamation.
The report is ~urrent that negotiations are in
progress for the amalgamation of th e Powell Duffryn
WALES AND ADJOI NI NG COUNTI E S.
Steam Coal Company, L imited, a nd th e Tredegar Colliery
Company, Limited, but no confirmaLion is forthcoming.
(From our own Corrupon"ent.)
B oth companies are strong and well-establisher! undertakings. Two years ago the Powell D uffryn Comp:1ny
Coal Trade Position .
acquired the Rhymney Iron Company by an exchange of
T RE holidays are accountable for the complete shares.
absence of any d evelopment or feature that is new in the
coal trade.
The conditions immediately before the
Current Business.
vacation were v ery firm, and they were expected to be the
The coal market. has not properly settled down
same on the reswupt ion of business ; but, seeing that the
men in the coalfield were not due to re-start wor k unt il t he after t he holidays, and it is fully expected t h at matt er s
Wednesday, there was not much prospect of operations will be very quiet until next week , when t h e owners will
bemg resumed in the commercial sphere before the end be able to gauge better what coals they w ill have a n d
of this week, particularly a.s t he colliery salesmen were whether they will have a ny to sp are. I n a ll the circumnot inclined to look at fresh business for p romp t shipment, stances prices are little more than nominal, but there is
as most of them h a d filled up their books for this month. no diminution in the firmness of tho market generally.
T he holidays invariably mean practically the loss of a.
week's output, and there is generally a disposit ion on the
part of the colliery salesmen to hold off for the r eason that
t hey do not know exactly what coals they will have avail- INSTITUTION OF MECHANICAL ENGINEERS.
able. Many collier·ies are already overstemmed, so that
they will require all the coal they will have produced this
month to meet their obligations. The market is fully
PARIS AND LIEGE SUM.M..b;R ~1EETI NG, 1922.
expected to keep firm for the remainder of this month and
A-s intimation having been received from the Liege Associat he early part of next, although many middlemen have
tion of Engineers that the opening of the International Scientific
held the view t hat the inquiry of late has not been sufficient Congress and Exhibition which it is organising to celebrate the
to k eep t he market at its present level much after this seventy-fifth anniversary of its foundation, has been postponed
month. The strike of the American miners has introduced from June li th to June 18th, to suit the convenience of his
a new facior, and although its effect a.t the moment is Majesty the K ing of the Belgians, who will perform the opening
more sentimental t han real, still its continuan ce will ceremonies, it has become necessary to rearrange the prograromo
result in business coming to this district from Canada for the meeting of the In.stitution of Mechani cal Engineers.
a nd other quarters usually supplied by the Americans,
PROVISIONAL 0UTLL."J!: PM ORA.~ (REVISJ!:D ).
and this will comp ensate for the comparative dullness of
June 12th.-London depart for Amiena, spending
business so far as France and Italy are concerned. Cer- theMonday,
night at Amiens.
tainly coalowners and exporters-are paying more attention
Tuesday, June 13t/I.-Morning: Visit Amiens Cathedral and
to the possible requirements of markets which have n ot town.
Afternoon : Amiens depart by motor cars vi4 the devashit herto looked to South Wales for t heir n eeds.
tat.ed area for Compi~gne, and thence proceed by train to P Aris.
W e<lneaday, Jun~ Hth.-Morning:
Business meetings.
Dock Working Hours.
Afternoon: Visits to works. Evening : Lecture by Professor
Coker.
Last week agreement for three months on dock
Thursday, June l 5th.-l\Iorning : Business meetings. Afterworking hours was definitely fixed up, a n d under· this noon: Visits to works. E vening: ln.stitution dinner.
arrangement it is hoped to get a full eight hours' intensive
Friday, June 16th.- Eithet excursion to Fontainebleau or
work during each of the t wo shifts worked. Agreement visits to works near Paris.
V~-as also come to between the employers' a n d the trimmers'
Saturday, June 17th.- Paris depart by day train for Liege.
representatives as to the hours to be V~-orked during the
Sunday, Mon<l4y and Tuesday, Jun~ 18th, 19th and 20tlt.holidays. One of the conditions was that on Thursd ay Liege
International Scientific Congress and Exhibition, visits
last a ll work was to proceed unt il 8 p.m., and t here was to works, social functions , &c.
also to be work on Saturday up to noon, wit h an hour's
Wednuday, June 218t.-Liege depart for London.
extension in the case of vessels that could be finished for
sailing, while work was to be reswned after t he holidays
on Tuesday. The reason for t hese arrangements was that
sufficient empty wagons might be provided to enable the
collieries to "Work properly. Unfortunately, everything did PERSONAL AND BUSINESS ANNOUNCEMENTS.
not work out as had been expected, owing to the action of
the tippers at Cardiff, who on T hursday last stopped work
Mn. F'lu:v SHAW, late technical manager and chief designer
at five o'clock except in a. few cases, in which they agreed for Messrs. W. Robinaon and Co., electric hoist manufacturers,
t.o continue on up to eight o'clock where vessels could be of Birmingham, has now started in business at Guildhall
completed ready for sea. and in respect of which instan ces Buildin~, Navigation-street, Birmingho.m, as a consultin~
they demanded over time payment. This action on the mechnrucal and electrical engineer, and also as a manufacturers
part of the t ippers rather nullified t he agreement come to. ngent.
Their contention was t hat the agreement had nothing to
do wit h t hem. The management pointed oui that they
\vere entit led to eight hours' work in ihe shift, and that in
CONTRACTS.-Glenfield and Kennedy, Limited, of Kilmarnock,
agreeing to close the docks at 8 p.m. they were sacrificing have recently received from His Excellency the High Comtwo h ours. Furthermore, ihey had no authority to agree missioner fot• the Union of South Africa, London, an order for
to the payment of overtime. The t r immers were not nine large electrically operated and controlled sluice gates for
p a rt ies to the action of t he t ippers and were prepared the new dock and harbour extenaions of the South African
to abide loyally by the agreement . A t· Swansea, however, railways at Durban. The sizes of the gates are as follows : at 11ft. 6in. by lOft. ; four at 8ft. by 5ft. 3in. ; and four at
both t he tippers and the t rimmers declined t o stand by One
6ft. by 5ft. 3in. The sluices are to be electrically operated and
the agreement, and on T hursday suspended work at mid- controlled.
day, with the r esult that a. nwnber of steamers were held
P ASnun CENTENAJW.- With reference to the announcement
up over the holidays instead of being a ble to finish taking regarding
the Pasteur centenary, which was published in our
in their cargoes and getting away to sea.
issue of April 7th, we are asked to state that it is t he dosire of the
French Committee that contributiona to the proposed memorial
statue, to be erected at Stre.sbourg, should be sent not later than
Docks Management.
June 30th next. They may be sent either to the general secre1\l!r. J. H. Vickery, who is the general m11nager of tary and treasurer, Monsieur Th. H ering, 6. Rue des Veaux,
the Alexandra (Newport and South Wales) Docks and Strassburg, or to Mr. A. Chaston Chapman, F.R.S., president of
Railway Company, and has been appointed by the Great the Institute of Chemistry, 30, Russell-square, London, W.C. 1.
BUILDING ExulBrriON, OL'I.'MPlA, 1922.- The following
W estern Railw11.y as the chief docks manager for t his dist rict, wit h headquar ters at the B ute offices at Cardiff, arrangements for meetings and conferences have been made for
is expected to take up his new duties on May 1st. Mr. W. the remaining period that the Building Trades Exhibition at
Olympia will be open :-To-day, at 3 p.m., Architects' Welcome
Waddell, tho general manager of the Barry Railway, has Club recep tion; at 6.30 p.m., conierence, Con crete Institute:
been appointed as docks ass istant to the chief engineer.
(a) "Concrete Block Building," (b) " Reiniorced Floors," (c)
·• Use of Pre-cast Work in Building Structures," by .Mr. E. S.
Andrews; at 7 p.m., Architects' Welcome Club banquet; and
Non-unionism.
at 9 p.m., architects' ball. On Saturday, the 22nd, at 4 p.m.,
There is the possibiliiy of a. stoppage of work in Institution of Sanitary Engineers. On Monday, the 24th, at
t he Garw V~;~,lley, affect ing a bout 2500 men, over the non· 3 p.m., In.stitute of Clayworkers' meeting and conierence: (a)
unionism question. Not ices were recen t ly served at the "Uas Firing," by Dr. J. W. Mellor, Principal of the Central
of Sc1ence and Technology, Stoke-on-Trent; (b) "AutoNanthir, International, and Ffa.ldau Collieries, and were School
matic Conveyors," by Mr. Sidney Higgins; and also at 3 p.m.,
due to expire in the early part of this week. T he whole National Federation of Builders' Merchants Associationa. On
matter was to be discussed yesterday, o.nd an endeavour Tuesday, the 25th, at 6.p.m., " Permanent Colour Schemes in
made to arrive at a. decision whet her work shall be con- Building," by Halsey R1cardo. On Wednesday, the 26th, at
tinued or not; but in the meantime effort$ a re to be made 11 a.ru., London Master .Builders' Association; a.t 12.30 p .m.,
to get a ll non-unionists into the l•'ederaiion. It, is under- meeting of the Nat ionru Federation of the Building and Engistood that they d o not form a v ery high percentage of ihe neering Brick Trade of England and Wales; at 4 p .m., recep tion
of the National Federation of .Building Trade ~mployers by the
men.
London Master Builders' Association; and at 6 p.m., lecture,
" Modern Domestic Architecture : Fashion a nd Style," by Sir
Lawrence Weaver, K.B.E.; chairman, the Right H on. Lord
Chemical W orkera' Strike Off,
Burnham. On Thw·sday, the 27th, at 11 a .m., London Master
Int.imation was received at. Swansea. ou So.t.lU'day Buildert~' Association.
•
•
APRil.
'l'HE ENGINEER
454
21, 1922
Current Prices for Metals and Fuels.
N. & Cod!
N. W. CodT
Natl'ft
•••
•••
•••
•••
•••
•••
•••
• ••
(t ) 8.-,nlah
. ..
(t ) N. Afrioan
...
...
...
•. .
. ..
• .•
. •.
•••
•••
•••
•••
•••
•••
• ••
AnglN
... ... ... . ..
... ... ... ...
'1:1 /·
PIG IRON.
&xport.
£ •. d.
Bome.
£ •. d.
(lll 8ool'ulm-
-
Hematit-e ••• •.• . . . •.. 6 6 0 ... ...
No. 1 Foundry
... ... 4 17 6 ... . ..
..• ... 4 12 6 ••. . ..
No.3
11
... 4 17 0 ... ...
No. 1
...
..•
•..
...
4 18
0
...
CJ..eland0
...
...
4 16 0
0
0
6
0
0
.. .
...
.. .
...
.. .
.. .
...
4 16 0
... 4 0 0
...
. ..
...
. ..
. ..
4
SilioloM Iron .. .
No. 8 O.M. B. ..
No. 4 Foundry
No. 4 Forge ...
Mottled
.. . .. .
.. .
...
..
...
.. .
.. .
...
...
...
.. .
4
Wblte ...
...
No. 1 . ..
. .•
...
...
4
4
4
4
16
16
10
7
6
0
• ••
•••
•• •
• ••
... . ..
0
0
0
• ••
• ••
... ...
10 10 0
• ••
• ••
...
...
...
.. .
...
. ..
. ..
. ..
9 10 0
H 10 0
•• •
• ••
•• •
• ••
14 10 0
• ••
• ••
•••
• ••
•• •
• ••
•••
• ••
4 10 0
4
4
4
4
...
.. .
... . .•
Boiler Platee ...
J ot.at. ... ...
Beary Raile ...
Flab·platee ...
Obannola... ...
Bard Billett .. .
Soft BiUote
N.W. Cour
Bu aowHoary Raile ...
Llgbt II
•••
Billett
. ..
...
. ..
...
.••
...
•••
...
. ..
d.
9 6 0
7 6 0
9 10 0
...
11 0 0 to 18
9 6 0 ...
10 10 0 . ..
14 10 0
•••
..
d.
7
6
0
0
6
0
0
0
. ..
0 0
. ..
. ..
M tDL.AM>I.
10 0 0 to 12
11 0 0 to 12
15 6 0 ...
.. 12 6 0 ...
. .. £10 to 12 ...
... 16 0 0 ..•
. ..
...
. ..
.
Foundry Noe. 2 and 1 ... Nomi114l.
.,
No. S
... ... 4 0 0 ... ...
Forgo
... ... 3 10 0 to 3 12 6
11
-
(8) Derbyebir.-
No. 8 Foundry
Forge
..• _
6 to 450
... . .. 8 12 6to3Hi 0
I Oo
o II
4 2
• ••
Single~
0 0
0 0
... 16 0 0
. .. 12 0 0
6 16 0 ... ...
--------------------------------MANUFACTURED IRON.
10 0 0
. ..
&xport.
£ .. d .
8oon..U D-
Crown Ban ..
a..t
II
••
• ••
• ••
• ••
11 0 0
• ••
12 0 0
I I I
I I I
• ••
• ••
10 15 0
Siemona Aoid Blllote ...
B01111omer Billet. . . . .. .
Hard Ba.ilo ... . .. . ..
-
N .B. COAST-
Common Bare
Teee
•• • • •
•••
• ••
•••
• ••
12 0 0
14 10 0
• ••
• ••
• ••
• ••
L&!fOI.-
Crown Bare . .. . .. . ..
Booi)e ••• .• • • • • ••
8. Yoau. Crowo Bare •._ ••• •.•
Beet
,,
·- ... . ..
Roope . .. .. ... . ..
MtDUl'IDIIMarlred Bare (Stafh.) ...
Crown Bare . .. . .. . ..
Not and Bolt Ban
...
Ou Tube Strip ... . •.
Hoope ••. (Nom.) ...
12 0 0
14 0 0
• ••
• ••
• ••
• ••
12 0 0
18 0 0
H 0 0
•••
• ••
• ••
• ••
•••
• ••
13 10 0
...
...
11 10 0
...
. ..
13 16
-
10 5 0 to 10 10 0
1l 10 0 to 11 16 0
u
0 0
...
-
. ..
•
STEEL
( 6) tkJoTt..llm-
(8) Home.
£ .. d.
BoOer Plat.. .. .. .
H 0
Ship Plate. Sin. and up 10 10
Seotiona ... ... ... 10 0
Stool Sboete/1 in.tolin. 11 15
ijboete(Gal. Cor.~ B.G.) -
(t ) DeUYered.
0
0
0
0
(7) &&port.
£ .. d.
. .. ... . ..
•• •
•••
• ••
•••
•••
• ••
... ... ...
... ... ..
-
16 10 0
.•• . ••
..•
...
••.
•..
...
. ..
...
...
. .•
...
...
...
..•
...
...
. .•
. ..
••.
. ..
Boopa . .. . .. . .• . ..
Soft Wire Rode ... ...
12 6 0
11 0 0
••
. . . . ..
...
.. .
0
0
0
0
0
Bw.usuTin-platee, I.e., 20 byl4 ...
Blook Tin (oub) ... ... ...
(three months) ...
11
Coppor (oub)... ... ... ...
(tbroo monthe)... ...
11
Bpanl•b Lead (cub) . . ...
(tbroo montha)
11
Spelter (oub)
... ... ...
11
(ibreo monibe)... ...
...
...
. ..
...
...
...
...
...
...
to
to
9 10
7 16
w 12 0
to 10 10
to 12 0
0 to 16 6
0
. . . . ..
0
. ..
0
0
. . . . ..
. .. . ..
. ..
...
...
. ..
. ..
. ..
. ..
...
...
Copper, Beet Soleoted Iogote ... ... ...
Elootrol ytio . .. . . . . . . . . . . ..
11
Strong Sboete ... ... . .. . ..
11
I.oco Tu bel
... ...
...
. ..
. ..
Br&ll Looo Tubee
•••
•••
•• •
•••
• ••
,,
Cooden.aer ...
IAad, Eogllah
..•
..
F oreign • .•
•..
...
...
...
...
...
...
...
. ..
...
...
. ..
. ..
•••
...
...
...
. ..
..
•••
•••
•••
•••
•••
•••
• ••
...
. ..
'1.1/·
20/·
20J6
19/6
18!6
. ..
•. .
...
. . • . ..
. ..
Boa·t Steam• . . .
Second St.oame
...
...
...
. . . ...
. ..
•••
• ••
•• •
•••
•• •
• ••
Ste&m Smalla • •• ••.
lJ1110roened
•• • • • •
. •.
••.
...
••.
. .•
•••
•••
• ••
• ••
• ••
Bonaebold
••• ••• ••• ••• ••• ••• • ••
Du aauBoet Ou ... ... ... ... ·- ... ... . ..
Second
•. • . . . . . . . .• •. . . . . . . . . ..
Bou.~obold ...
-
60
69
22
22
26
26
...
...
...
..•
•..
. .•
• ••
•••
•••
•••
•••
• ••
SUPPULI>-
0 0
0
12
16
6
15
15
0
6
0
0
0
0
63 10 0
66 10 0
88 0
0
0
0
24
22
...
Fon.ndry Coke
19/6 to 20/·
162 lfi 0
164
88/·
40/· to 66/·
34/·
NOBT8 UMBKIU.4ND-
0
0
0
0
0
0
. ..
Hou.•obold
•••
••• •• • ••• ••• ••• • ••
Coke . . . . . . . . . . . . . . . . . . . . . . . . . ..
-
. ..
. .•
. .. . ..
. .. . ..
...
...
.. .
...
...
...
...
...
...
...
18/· to 2'..!/6
26/6
21/·
1916
18/6
(8) N. W. Co.uTSteama
1
0
1
6
16
0
16
llt
2~
0
0
-----------~-----
0
.••
.ENGLAND.
10 0 0 to 11 0 0
12 10 0 ... . ..
9 6 0
7 16 0
,,
...
•••
...
. ..
MANOll&lns-
Home.
£ .. d.
•.. •..
•.. ...
•.• • . .
Double•
Slogloa
NON-FERROUS METALS.
400to4 60
4 6 0 to 4 10 0
4 26to460
Treblot
tl
.•.
(f. o. b. Leltb)- Beet Steam ... ... . .. ...
Sooondary Steam .. . ... ... . . . . ..
Troblu . . . .. . . . . . . . ... . .. . ..
(8) Unoollllblre-
Bulo
............
Fonndry ... . . ... ...
............
Fofi•
(4) N.W. Co.uTN. Lanoe. and Cum.
Bomaiit.o Mind .Not. ...
20/·
22/·
20/·
TreblM
Doablea
•
9 5
7 10
Boo ))I • • • ••• • •• • ••
11 15
Ou Tobo Strip ... . .. 10 6
Sbeete (24 W. 0.) ... . .. 11 10
Gal-.. Sboote(f.o. b. L'pool) 16 0
10 0
Anglea . .• .•• .•. •.•
J oiate .. . . .• . .. . .. 10 10
Teea ..• •.. ... ... . .. 11 0
Bridge and Tank Plate.
10 10
(8) Northampton-
(f.o. b. Porte)-St.eam ... ... ... ... . ..
• •• ••• ••• • ••
"
"
Splint
"
. ..
(f.o. b. Moibll or Burnti.Jlaod)-Steam •.. ... ... ... ..• . ..
Screened NaYigatlon ... ... ... . .. . ..
SOI'JI'IILD-
Small Rolled Ban . . . . ..
Beseomor Billet. ... . ..
AII·mlno (Cold Blut) ... 18 0 0 ... ...
Part Mine Forge ... ... N01U o8tring.
North StafJe. No. 3 F'dry 4 6 0 to 4 10 0
H!/·
18/-
"
FJruruas-
Mmutms-
(8) Stafr..-
Donblee .. . . .. .. . . ..
Sloglee ... ... ... . ..
"
II
AT1UIBl8s-
-
""'..
•>n •
II
-
20/·
21 /6
22/· to 24/6
. ..
Trebloe
LoTBJ.U8-
Bare (Roond)
...
(otbore)
...
11
Hoopa (Beet) . . . . . .
" (Soft Stool)
Plat.. . . . ... . . .
( Lano1. Boiltr)
11
8oft
LAiu.anara• (f.o.b. Olugow)-Steam ••• ••• ••• • ••
,,
,,
Ell ... •.. ... ... . .•
Splint
••• ••• •• • • ••
II
II
..
-
&port.
SCOTLAND.
II
&lt..N OB.I8TU -
4 17 0
4 18 0
. ..
. ..
..
10
0
10
£
£
10
10
14
Sblp Plat... ... ... . ..
'Boiler , ,
. . . •.• •.•
N.B. Cod!
Hematite Mixed N01.
bport..
Some.
ShJp Plate. . .. ... ...
N. E. CO""&'l'-
Nati•o
... ... ... ...
Foreign (o.l.f.) ... ... ...
rUELS.
BTBEL (continued)
IRON ORIL
FERRO ALLOYS,
(All prica Mil nomi114l).
Tuog•ten Mota! Powder
... ... ...
1/6 per lb.
Ferro Tunget.n
... ..• ... . .. . . .
1/4 per lb.
Por Ton.
Per Unit
Ferro Chromo, 4 p.o. to 6 p.o. oarbon ...
£27
10/11
6 P• 0 , to 8 p. Q,
II
£26 10 0
9/·
11
8 p.o. to 10 p.o.
"
£26 10 0
8/·
11
Spooially Refined
...
Max. 2 p.o. carbon ... . .. . .. £70
26/, , 1 p.o. ,, . .. •.• ... . .• £8.8
30/·
0•76 p.o. oarbon ... ... . .. £108
11
37/·
oarbon froe ... ... ... . ..2/· per lb.
11
Metallio Chromium
... ... ... . ..5/8 por lb.
Ferro Maoganoeo
...
(per ton) £16 for homo.
11
Silloon, 46 p.o. to 60 p.o. ... ...£18 0 0 eoale 6/- por
nnlt
76 p.o. ... ... ... . .. £26 10 0 IO&Io 6j. per
II
11
unit
Vanadium
•.. ... ... ... ...20/· per lb.
11
" Molybdenum
.. . . .. ... .. 1/- per lb.
Titanium (a&rbon froo)... ... . .. 1/8 per lb.
11
Niokel (por ton) ... ... . .. ... ... £180
Co~lt
. . . .. . . . . . .. ... . . . .. .14/· por lb.
Alominium (per ton) ... ... . .. ...£110 to £120
(Brittsb Ollio1al).
IKUBD.
23/· to 21/·
22/· to 22/6
14/· to 16/
21/6
26/· to 80/·
23/·
21/· to 221·
26/· t.e 80/·
32,6 to 85/·
--
S. Yorlu. Beet Steam Ihrd~ 22/· to 28/·
Dorbyeblre Harde ... ... . .. 21/· to 2'1./·
Seoonde ... .. ... ... . .. 20/· to 21/ ·
Cobblee ... ... ... ... . .. 19/ · to 20t·
Nute ... ... ... ... ... ... 17/· to 18/ ·
Waebod Smalle
... ... . .. 11 /· to 12/ ·
Beet Bard Slaoka . . . ... . .. 12/· to 13/·
Seconds
"
... ... . .. 10/· to 11 /·
tloft Nutty "
... ... 9/· to 10/·
Pea
"
......... 71· to 8/·
Sm&.IJ
"
... ... ... 4/· to 6/·
Houae, Branob
... ... ... 871· to 39 ·
Beet Silkatone ... ... 341· to 36/ ·
11
Blut Foruaoo Coiro (Inland and &sport)... 17/8 to 22 6
-
-
C AROJ.n-
(9) SOUTH WALES.
St.oam Coale:
Beet Bmokelo• Large ...
Seoond
...
11
11
Beet Dry Large
... ...
Ordinary Dry lArge ...
Beet Blaok Voln Large
Weet.orn Valley ,
Beet&utern Valley Large
Ordinary
11
11
...
Beet Steam Bmalle
... ...
Ordinary
.,
Wu bed Nute ... ... ...
No. 8 Rbondda Largo . . .
11
Smalle
11
No. 2
,
Large
,
, Tbroogb
11
Small•
11
Coko (export) ... ... ·Patoot Foe)
... ...
Pitwood (ex eblp) ... ...
... ...
... ...
•••
...
•••
•• •
... ... ... ...
... . .. ... ...
... ... ... ...
...
...
...
•••
• ••
•••
...
...
...
.. .
...
...
. ..
.. .
...
...
...
...
...
...
...
...
...
...
...
...
...
...
...
...
...
. ..
...
...
...
...
•••
...
...
...
...
...
...
..
...
...
... ...
... ...
28/6 to ~9 .'·
28/· to 28/6
'J.IJ/6 to 27J6
24 ,6 to 26 16
'J:/ 16 to 28t·
'1:11· t.o 27t6
'1:1/· to 27/6
24/6 to 26, 6
19/· to 20/·
16/· to 19/·
'1:1/6 to 80/·
80/· to 82/6
19/6 ~ 20/·
24/ 6 to 26/·
20/· to 'n/·
16/ 6 to 18 /·
30/· to 86/·
21/6 t.o 27 16
30/· t.e 31/·
SW~8JU.-
Anthraoite Coale :
Boat .t.rge
. . . . .. . . . . . . . .. . . . . ..
Sooond 1 • ••
Red Voin ...
Big Vein . . .
•••
•••
. •.
••.
. ..
... ...
•. • . . .
...
•. .
. ..
. .• . . .
• ••
... ...
...
. ..
MaohJno-made Cobbloe ... ••• ••• ••• • ••
Note . . . . . . . .. . . . . . . .. . . .. . . . . ..
Beana
••• ••• ••• ••• ••• ••• •• • • ••
Pou ... ••• ••• ••• ••• ••• ••• ••• • ••
Breaker Dulf . . .
...
..•
. .•
. ..
...
. •.
32/6 to 35/·
28/· to 30/·
21/· to 30/·
31./6 to 86/·
4.5/· to 47/6
47/ 6to 60/·
47/6 to 60/·
24/· to 26/·
10/· to 10/ tJ
16/- to 16/·
Robbly Culm ... ... ... ... ... ... ...
Steam Coale:
Large
... ... ... ... ... ... ... ... 21/ · to 24 /·
Second• ••• ••• ••• ••• ••• ••• ••• • •• 201· to 22, 6
Bmalle
. .. . . ..! ... ••• . . . . • . .. 16/ · to 18/·
Cargo 'l'hroogb
. . . . .. ... . .. ... ... 18, 6 to 20,-
(2) Net Makers' worka.
(8) At furnaoee.
(4) Delivered Sheffield.
8) H
Prt
(
omo
ON
All delhored Olugow StatloD. Boilor PlatA)s 10/. utra delivered England.
(7) E
Prt ,_
(8) muopt wbero otber"i•• indicated ooale are per too at pit. for inland and f 0 b for uport and ooke ill)er ton 0 0 . 1
.xport
oee
df b
· · ·
nu at onna an .o, • for nport.
(6) Olaegow, Lanarhbire and Aynhlre,
F.O.B. Olaap:ow.
(9) Per tou f. o, b.
APRIL 2 L, 1922
French Engineering Notes.
(From our Oorrupondtnt in Pam.)
Ad Valorem Duties.
THE importer· finds it very difficult; to determine
e-xa~tly the cost of goods when the methods of imposing
~lut1es constantly v a ry, with the ohject of bringing t.hem
,m t? harm onr with Lhe flu~tuating conditions of exchange.
~hts uncertamty has a senous effect upon foreign bus iness,
s mce t·he ro nsumer hes itates to buy when he finds that
the cost rr:'a.y be increased by a variable quantity, while
the agent 1s unable to rely upon his margin of profit. The
situation is not so bad in the case of goods assessed by
weight, as the multiplication of the pre-war tariff by a.
coefficient which is s upposed to provide for the depreciated
exchange-but., as a. matter of fact, often does mu<:'h more
-allows of a ba-sis for the fixing of prices once the goods
arrive in the country. The only uncertain factors e.re
the accessory e"--penses and thE' possibility of coefficients
heiog changed at e.ny time to mee t urgent cases. At the
present moment, the revis ion of the coefficients is embarrassing for the fut ure, since no one knows in what way
they will oo modified, n.ncl it is understood that they are
being held up pending the outcome of tho Genoa Conference. If weight provides a fairly stable basis for
valuation, the fixing of the duties ad valorem consider~tbly
widens t.he range of appreciation, and apparently its
elastic character is to be taken full advantage of by the
Customs. As e. general rule, the importer believes that
the duty ia imposed upon the amount of the invoice which
he has to produce. Tllis is done when the verifiers are
of the opinion that the amount of the invoice corresponds
approximately with the commercial value of the goods.
Importers, however, may now expect to see the duties
imposed to the fullest extent allowed by the regulations,
which provide that the tax shall be paid upon the commercial value of t-he goods at the time a·nd place of importation. without counting the amount of duty. In
other words, it does not necessar ily follow that the verifier
will accept the value declared according to the amount
of the invoice, to which must be added the freight and
other charges, but he may fix the value of the goods according to the actual value of similar goods manufactured or
sold in the country. This entirely upsets the ge-nerally
nccepterl ideas of the operation of the tariffs. Importers
had always believed that a reduction in the price of an
article in its country of origin would mean a. corresponding
reduction in the duty, but according to the interpretation
which is likely to be adopted in the future, the goods will
be considered as having t.he same commercial value as
Rimilar articles of Frt'nch manufacture. It rea.lly, therefore, means a considerable increase in the import duties
on goods from countries with a depreciated currency,
e.nd will not affect to anything like the same extent goods
imported from Great Britain, where the cost of p roduction
can hardly be inferior to what it i.'l in this count-ry.
Trade Sta bility.
On e of the results of the instability of trade is
the unsatisfactory position Wlth regard to Spain, Haly
e.nd other countries which have refused to accept the
French conditions for commercial arrangements, and have
adopted mea-sures of retaliation that have put an almost
complet-E~ stop t.o business. Since the rup ture with Spain
three months ago, France ha-s lost something like 500
million francs, and the total loss resulting from the operation of th e present fiscal policy must be considt~re.ble.
The F rench are more than ever anxious to come to terms
with those countries, for despite their relatively favourable
commercial situation they cannot afford to lose e. valuahle
foreign trade, especitllly when t.he home trade depends
so largely upon a. problematic solution of the reparation
problem. Their ideas upon the reparation are undergoing
a change. They see thR.t the policy bE>ing adopted towards
Germany is likely to produce results quite different from
what they had expected. Their reh.tsal to accept e.ny
modification of the reparation ar rangements is being
t empered by a growing conviction that the situation in
Germany is not what it is generally represented to be.
It is true that there is as much industrial activity
in
•
•
Germany to-day as ever before, but as i he country 1s
losing on what it sells the position is becoming incr easingly
hopeless, and the French are therefore beginning to see
that by holding aloof fr om any att empt to bring about
a. general racon.'~truction they A>re not serving their own
interests.
Tram F erry Boat .
'While most of the railway companies are carrying out e. great deal of improvement work, esp ecially in
the way of electrification, the State Railways have been
obliged to go in for an extensive scheme of r econstruction
in order to give a. satisfactory degree of efficiency t.o a
syst-em which has always been lacking in suitable equipment. Resides the re-laying of some of the existing lines,
it is proposed to construct others from Havre to Pont
de l'Arche and from L illebonne to P ont-Audemer. The
latter would pass under the mouth of the Seine, if i.t were
found possible to drive a tunnel, over a length of 8 ktloms.,
but soundings have .sho·wn that the r apid infiltration of
water at shallow depths would make the work very
d ifficult, and it has therefore hE>en suggested to replace
the tun nel with a train ferry.
T HE E NG INEER
British Patent 5peclflcatlon.5.
When an invtntion i4 communicaltd f rom abroad the name and
addreaa of the communicator are prinltd in iealica.
When an abridgment u not iU~trated the S pecijlootion ia
without drawinga.
Oopiu of SpecijiootMN may be obeained at the Patent 0~
Sale Branch, 25, Southamptcm-buildinga, Chancery-lam, W .O.,
at 1a. each.
The date flrat given ia the date of application ; the second date,
at the end of the abridgment, is the dat e t>f the accepeance "f the
cnmplete Specijlcatirm.
DYNAMOS AND MOTORS.
176,488. December 6th, 1920.-htPROVEMENTS IN D YNAMO·
ELECTRIO MACHINERY, Henry Francis Joel, sen., of 122.
Telbrigge-ro&d, Goodmayes, Essex, and Henry Francis
Joel, jun., of 39, Beckenham-road, Beckenham, Kent.
As clearly shown in the drawing, the slots in t.he laminated core
of an armature are, according to this invent.ion, punched out
at an angle, and by first placing the lower side of the coil in its
455
members. The passage of the oil through tho openings B causes
the gases to be broken up and cooled, so that they do not ignite
the gaseous mixture in the space above the oil. Moreover,
owing to the provision of the wire screen, no heated particle.'! of
metal can be thrown off.-March 3rd, 1922.
176,134. December 1st, 1920.-l MPB.OVEMENTS IN AND RELAT·
INO TO METHODS 011' PROTEOTINO ELEOTB.IO TRANSl!'OBMERS,
The British Thomson-Houston Company, of 83, Cannonstreet, and Henry Stanley Holbrook, of 34, Lancasterroad, Rugby.
The supply mains A are connected to the primary B of a
main power transformer, and the secondary C supplies current
to the load. I n the primary circuit is the current trans·
former D, and in the secondary circuit the current transformer E, the secondary windings of theRe current transformers
being connected in series in the usual manner for circulating
current protection. Across this latter sub-circuit is shunted the
tripping circuit F. In pr.rallel with the primary B of the main
f\1!'176. 13 4
N9 176,48 8
.o,l I
1J
Lnrx-ro~_J
c
~-+---___.J
F
power transformer, the primary G of a J?Otential transformer is
connected, and the secondary H of tbJS transformer supplieR
current to a circuit, including a reactor K and the secondary of
the current transformer D, which is in the primary circuit o( the
main power transformer. \Vith this arrangement, the specification states, no current will Bow in the tripping circuit as t he
result of variation in the supply voltage or the load. except when
156,674. January 6th, 1921.- CONOUOTO'RS FOR ELEOTBIC' there is an internal fault in the transformer. Kicking fuses or
l\IAOHINES OONSISTtNO OF SEVERAL MEMBERS CONNECTED other biasing devices are unnecessary, and the limit of the
IN P A.R.ALLEL, Bergmann-Elektricitats-Werke Aktien- sensitiveness of the system is determined by the characteristic
gesellschaft, of Seestrasse 64-67, Berlin, Germany.
of the relay.- March lst, 1922.
Thls invention relates to the prevention of eddy currents in
the conductors of electrical machines. Each conductor is formed
of six component members of rectangular cross section. Each
TRANSMISSION Oil' POWBR..
of these members consists of two bent or relatively wsplaced
parts A C, the bridge B connecting the two parts being bent so
as to lie Bat against the other members and to displace the 176,063. November 2nd, 1920.-D II'J'EBENTI.A.L GEARING,
A. E. Jerram, 16, Chatham-street, Leicester.
position of this member relatively to the whole group
The cage A of this gear is bored out, with t wo slightly inclined
parallel holes, to t ake the toothed ends B B of t he driving a x:ele
N \' 156. 674
A
or shafts. The outer ends of the shafts are pr ovided wit h
appointed alot and simply turning the coil in that slot, the top
and parallel side of the coil fits ea.<;ily into its proper slot without
strain or distortion. Vario\JS other advantages are claimed for
t.he invention. There are three other illuRtrationR.- March 6th,
1922.
c
•
N 9 I 7 6 ,0 63
B
of conducting memhers. The change of position of the
conducting members i.e uniformly distributed over the whole
length of the conductor. As is more particularly shown by the
shading of one of the conducting members, by this arrangement
each member in succession takes up the uppermost position and
the different members in this respect are all similar, since each
one in turn has the same position as all the others. Any
differences of potential and consequent equo.lising currents
between the separate members of a conductor are by thi"
arrangement avoided.-March 16th, 1922.
universal joints. The cage A runs in ball bearings, and is driven
in the usual manner by bevel gearing. The toothed parts B B
176,740. December 3rd, 1920.-JMPROVEMENTS IN AND RELAT· of the shafts, it will be seen, take the place of the planet wheels
I N C to ELECTRIO SwiTCliES, 'l'he British Tlwmaon-Houstotl in tho usual type of differential gear.-.March 2nd, 1922.
Company, of 83, Oannon-street, E.O.
The object of this invention is to cool the gases formed at the
contacts of switches and to prevent heated particles being pro·
SHIPS AND BOATS.
jected into the air. For this purpose baffling members A are
provi(lecl. PrefE\rshly these members are made in Aections, and 176,627. February 9th, 1921.--6TERN WELL DREDOl!:RS, Si.r
F. Lobnitz, Ross Hall, Crookston, Renfrewshire, and
Lobnitz and Co., Limited. Renfrew.
N 917 6 ,740
In order to reduce t he resistance to propulsion of stern well
dredgers the inventorA inrline 1 he forward end of the well, as
- '".>,
BWITCBOBAR..
,.
~
::::
-
N~ l 7 6 . 8 2 7
, ., ... ,_ ..:-,
•
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;,_
~-
..
-~
t;
.
I
-- -.
.
~·
.,.,. '•
-·
"'\
./.
A
<
A
"'\'
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Pulveriaecl Coal.
At a time when the high price of coal comp elled
users to look to other kinds of fuel, it waa hoped that
consider able economies would be realisen with the emp loyment of heavy oils for steam raising. The limited
supp lies of crude .o~, however, so~n revealed the fallMy
of relying upon liqw~ fuels for thiS p~pose, e.nd att.ent ion was therefore directen to pulvensed coal. F or a
lon g while past experimen ts ha_ve been ca':ied ont w~th
p ulverised coal for raising steam m the electncal genere.tmg
p lants at the B rua.y Collieries in the Nord. The ear ly
attemp ts wer e somewh at disap pointing, but a.n improved
installation he.s n ow been laid down which is said to be
giving perfect satisfaction.
.
•
.B
•
A
shown at A and make the bottom of the hull slope upwards
towards t he wat11r line, as indicated at B. The rEl6Ult i.e a smaller
wetted surface t han is usual, while the abrupt corners of t he
square well are done away with.-.March 16th, 1922.
MACHINB TOOLS AKD SHOP APPLIANCB&
in the case illustrated there are three sections. The baffi..ing
member consists of two plates with openings B, and between the
plates there i.e a wire screen, whioh naturally covers the openings
.B. When t he contacts of the switch separate, gases are formed
within the oil. The oil level r ises and submerges t he baffling
176,472. December 2nd, 1920.-CO'l"I'INO METALS BY 0XYOBN,
A. Godfrey, the Godfrey Engineering Works, B oundaryroad, Westbury-avenue, London, N. 22.
The inventor says that be has found that heating t he oxygen
used in a cutting blow-pipe to a temperature of 180 deg. Fah.
greatly improves t he effiCiency of cutting. He thus pa.sees the
456
ENG I N E E R
TH E
-
A P RIL
o xygen t hro ug h ~ ho~tinp: appur~tus, su<'h na t h at shown in tho 176, 4 8 1.
Dccemb<>r 3rd, 1920.- AN I MPROVED EL£CTIHC'
flguro, o o its w~y to tho blow-p•po. H cnt is p r ovided by nn
IlEATINO ELEMENT, Automo.t1c and Jo: ll'ctrw Furnace,;.
olcctrao hooter A of tho rcsistnnco typ<'. Tho pip(\ B lead11 I ho
Lmlitl'd, and ,John P <>r('J\' 111 Colt'lnnn, h oth of 28 1-283,
oxygen und<'r prc>AAuro to~ coil C. l •'rom tho co1 l 1t i11 led outsidl'
(;my's l nn-ron<l, London.
t h o oven to n cook D, h igh -proiiRuro gnu go r;;, n•dur111g vnl'o F,
Tho ht•o.t ing (l)cmcnt dcllcrlbNI in thill spocdicntion compr•A<"-.
un d wor ldn~ pressur e gaugn C. Tho gas u ndcr woriCing prr>~f!ur<• ~<pirnlll of \\ 1ro <>n<'loRCd by n tulJlllor S\lpport. compoRl'd of 11
i11 t hon ~gam led t hrough tho ovon by tho p1po H , "lud1 mny
m clu do ~ furthor co1l 1f d<'ilirrcl. 'l'hu< pip<• t>< brought 011 t through
N '1 17 6 ,472
'-
({JE
0
...J
"
Forthcoming Engagements.
StrrcUJriu of ! M ti.tutiort8, Socictil'6, d:c., dt8lrOU4 of hattin g
notictl of mutin(JI itlltrt('d ~·n .tllu ~lumn, arl} rM)'Ut~ttd to ~~
that, in order to make NUrll of 111 IMttrtum, tlu ~cu1ary tn/ornv.~tlon
,lloulrl reach th1• ufJI~ un,
b~Jore. the morning of the W ednuday
of the wuk prruding the m u t inPII.
I n all ctuJea tlic TtMl: and
rr.Af'P. at tl'hl'ch thfo mcet itl(} i8 0 be held 1llould b,. clearly atat10tl.
or
r;1
' I'(). J>.\ y.
I NSTITUTF: OF T RAN8PORT. - Royul Society or Arts, John -street ,
Addphi, \\',(;. 2. Lecture: •· T lw Opcrntion of o. Largo Tro.mwuy
Undcrtakmg, with rofcr <>nco l o Cl\pacity o.ncl Cost Under C ivon
('ond l tioru~," by Mr. J. IC llrucc. 4 p.m.
T ilE .J u'\'lOI~ I "sTtTOTHI" OF g:-.'ONli:Ens.- Co.xton H all,
" Condcni!cr and Choice Cod Prol<'l't avo Apporo.t-.18," by S. A.
~t1gnnt. 8 p .m.
TnE I NSTITUTION oF Pnoovcrrro~ ENo rN-e.En..'I. - I n11t1tution
of M<>cho.naco.l Engineers, Rt.orcy'R·~I\l<', S. W. l. Papflr, " E ll'<'·
tr•c•ty in tl Mnchino Shop" (81JdlH), by l\lr. J. R. l::im•th. 7. 30p. m.
l-->p' '
..J
2 I' 1 022
11
'
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JJ
A
B
T O F~' OAY,
.
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APH I L 25Tu.
RoYAL lNSTIT'OTIO" OF (;uEAT .BIIIT.AJN.-Aib<>marlo-stroot,
P i<'<'n<lilly, \\'. l. lA.'<•iurr, "Ant.hropo1ogicl\l Pr oblorns or tho
.U1·it t~<h l•;mpire : Sl•rJCll H ., H M•nl ProbiC~ms of Africo.," by
S~r Arthur KNth.
3 p.m.
!I(STtTUTlO'l OF {;tvr~:. ENOI..,EJm.'I. - Ur('ut, (:N>rg<'·Htr('(lt.,
\V<>t~l· llllll~<l<'r, S. \V. I.
Annual g<>n<•rnl mflflt,,ng of (•nrpornt o
IOl•mlwrR unly. U p.m.
"'!/
~
I
l,
1:
"
I
_ j
•
I
WEDNESDAY, APR I L 26TH .
J
rofrt~cLory
a n nportur<' in t ho front of thl' oven (not Rhown) nnd connected
wi th t ho flexible pipe J lending to tho blow·pipo burner. A
t horm omotcr I< ind1co.l<•s t ho tomporaturo, wh1ch ml\y bo controlled by ~ny of t ho ordi nl\ry mothodil o( varymp: tho rcHiHtanco
or by a thcrmoRto.tic dcvicn. AltornBtivoly, the chnmbcr mny ho
h eo.t.cd by gas burners. H ontorA Ruitablo for mount1ng dirt' ctly
o n t h o blow-pipo nro ~IRo dc11cr•bed in tho RP<'<' IIknt JOn. March 2nd, 1922.
CRUSHING AND GRINDING.
mnl<>rinl nncl hnvin~ onCI or more opt•ningH. T ho wir<>
ApiTBlR nro ~<hown at J\, nnrl 13 nrc lin•·<'lay t.u he•,; havin~ opNl.
mg 1\nd <•nrlo~•ng tho ~<p !Tal ~< '""~ l! hown.- ,Uarch 3rd. 1922.
176,658. Fobn•ary 28th, 192 J.- I '1 PRO\' E'IP."TH T" Er..P.CTnrr
F vn"AC'C!:l, Art lour lmbt•ry, of 14, St. Alhw•nA-avonuo.
Hnl•ft~x.
The chid obj<'<'t. of thi11 in\ f•nllon i11 to obtain l(rt'atl'r tlwrmnl
t>nlcl(lncy, to pr<•\ <•nL s ho rt ·OirC-.IIliJlf:: bct.w<'<•n tho collA of tho
hC'ntin,:: element. owmg Lo cxpun~<ion ancl con trf\ction or tho <·o JIR,
nnd to lj<'t up eddy or F ouCl\ult. curront.K in tho rnolt11n metal,
with o. viow to produ<'ing an <>ltcct s•milo.r lo thi\L cnuscd by n
mochnnicnl ngitation or m1xing or t lw mollc•n motnl o.nd which
176,686. A pril lst, 1921.-GntNDlNO llhr..T.q, .J. Mohs, 28.
W neserstoot, D c88au , and DoutAchCI Wcrko Akt,ongosollsohnft , 12A Bolle\'Ue8tr08flc, nerl in, w. 9.
I n t h iA mi ll t ho granulating rinWJ A A have a RinuouR form 1\'4
sh own, ond o.r o spnt'ed o. s hort disto.nco npnrt on th,.ir Rhnft..
THURSDAY, APR IL 27Tu.
NQ J7 6 , 6
I N8TIT01'ION Oll' l~r•.eorntoAL ENOIN.IllEJ\8.-Snvoy-plnoo,
VJCtorio. .Embcmkmont, W.C. 2. " Prot.eoLIVO Appl1 nno08 for
'rurbo-ultornators," by Mr. J. A. K uysor . 0 p.m.
Tu e: SoUTll· WesTER.'l Por.Y'J't:Of!N lO !Ns1'tTI1T&.- Mnnrosnroad, Chdsou, l::i. W. 3. A 11hort cou rso of ton locLurOil on
"()hl'milltry ~nd 'l'oohnol ogy of .Pot.roluurn " will bo doiJvored
by Mr. l•'rod 1-:AIIng, U.::;,.,, A.C:.<..:. l., A.I.C., M. Inst. P.T ., on
'l'hur11dny nltcrnoont~, nL 2 p.m.
'rue I .r:.t.VMJN.ATI'\'0 E"OTNr~ em •o Soc1~;T\.'. -Tho Hoya l
Soc•oty of Art.H, Joh n-stn•tJl, Adolph•, \ \1 .( '. 2. DII<CUIU<ion on
" T ho U14o of L •ghL in Ho~'<pit al11. " II p . m.
'f ue Nt::wCOM&N ooreTv.- CBxton H all, W<'St.minstor, •. \V. I.
Pnpcf'l!, " A NoLo on Brunton'H \Vnlklllg Bngtno. 18 13," by
Mr. Loughnun ::it. L. 1\•ndrod, }1.1. l\ltl<: h. K ; " A 1ote ou
Ji oaton 'H l':ilt•uHt t'urr•agll, 1828, " by Mr. A. 'l'•tll•Y, l\1 . 1. llh·d1. 1·:.;
" Gurnoy '~t Hu1 lwuy J.ocomiJLivt>t4," by lll r . J•; , A. J<'orwnrcl ,
,\ . H.<.;.t;, G p.1n.
HOYAL lNSTJTUTlON OF CREAT BrtrTAlN.-AibomMlo-lltreot ,
Piccndtlly, W . I.
lA>cturo, " Audtt•on und Colour Y1R1 0 n. "
hy Mr. J•:cl\\11\ H . .13urton. J>. c. 3 p.m.
Lrvr:mpoor.. l~'<O IN&Eill!' O • OOIETY.- RoyBI Iru~titut1on, (;f,l·
quatt.·,.l rt'l•l, L1vrrpuol.
Studonts' mc~t111g.
P aper, " Thn
l 11 dlow :-\1!•1\m Jo:ng11w," by Mr. 1•:. Coc::kt!hutt. 7. :lu p .1n.
.,,•.
' ..
'
'
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',.
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,,
•
e
Soci ETY ov GLASS T.e:on NOLoov.- Rornl Vi ctoria St.ation
H otel, U rol\t Contra! Ra.Jwny, 8hofliold. l! o u rth annual d inn er.
7 p.m. for 7. 15 p.m.
HO\.'AI. l)ocrETY os AnTA.-John-s lrl'ot, Adolphj, W .C. 2.
" 'l'ho riO 1\nd Atlvuutng{'« of Bl<>ctrac Powor Ill tho .FI\cLory.
t~" Jllw<tmtt•d by ito~ i\ pp h cntion to tho .Jut<t ludusLry. " by
:\Jr. John J•'mn ci11 Cr·owloy, l>.~c., .U.A., M.l.KK 8 p.m.
L•v~:nNHH, J•: ,or'l"&t; ni'O Socn:rv.- Hoyul InHLJ Lutto n. C'o l·
Cjtllll ·llt r. ·t't, J,a vtwpool. A11111111l ~f•n<•ral IIIOllll ng. 8 p.m.
HU'I"\1. h !Hil'UTH>N or (.:11~ .\T BturAm. -Aibomnrlc-Ktr<>et,
P• <'<'M lally. \\'. I.
Lcctur<'. " Lndu~<trll)i Hl'lfiLIOORhipl!," by
Prof\'14>!or 1). ll . .\lnc<..:r(lgor. :} p.m.
Tu~>. l NIITtTUTE Oil' I~IIYI:liC'>~.- ln><t.tt.ution o( Civil Engilwors,
C:r<•l\t Gcol·go·~<lr(•Ot, \\'t•KLIOIIIII!t'r, H. W. I. J.l'cturCI: " Phy•u Co~
ami I:O:n~• nl·cri ug ::icil u N•, " hy l'rof(\ljHOr Arrlu bald Hnrr, l>.li<'. ,
1•'. J 11><1. J). 8 fl.IO.
·-..
8
FIUDA 'f , A P R I L 28Tu.
I NSTITUTION 0 1' li:LEOTRIOAL £NOIN.EE08: SOOTTlBH CENTll.E.
- 'f ho Technical Inst1tuto, Dundoo. Puper: ·• l:imgle and 'l'hreophtW~e Altornatmg-ourront C:ommu tator .Mot ors With l:ior tel! and
::!hunt ()ho.rucwnBtl<:t!," by l)rof088or S . .Pta.rkor :Sm1tb. 7.;10 p.m.
l NSTITUTJON Oi' AenO.N.AUTJCAL l!:NOINE&llS. - The Engmeor11'
Club, Coventry-st rcot, W. l. .Ptlpor, .. Rome Uni!Ottled Problema
o! A(•roplono Du;ugn, " by ()npLaui l';nyoMI. 0 p. rn.
lNSTITUTION OF M&OUA NIOAL E •orN:EEn.s.--.';toroy's·gnto,
\Vo.qLmtnHlor, 8. \ \'. 1. " An Account of tiomo J~xpt•rllnOntl! o n
lho Act•on ut CulLang T ool!!, " hy l 'rof<'~<><or K <:. Cokl•l' t\nd Mr.
K ·. (;hf\kko, D.::ic. U p.m.
rc~tu lts
in the product.ion of un oxtr<~m<•ly \tniform m<•Lnl. Tho
fumc.cc chamber J\ iA made o f 111licon cnrb•dosc•rrnt.cd or throo.dcd
on il'l outer 8l~rfn<'o to roccivo n coi l of wire or strip B, wh1ch is
const.ructcd from molybdonum or molybdcmum alloy, and ill
111tunted in n rhambor contuinin~ inert gOA, such AA hydro~en .
To obta in tho eddy current. t>llcct 1t i11 elll!onttnl t.o u llo alt<' rno.ting ·
P egs B nro L\ITongcd to p r oject into t ho gr'00\'08 to wevont tho C\JM't>nL supply.- March 16t/i, l 022.
po.saago of u nground material, nnd aro pwoted o.t ( to per mit
ROY AT, 1 NS1'1T'OTI0" OF <..:nEAT BnlTAJ:-.- Aib<>ma•lo-Rtr<>ot .
t heir following tho undulotions of the groov('fi.-111Mrh I Oth, .176,737. October 30th. 1920.-Ct::'\'TRJJi"UO.U, CASTT'<O, H . r . P iccudllly, \\'. l. Dit~courKO, •· \ 'it 1\1111 no 1'1 ohlf•rru<,'' hy .\II·.
1922.
Amphlott nnd th o Hurne Pip(' 1\J\d Concr<lto ConAtrucLion Anltur llt~rtiNI, D . .'c. 9 p . m.
Compnny, Limitrd, 7f', Low<'r B olgrnv<'Hitrc<'t, Vtctorin .
. W . I.
SA'f R L>AY, APR I L 29Tu.
Thill inv~>nt.i on ill concern('() w•t h 1\ duv<•lo pm<>nt of I ht•
MISC ELLANEOUS.
contrifugo.l m t'thod of cOI\t.ing pipPH, RpN·iblly O..'l npplied •n th<>
THE l'lSTlTUTION OF .\f VNlCI.l'Al. AND ( 'OV'I"TY Ji:NO lNEF.I\.8,
176, (j{J7. J nnunry 25th , 102 1.- A NUT LOCK, .1. A. Stubblefield. mo.king of vatrcou>~ papcs from o. mixture or "''",((, cauRtic Rodtl. -l~u.. tcru J>mt rJCt Al eoLing of tho Jn,~lt.uL•on '" ' I bi\ held at.
&c. A hollow cylindTJcnl object or blank formed in ono mould ChtiiWIOk . 10.30 a.m.
607, W illia ms-nvonu e, Portlo.nd, Oregon.
In t h is lock nut a little po.wl A is Mrun~cd in n r<c>ecss in tho is trnnllferrrd to anothor mould, whon•, in a rc•hoc.tod !'onditlon,
n u t, w h ere it is kep t by o. cover plo.to, nnd li! held up a~ainst tho it. is formed t o ~ more complicnted s hape, either hy tho action of
WEDNESDAY, MAY 3nn.
centrifugo.l
Cor<'o
or
internal
pr<'RSuro
or
both.
I
n
t.hiA
wo.y
thr<'ndl! of t ho bolt by n spring B. Wh<'n t.ho nut '" Acrrwcd on
I NSTITUTE Ol' M ETALS.-lnat.itution of l\1ochanica l Engi noor s ,
Storoy't~·gato, Westmllll!Lor, IS. \<\'. l.
Gener~l mcotmg.
Tba
twl'i!Lb unnunl May lecture on " Tho .Rolut1on of the Elemon ls,'
by J:>roft:l1f!Or SIT J!:rnost H.uthorford, .I!' . ft.::;. 8 p.1n.
T H U R SDA \', MAY 4Tu.
J noN ANU . STEEL I NST1TOT&.- Con naught. Roums, Oreat
Quofln-strcot, Londo n, W.C:. Annuo.l dannor. 7 for 7.30 p . m.
'1' 11 E
ltr..
. ··~
pA • • • A
n~========================~
0
•
nrtici~>H
to tho bolt tho pawl to.k~ up tho position shown nnd resists tho
u nscrewing of tho nut. It cnn, howcv<>r, bo moved over to tho
oppoeito posit ion, s hown dotted, if tho nut is unscrewed by o.
spnnner , on o.ccount of t he flexi b ility of tho spring.-March Hlth,
1922.
of varying internnl dimensions Bnd thickno88MI may bo
form<'d which could not be completed in n singlo operation, as
in r l'henting tho mnterinl it m&y bo brought to a su•to.blo 11talo
or viMco1uty for deformation to any d(ll!ircd oxwnt without 1ts
t.hicknt'AA being undesiro.bly ufioctcd. PipeR hn ving teo junctions
or elbowA or bonds may r<:'o.dlly bo formed in tho mc.nnor indi·
cnted. Tho 1llus trnt1o n reprN•ent.H t.ho re-moulding tn&chino with
n gns lwntor at A and n cooling "pray B . -Felm.w.ry 28th, J 922.
] "181'lTI1TlON OF LO COMOTIVE .ENOlNEl!; 11.!1 (LONDO").
- l·:nginccrs' C lub, 39, Covuntry-t<tr('ot, \V. I. Papor, " Co•n·
))Millon b&twf'cn Suporhl'Mcd nnd Non-superheated '1'1\nk
JO:nguw>~, " by Mr. J ..\ . Hookhum. 7.15 p.m.
As!:loct.ATION oE H.Ati:.W.AY CoMrANt.t:s' SIONAL SVPJHUS·
TE'IOF."Tl:l AND 610. AL J.o:NOIN£.&118.- Hnllwny (;Jearing .How<t•,
L ondon . S1xty-£ourt.h Conference.
T H URSDAY AND
FRIDAY, MA Y
4TB AND 6TB•
IB.ON AND STEEL l N8TlTOT:&.- I nstitut ion o r Civil Engi neere,
Gr eat Oeorge-stroot, S. W. 1. Annual moot ing.
FlU DAY, MAY 5Tu.
l NSTlTUTl ON OJl' M EOHAl' lOA L gNOlN F.ens.-Storoy 'll·g&t<>,
t. James's P ark, H. W. l
lniormnl meeting.
SubJIJCl,
" Fo.llun•s." 7 p.m.
TUESD AY, M A Y 30TH, TO F R IDA Y, JUNE 2 ND.
I NSTITUTION OJ' ELEOTRIOAL ENOlNE.E ns.-Summor Moot ing in
Scotland. Lo.dies mv1tod. For programme, sco pngo 320.