1902 August 15th

•
A UGUST
15, 1902
FOG SIGN.ALLING.
IN the Blue-book recently issued which contains the Board
of Trade inspector's reports on the railway accidents that
occurred during the three months ending December 31st
last, it appears that out of the eighteen accidents reported
upon, ten happened during fogs. This would seem to
point to some action being necessary on the part of the
railway companies to secure greater safety in working
during fogs. These ten accidents must be divided under
two beads-those due to drivers passing signals at da.nger
owing to not seeing them because of a. fog, and those due to
errors on the part of signalmen, arising principally from
their being unable to see that the line w8.s not clear
owing to fog prevailing. Of the accidents under review,
four come under t he first head and six under the second.
The cases where drivers were concerned were :Winda01· Bridge, near Salford.-Driver ran by one
distant and three stop signals at danger .
Malden.-Driver ran by one distant and two stop
signals at danger.
Caatleford.-Driver ra.n by two distant and t wo stop
signals at danger.
Neville Hill, L eeda.-Driver ran by one stop signal at
danger.
Various causes contributed to these mishaps, and the
drivers were not to blame in all the cases, which are only
named here to indicate the contingencies that have to be
provided for.
The six cases where the action of the signalmen led to
trouble are :~odmorden.-Signalman assumed that an approaching
tram, for which he had lowered his signals, had come to
a stand in the station, so put his signals to . danger and
opened the branch points to let off a light engine. The
first train was, however, a.n express, which could not pull
up, and ran on to the branch and came into collision with
t he light engine.
Todmorden.-Signalman called a train back off the
down line, intending it to go on to the up line; but the
points in the up J!ne giving access to the up loop were
open, and the tram therefore proceeded on to that line
and came into collision with a. goods train.
Gumnerabury.-Signalman assumed a. train bad left the
up loop and gave permission for a second train to shunt
on to the up loop, which came into collision with the
first train which was still there.
T urnham Green.-Signalman assumed a train h ad left
the station, but it was still there, and a second train
arriving led to a collision.
Shepherd'a·lane Juncti01t.-Signalman intended dri ver
to draw up to the advance starting signal. Driver,
~owing that. tbese signals are not used in foggy weather,
1gnored the s1gnal and went ahead, and came into collision \vith a train standing at the next box.
. Chelsea .•- I n th!s case the coll~sion occurred owing to a
11gnalman s error 10 block working, but the driver of the
second t rain did not see the tail lights of the first train
owing to fog.
After a. perusal and study of the causes of the ten
accidents which have been chosen as examples of the
difficulties of the situation, it will probably be admitted
that no legislation can guard against some of the mishaps.
Ho~ to prevent drivers ignoring danger signals during
fog IS the principal purpose of this article, a.nd so that
part of the subject will be reverted to later. We come
then to notice the others, and the first mishap is that at
Todn;torden. Not~g, we tb.ink, could have prevented
t he stgnalman makmg the m1stake he did after he b ad
committed the original error in assuming that the York
express was the Burnley train. The train was already
close to his signals when be reversed them, and we
repeat, no device has been submitted which would have
stopped the signalman from turning the train on to the
branch.
The second accident at Todmorden might possibly have
been avoided bad shunting signals existed, as then the
signalman would most likely have noticed that the points
were ~on~, and bad tber.e been a. separate signal for
each duect1on, then the tra.mmen would have noticed the
error if the signalman did not. Gunnersbury and
Turnham Green are on the London and Soutb·,Vestern
~e, and that company is, we understand, favourably
disposed towards "track circuits." This is a method
wbeteby. t~e lower:ing of a. signal is governed by a current
of electnCit.y that IS se~t through the rails of the section
ahead, and if the road 1s not clear the current is sbortcircuited, and the signal cannot be lowered. Had this
method been in force at Gunnersbury and Tumha.m
Gre~I?· the mishaps there could not have happened. The
colliston at Shepherd's.lane Junction was due principally
to ~want of clee:mess in. the company's rules, so that
acciden~ ~ay be mcluded ~ the preventable list, as may
the coll1s1on at Chelsea., wh1ch would have been avoided
by either the track-circuit system or " lock and block "
as then the signalman could not h~ve accepted the seco~d
train until the first bad cleared.
We submit, t?en, that we have shown that perfect
sys~ms of workmg would have reduced the six mishaps
commg ~der our second head to the solitary one of the
first a.c::c1dent at Todmorden, and there only remains to
be n oticed the four cases where drivers ran by signals, and
here we colll:e ac~oss the crux of the whole question. It
must not be.tmagu;ted that the officers of our railways have
not had this subJect under consideration, because we
know that the Rules and Regulations Committee of the
Railway Clearing H ouse have had the matter under
notice for some time, and particularly since the Wivelsfield accident at Christmas, 1899, when t he Board of
Tra.?e drew the atte.ntion of the Associated Railway Comp a.rues to the late Str Fra.ncis Ma.rindin 's remarks on the
causes that contributed to that unfortunate accident
But the Clearing H ouse are faced by all sorts of diffi:
culties.
What these difficulties are may in part be
gathered from a. recital of the circumstances that led to
t he Windsor Bridge ac~ident. Here the driver was mis-
153
T HE ENG I NEER
led-or states be was misled, the point need not be argued
here-by exploding no detonator at three of the signals
he passed. Now here comes one most important difficulty of fog signalling. A signal at danger is indicated
by the explosion of a. fog signal and the exhibition of a
red light by the fogme.n. A clear signal is indicated by
a green light and no explosion. Consequently the driver,
getting no fog signal, was justified in accepting the signals
as being 11 off." It may be asked what light the man got,
but the answer to that inquiry a.t the present moment
would confuse the subject, and so it will be deal.t with
later. Suffice now to notice that a clear road is indicated
by the absence of a. fog signal ; and one of the problems,
then, is to provide indications for both the danger and
clear positions.
The sho,ving of a. red or a green light to a driver by the
fogma.n is another difficult y, but one of a different nature.
It is one that has not always existed, but has cropped up
of recent years. It is due in part to the number of
signals to be 11 fogged" h aving increased so considerably.
Also to the staff that act as fogmen not being available
to the same extent as formerly . Not that the number
of men is less-t he contrary is the case- but railway
companies hesitate to allow their men to work tbe long
hours they used to do, and will not employ them for such
long stretches of duty without relief. Again, competition
amongst the companies has grown so much that those
men in the traffic department who act as fogmen cannot
be so readily spared. Further, there is the question of
the higher rate of pay now given to the men, which in
itsel£ has helped to swell the cost of fog signalling.
Lastly, t here is the difficulty and the objection of calling
upon a. platelayer, who h as put in t welve hours' work on
the line, to go on duty again for another eight hours.
Consequently the companies have bad to consider how to
reduce the e>..-pense incident to providing a staff to act as
fogmen. A mea.ns to this end is to make one man attend
to two signals, which can be done where, for instance, an
up and a down signal o.re near each other. The man
stands on the up side and " fogs" the up signal by hand
in the usual way, and puts detonators on the down line
for the down signal by means of a machine, the lever of
which is on the up side. In all such cases a fogman is
saved. Such machines are used by the London and
North.Western, the Great Western, Midland, and Lancashire and Yorkshire lines. The North-Eastern, on the
southern division, uses a fog-signal machine, by which
detonators are put on the rail. This is worked by an
independent lever in the locking frame. The Great
Central also put down some automatic fog-signalling
machines; the Great Northern has some semi. automatic
in Yorkshire, whilst other companies are experimenting
with one apparatus or another. In all cases then where
a machine is employed to act as fogman, no band signal
can of course be given, and this complicates the question
considerably when the absence of a fog signal indicates a
clear road. H ere then is another problem for solution.
Judging by the innumerable patents t aken out one
might imagine that the remedy was to be found in fitting
an attachment to the locomotive which, when a. signal
was passed at flanger, opens the whistle, rings a. bell, or, as
some .even ~o! put o~ the brake. 'Yere there anything in
such 1deas 1t IS certa.m the comparues would have readily
adopted the system, and this they could do without the
expense of patent royalties, as "obstruction signals" are
now so old that there can be nothing p atentable about
the general idea. One of the first difficulties that the
companies were met with was that any system adopted
would have tQ be universal , as before any apparatus were
put down and brought into use not only would every
engine belon~g to the parent company h ave to be fitted,
but every engm~ of any compan! t~a.t had running
powers over the line. Then , an obJeCtiOn of much importance against nearly all such methods is that no
indication is given when the signal is clear, and, consequently, if a signal is at danger and the obstruction fails
to work so that the whistle is not blown, or the bell fails
to ring, then the driver assumes that the line is clear.
This is an objection that must be raised against l\lr.
Raven's system as being tried on the North-Eastern
~ailway. Mr. Boult. in his system overcomes this object !on, but we are ~fra.td the cost of his system is prohibiti-ve, and espec1a.lly when the number of signals is
remembered. .There .is no d~ub~ that of the methods proposed for operung wbtstles, ~gmg bells, and p~tting on
brake~, t~ a.t .the bell sys~m JS t~e best, as by It a lineclear mdica.t10n can be ~1ven, which is not the case with
the other two classes. But we are afraid that the adoption of any such method is not an event of the near
future. Locomotive superintendents will not readily
agr~e to greater r~sponsibility and ~train being thrust upon
thetr men by havmg to keep their eyes on a. small indicator and listen for the sound of an electric bell. Again,
were such a system adopted, artd fogmen were withdrawn
a driver would find himself in a very difficult positio~
should the apparatus on the engine fail and be out of
order. Lastly, in connection with this it will be wise to
recall the pregnant words used by Colonel Yorke in his
report to the Board of Trade on the Slough accident:" Drivers, having been t~u gbt to rely upon t he apparatus,
would pay less b~ed to s!~a.ls than at present ; in fact,
o~e newspaper, ~ descr:bmg some recent experiments
With one of thes~ m ,·ent1ons, speaks of it as ' minimising
very greatly the rmportance of semaphore signalling '-a
consuma.tion by no means to be desired. Unless therefore, it can be ~e.ndered absolutely proof against' failure
under all cond1t1ons of speed, weather, or accident the
use of such a. machine may introduce greater risks 'than
those which it was intended to remove. I t is also to be
borne in n;tind that if _used !l't all on any railway it must
be used m connect1on With every ' stop ' signal and
a.l~bough the fixing of some such apparatus a.long~ide ~
railway track for the purposes of experiment or demonstra.tio~ is a. simple opera:tion, I anticipate that considerable dtfficulty would. anse when laying down a large
number of these apphances a.t large stations or junctions
especially where s1gna.ls are ' slotted ' or controlled fro~
two signal boxes, or where several routes, each with its
separate signal, diverge from one trunk line. These
observations will suffice to show that the conditions to be
met are by no means so simple as may at first sight
appear, while the inventions claiming to attain the object
in view, which are now before the ra.ilwa.y companies,
have not yet emerged from the experimental stage."
Truly, the difficulties of the question are many and
great, and we have dealt fully with the matter so that
the public may restrain their impatience and recognise
that the companies for their own interests will welcome
any solution of the problem that will be efficient, trust worthy, and capable of universal adoption.
THE PORT OF LONDON AND TH E
THAMES.
No. ll. •
Ta:E present condition and management of the wet
docks on the Thames occupied a. very considerable share
of the attention of t he Commission, and a large amount
of evidence was t aken as to the effect of the present dock
system on the trade of the Port. The docks are now
consolidated into the hands of three companies-the
London and India, the Surrey Commercial, and the l\liJl.
wall. The London Docks, the East and West India
Docks, the St. Kat harine Dock, the Victoria. and Albert,
a.nd t he Tilbury are now amalgamated into the London
and India. Dock Company. These docks receive 48 per
cent. of the total tonnage en tering the Port of London in
the foreign and colonial trade. The total number of
vessels entering the eight docks of the amalgamated
system in 1901 was 2882, having a. net registered tonnage
of 4,787,944. The average tonnage of the whole of the
vessels was 1644 ; the average for 1899 being 1529 ; and
1900, 1544. The largest vessel entering the St. Katharine Dock was of 1022 tons net register ; of the Albert
Dock, 5991; and Tilbury, 8651 t ons. It was stated in
evidence that there are only twenty-seYen ships afloat
which could not enter the Albert Dock. The total
expenditure on the con struction of these docks and warehouses has amounted to £19,278,000. F or several years
no dividend was paid on the East and West India. Docks,
and about 2! per cent. on the St . Katbarine stock.
Since the amalgamation a dividend of 1! per cent. has
been paid on the ordinary deferred stock. Between 1889
and 1901 there was an increase of 66 per cent. in the
tonnage of the foreign and colonial trade entering these
docks, while the gross revenue ~~~}, increased 18 per cent.
This increase of tonnage is m · y due to the increased
facilities afforded by the Albert Dock, opened in 1880,
and to the Tilbury Dock, opened in 1886.
The Surrey Commercial Docks deal principally with
timber and grain. The number of vessels which entered
in 1901 was 1368, of an average tonnage of 747 ; the
largest vessel being 2542 tons net register. The capital
outlay has been £ 2,741,628, and a. dividend of 5 per cent.
is paid, but a. large part of this comes from the Surrey
Commercial Canal and the rents of property on its
banks.
The Millwall Dock had a traffic in 1901 of 1411 ships,
of an average net registered tonnaae of SOBt tons, the
largest vessel which has entered the docks being 4755
tons. The capital expenditure has been £2,094,157, and
the net income is only sufficient to pay a. small amount
on its first preference stock.
There are four smaller docks belonging to the railway
companies, and the Limebouse Dock belonging to the
Regent's Ca.nal Company. An estimate of the amount
required to bring the docks up to date was prepared for
the Commissioners, amounting to 4t millions.
The Port of London varies from all other ports in the
large number of private wharves and warehouses, 820 in
number, which are situated along the banks of the
Thames, and the system of discharging the cargoes of
vessels into barges and transporting and storing the m erchandise at these warehouses instead of delivering them
on the quays and sh eds of the docks where the vessels
are berthed. When the first Acts of P~U"liament were
granted authorising the construction of docks, it was
enacted that merchandise coming from the East or
West Indies should be delivered only at those docks for
a period of twenty years. In return for this monopoly
the water in the docks was declared free for all barges and
lighters engaged in taking goods to and from vessels
berthed in the docks. When the monopoly ceased, and
on several occasions since, the dock companies endeavoured to get this right of free access repealed, but without success, and it is in force not only at. the older docks,
where the monopolies originally existed, but also a.t those
more recently constmcted. It was stated in evidence
that about three-fourt hs of t he whole of the goods which
pass through the London and India Docks, and to a. less
degree in other docks, are thus discharged into lighters,
and on which the dock companies receive no dues. The
grievance of the dock companies arising from this
exemption of lighters from dues and their statutory right
to enter and leave the docks without payment in respect
of the goods ~vhicb they move, was Yery strongly urged
on the attention of the Commissioners, and it was justly
pointed out that while these privileges might have
been reasonable under the circumstance of the monopoly
of trade granted a hundred years ago, they have long
ceased to be so, and are a. great injustice to the dock
companies and seriously handicap them in bringing their
docks up to modern requirements by cutting off a. valuable
source of revenue, estimated at £235,000 a year. The
expense cau~ed to the London and India Companies by
extra. dredgmg and other matters due to the barges is
estimated at .t50,000 a year.
Great complaint was made by shipowners as to the
delay and. loss in lo~d~g an.d discharging steamers.
Despatch 1s an essent1al Item m the cost of working a.
vessel, and is of more importance than low port charges.
• No. I. appcarod August 8th,
154
.AUGUST 15, 1902
T H E ENG I NE ER
The large capital value of modern steamers makes it an
imperative necessity that they should earn profits without waste of time, and that punctuality to dates in
leaving and arriving should be secured a.s nearly a.s
practicable. The main complaint against the Port of
London is the great delay in working vessels and the
difficulty in ensuring punctuality. This is partly due to
the state of the river, but mainly to the practice which
prevails of discharging the cargo into barges, or on to the
quays to be removed thence to the barges, and to the
deficiency in shed accommodation at the docks for sorting goods. It is frequently impossible to load directly
into the barges owing to the necessity of sorting the
goods to be sent to different warehouses. When the
steamer is alongside the quay the barges cannot get
there to obtain the goods that have been landed, and
even when a berth can be obtained by a. barge there is
much confusion in cross-trucking first from the ship into
the sheds, and thence to the lighters. It was stated that
on an average it takes eighteen days from the date of a
large steamer breaking bulk before a shed can be cleared
of the cargo placed in it. Frequently the quays and
sheds become blocked with two or more cargoes, and
meanwhile a. large number of barges, insufficiently
manned, are floating obstructively about the docks, while
consignees have to pay t heir owners for the time thus
idly spent, and cannot reckon with any certainty upon
the time of arrival of goods at their warehouses.
The great difficulty in doing away with this privilege
of free access to barges is the effect it would have on the
trade of the private wharves and warehouses on the
banks of the river, which have grown up under this
system, and on which a. very large capital has been
expended, estimated approximately at .£13,000,000.
The Commissioners, however, report that they wore
unable to recommend any repeal of these free water
clauses, but they consider that it is only right that these
barges should henceforth make a moderate contribution
towards the revenue of the Port by being compelled to
take out an annual licence.
A great deal of evidence was taken as to the working
of ships at other ports, and generally as to the management and time of despatch. An illustration of the
disadvantage the Port of London suffers from this delay
in working steamers was given, where the same vessel
coming from the same port with the same class of cargo,
on one occasion went to London and on the other voyage
to Liverpool. At the latter port there was discharged
from the vessel 500 tons more cargo in t wo days less time,
'vith .£867 less expense.
As regards the general conclusions at which the
Commissioners arrived, being satisfied that the dis·
tribution of power between separate authorities is contrary to the interests of the Port as a whole, they
recommend that a. single Port Authority should be
constituted consisting of forty members, eleven of whom
should be appointed by the London County Council,
three by the Corporation of London, two by the London
Chamber of Commerce, five by the over-sea traders, two
by the abort-sea. traders, three by the wbarfingers and
owners of private warehouses, and the remainder
r espectively, by the Admiralty, one; Board of Trade,
one; Trinity House, one; Kent and Essex County
Councils, one each ; Governor of the Bank of England,
five ; railway companies connecting with the docks, two.
That the new authority should absorb the powers and
revenues of the existing authorities and become the
owners of the docks, bot selling or leasing the warehouses
belonging to them. The docks to be vested in the new
authority subject to any liabilities as to debenture stock,
which should become a. charge on the funds of the Port
Authority; and that as regards the ordinary capital, port
stock should be issued to an amount to be settled by a.
court of arbitration ; the shareholders being placed in
no better or worse condition than they now are.
With regard to prov~ding t~e seven milli~ns which i~ is
estimated will be reqoued to 1.01prove the r1ver and bnng
the docls up to date, the Commissioners point out that
to meet the interest on this, either additional charges
most be placed on the shippin.g, whjc~ is undesirable,. or
that this money must be prov1ded, a.a m other competmg
ports on the Continent, by the G~vern~ent .or the
municipality, and that a.s the Thames 1s a v1ta.l h1ghway
of commerce to London this money might be found in
whole or in part, or the interest guaranteed, by _the Corporation of London and the .co.unty Coun~il ; ~otb
bodies ha.vinn- assured the Comm1Bs1oners of thetr anXIety
for the welJare of the Port and their willingness to
undertake responsibilities with r egard to the funds
required.
MINING AT THE DUSSELDORF EXHIBITION.
No. II.
TaE problem of maintaining a large output from mines
of great depth when the period of active. winding is
restricted to a small number of hours ~unng the ~ay
shift has been closely studied of late years 10 the RbemshW estphalian coal district, and several ~ota.ble changes
have been introduced, such as the equ1pmen~ of s~a.fts
with a double hoisting plant, &c., most of which will be
found to be fully represented. Some examp;es of steam
winding engines for shafts in process of fittmg are cont ributed by the GuteboffnungshUtte, of Oberhaus~n, and
the Prince RudoU HUtte, of Dulmen, one of which we
illustrate to-day. The other will be illustrated in a. future
issue. The former, which is intended to draw a. useful
load of 88 cwt. of coal from a depth of 750 m . .(24~.)
at a.n average speed of 40ft. to 50ft. pe~ second, 18 a t~n
tandem compound, the low-pressure cylinders exhaustmg
into a central condenser.
The high-pressure cylinders are 850 mm. and the low·
pressure 1200 mm. in diameter, the length ?f stroke
2000 m. (7~in .). The initial stea~ pressure I S 120 lb.,
and both cylinders and covers are Jacketed. The valve
• No. I. appeared July Uth.
boxes, which for convenience of access are placed on one
side of the cylinders, contain for either end a.n admision,
an exhaust, and an overflow valve, the latter, in the
event of excessive cylinder compression, allowing the
steam to return to the main steam pipe. The valves are
governed by a. Gooch link motion with its own auxiliary
steam motor, which can be operated by the engine.driver
with one band. Between the receiver and the low.
pressure cylinder a. check valve is inserted, which allows
the pressure in the rer.eiver to be raised to .that of the
boiler steam, so that full pressure may be gwen to the
larger cylinder at starting. The arrangement of this
valve and its connection with the main throttle valve are
shown on paae 155. Both are piston valves with double
steam ways, the check valve is made with serrated edges
to allow of a gradual reduction in the admission passage.
The apertures for different portions of the valve gear are
as follows :·
1.
2.
3.
4.
5.
Olttcl: ool~.
Lap, mm.
Lift, mm.
Throttle ml<"t.
Lift, mm.
Lap, mm.
0
... ...
••
... ...
... ...
10
16
1.
2.
.. 26 •
... 32
23
40
... 50
... 80 ... ... 70
• Saw edges open.
3.
4.
5.
t
... 0
... 65
... 80
... 125
... 200
Full open.
•••
...
...
...
...
• ••
•••
• ••
•••
...
65
0
15*
65t
13:):
::: Over lift.
The link motion is pulled over by the arrangement
shown. The centre point of the reversing handle during
the movement of the slide valve lies in the piston-rod,
and on the r eturn of the valve passes through the piston
and hand grip, so that the connection of the. ~iston.-rod
and reversing lever must be made by a. slidmg p1ece.
The brake cylinder, which has no special valve gearing, is
filled with oil, the throttle aperture being a<ljustable by
band. The brake may also be applied by the enginema.n by
releasing a. falling weight, and in addition by two independent safety appliances, one connected with the cage
indicator, which comes into operation if the speed is
not reduced in time, and the other with the automatic
speed registering apparatus, which prevents the engine
from running above a certain maximum rate, which can
be reduced when r aising and lowering men. The winding drums are 8·5 m. (27ft. 10 · 6in.) diameter, and each
1· 750 m. (6ft. llin.) broad, giving room for 850 m.
of rope of 50 mm. thick on either side without overlapping. The drums are loose, are carried by eight arms
of channel section in mild steel, seated in loose bosses,
which are connected by bolts with the arms of similar
bosses keyed fast upon the main shaft. The latter is of
Siemens-Martin steel and bored out through the centre.
The arms outside the rope bed on either side carry a ring
of channel section forming the brake drums. The main
shaft bearings are of cast iron, in four parts, bushed with
white metal separately adjustable. The ground covered
by this engine, a.part from the exhaust connection with the
condenser, is about 74ft. in length by 33ft. in breadth.
Another arrangement of a. plant for winding from a
depth of 1200 m. is r epresented by a. model exhibited by
the International Deep Boring Company, of Stra.ssburg,
constructed from the designs of Messrs. F. Koepe and
A. Raky. This is based upon a new modification of
the Koepe endless rope system in which flat ropes are
used instead of round ones. By this means the diameter
of the winding disc is reduced to 8 m. (lOft.) a.a, well
a-s the weight of the engine, which is only 25 tons, and it
can therefore be placed at the top of the head gear, which
is built of four inclined struts, something like a. boring
derrick. With a. pair of single-cylinder engines, 32in.
diameter and 39in. stroke, it is intended to raise a. net
load of 88 cwt. of coals, or double that of the large Tomson
engine, from a. depth of 1200 m., at the average speed of
39ft. per second, the piston speed of the engine being
2!- m . per second-486ft. per minute. The shorter life of
fiat as compared to round ropes may be urged against
this proposition, but this only applies to the ordinary
condition of winding, where the rope laps on a. bed of uneven surface and constantly changing diameter, and not
to the Koepe system, where no lapping takes place. At
any rate, the new modification with fiat r opes has been
successfully used for some time past at the Crone pit in
Westphalia, which is, we believe, about 600 yards deep,
and no slipping of the rope has been observed, the
diameter of the winding sheave being about 10tft.
The greatest novelty in winding engines is that exhibited
jointly by the Friedricb-Wilhelms Hiitte, of Mulbeim,
and Messrs. Siemens and Halske, in the electric winding
engines which, at the close of the Exhibition, are to be
erected at the No. 2 Zollern pit of the Gelsenkircben
Mining Company. This is intended to raise 1000 tons of
coal in a. six hours' working shift from a. depth of 500 m.
(1620ft.), the net load of 84 cwt. travelling at a maxi·
mum speed of 20 m. (66ft.) per second. In this the
Koepe construction is adopted, the winding sheave of
19·7ft. diameter being pla{led in the centre, with an
electromotor of 1400 horse-power on either side, carried
on the same shaft. The power is divided to admit of considerable variation in the winding speed by nmning the
two sides either in parallel or series coupled, and by the
interposition of a. system of accumulator batteries, and
varying the exciting cw-rent of the field magnets any
speed from the maximum down to 1ft. per s.econd for
the inspection of the 'vinding ropes can be obtamed. The
electric energy is supplied at a. continuous current
of 500 volts, which, in combination with storage
batteries, admits of a.n advantageous utilisation of the
energy of the primary generator, notwithstanding the
intermittent nature of the demand made by the engine.
The accumulator battery, made by the Accumulator Fa.brik
Company of Berlin, is placed in a. special building. It
includes 216 elements of 499 ampere hours capacity after
one hour's discharge. When finally erected at the m ine
it will be increased to 250 element s. These are grouped
in four parts, \vhicb can be worked in series, whose order is
changed at each reversal of the drum, the discharge
taking place from left to right during the journey of
one cage · and in. the r?verse direction d~g that of
the other. Startmg res1sta.nces are provtded for each
motor, both being used at the highest spee~ when the
motors are running in parallel, but ~hen ser1~s coupled
at half speed a. single .one is su~c1ent. Va.nous other
combinations are prov1ded, allowu:g the drum to be
driven by a single motor, and ~lso w1thout the battery, a.ll
of which are placed out of s1ght below the Boor. The
sta.rtinn- and reversing arrangements are con.tr~Ued by an
aux-ilia~y compressed air engin~, a~d a smnla.r mo~r
works the brake. As in the prev1ous mstan?es, au~omat10
speed regulators are provided in connectiOn w1th the
cage indicator, which reduce .the speed or stop the
engine if the engineman o~ts to. d~ so when the
cage passes a. specially determmed pomt m the abaft.
Another electric winding plant i.s ~~presente~ by drawings in the General 1\linmg Exh1b1tJOn. This has been
built by the Allgemeine Electricitiits Gesellschaft, ~f
Berlin, for the No. 1 pit of Preussen II.
This
is intended to raise a. net load 2 tons. 2300ft. at
a maximum speed of 58ft. per second, w1~h a. reduction to about 16ft. when r a.ising or lowermg men at
the change of shift. This is also of the Koepe form,
with a. 20ft. sheave and an electro motor on the sa.~e
shaft. Alternating cUl-rent of 2000 volts is u sed, which
passes from the main supply cables through fuse boxes,
safety and reversing switches to the motor. The speed
is regulated by varying the armature cw:rent, th:ough
fluid resistances, by electrode plates m . a. c1ste:n
through which a. solution of caustic ~ode. 1s. kept. m
circulation, the speed of the motor ~cre~smg wtth
increased immersion of the electrodes, which IS regulated
by a. valve in the bottom of the. cis~ern. For t?e very
low speeds requ}re~ in the exa.~a.t10n of the p1t ropes
the resistance 1s mcreased by lift111g the plates so as to
reduce the wetted sul'face to a minimum. I n order to
stop the engine, in the event of a. sudden Ios~; of curre~ t
by the melting. of .a. safe~y fuse, an ~lectro-~agnet 1s
placed in the cucwt boldmg up a. we1g.ht, wb1ch, when
released, opens the slide valve of the a.u brake. Tb~se
accessory appliances are operated by a. low-tens10n
current supplied by a. small transformer.
The numerous accessory apparatus in connection with
winding and hauling, such a.s cages, safety apparatus,
catches, &c., are very largely represented ; but for these we
must be content to refer ounea.ders to the excellent reports
appearing in the columns of our contemporary, G_Wck?-uf,
to which we are indebted for many of the details g~ven
abo-ve.
SOME ASPECTS OF WORKSHOP
MANAGEMENT.
No. IV.*- THE FOUNDRY,
TaERE are three distinct disadvantages under which a
foundry labours as compared with the other departments
in an engineering establishment.
.
.
First, the large proportion of unskilled labour reqwred
to assist the skilled workman ; secondly, the grea t
amount of materia.! consumed in the producing of cast·
ings, especia.lly in the case of heavy work; thirdly, the
risk of wasters.
I n order, therefore, to obtain sa.tisfa.ctoryresults in this
department, it should be the aim of the ma:na.gement to
minimise these disadvantages as far as possible.
The amount of unskilled labour required by the foundry
is chiefly owing to the bea~ weights ?f raw ~ateriaJ
which demand constant handling ; and if suffic1ent and
suitable appliances are provided to facilitate the convey·
ing of material from one point to another the heavy
expense of unskilled la.bou.r can be permanently
economised to a. very large extent.
Arrangements
should be made so that the pig iron and fuel, whether
delivered by rail or wa.~er, can be d~~~sited directly
alongside the cupola. stagmg, and facilities sh~uld be
provided at this point for unloading the ~ate~1a.l, the
weighing of it, and its conveyance to the stagmg a oove.
A cupola. staging of large dimensions will be found a.
great convenience, as it will perm.it of a. good. su ppl~ of
iron and coke being stored upon 1t ready for unmedJa.te
use, and will obviate the necessity of constantly carry·
ing up small supplies. If, in addition to having an ample
Boor area., the staging is r~ofed in, an adv~~age will be
found in keeping the ma.ter1a.l dry, so that 1t JS ready for
the cupola. at any time. .
.
. .
With regarJ to the appliances for ~a.ndlmg ma.tenal ~
the foundry itself, a. narrow-gauge railway should be l8.ld
along every gangway and provided with trucks for the
conveying of small box ~arts, pa~terns, and . all other
articles in constant use wh1ch requue to be shifted from
one part of the building to another. If the arrangement
of the foundry permits, the best method of handling
heavy pieces, such as box parts, cores, patterns, ladles, &c.,
is by means of overhead travelling cranes worked by
power, and of modern design. The great improvements
made in these of late years render the employment of a.
modern traveller almost a necessity. If a. sufficient
number of these is available to deal with the work other
provision will be found unnecessary ; if not, these appliances may be supplemented to advantage with jib cranes
a.t convenient intervals. To put it shortly, no article
of any weight should be handled in a. foundry except by
mechanical means.
The large amount of material consumed in the produc.
tion of castings is a. matter in which it is more difficult to
economise ; but considerable saving may be effected by
exercising judgment in the employment of the perishable
material. We are not now alluding to what goes into
the cupolas, but to such articles a.s core irons, chaplets,
the material for core making, and the like. The workman is apt to be prodigal in the use of these articles, and
the foundry foreman can effect a considerable saving by
directing their disposition 'vben a. large core, or mould, is
in process of manufacture.
Reducing the risk of wasters also depends, of course,
• No. Ill. appeared Auguat lit.
-
•
TWIN TANDEM COMPOUND CONDENSING WINDING ENGINE
•
11
GUTEH OFFNUNGSHUTTE , OBERHAUSEN, ENGINEERS
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THE E1{GINEER
-
mainly on the foundry foreman; but it ie in the power
of the mana.~ement either to assist him very materially,
or to render nis efforts futile in this direction.
Assuming that suitable patterns and core boxes are
a.vailable, one of the most fruitful sources of wasters is
bad coke. This important article is very often purchased
in a most haphazard ma.nner. After a. series of more or
less costly and unsuccessful experiments it is found that
a certain cla.!{s of coke gi,·es the best results. The foreman reportef{n.voura.bly upon it, and the purchase department receive instructions to buy no other. After a. time
the firm which supplies this article, realising from
repeated oraers that it has secured a permanent customer, comminces gra.dua.Uy to raise its prices, until at
last the fact is realised that the bill for coke has largely
increased. Upon this fresh tenders are invited, and,
t empted by a much lower offer, a different class of coke
is purchased, often with disastrous results, and the
unsatisfactory experiments, in order to obtain a suitable
adicle, are carried out"" again.
The reason of all this trouble is that the engineer who
purchases coke in the manner described does not know
what be is buying. Precisely the same trouble is
experienced in procuring pig iron. Anyone who has
purchased what purports to be the same brand of iron
from different sources, must have noticed that the iron
supplied by one firm often gives entirely different results,
and, when broken, presents an entirely different appearance, from that supplied by another, though ordered under
the title of the same brand. Indeed, we can recall to
mind an instance of a. consignment of pig supplied to one
order, and supposed to consist of a. specified brand, which
was clearly made up of three different classes of iron. A
remonstrance from the purchaser to the effect that the
ron is not of the brand asked for, unless backed up by
some definite assertion as to its component parts which
cannot be refuted, usually produces a. polite response to
the effect that the purchaser is mistaken, and tl:!.a.t the
brand which has been supplied is the brand asked for ;
and unless the buyer is in a position to prove his
assertion to the contrary, complications are apt to ensue.
The only satisfactory method of purchasing either coke
or pig iron is by specification; and the only possible
means of discovering whether or not the article asked for
has been supplied is by analysis.
It is true that a.
manager or foundry foreman who knows his business
can form a. shrewd opinion by the appearance of the coke
or pig iron whether or not they are likely to be suitable;
and the breaking of test bars will often show, too la~e,
that something is wrong; but surely a. purchaser occup1es
a far stronger position if he is able to state definitely,
and without fear of contradiction, in what respects the
goods supplied fail to meet his requirements. The
merest novice in foundry practice is aware that an excess
of sulphur in coke is a. great source of danger to castings,
yet there are at the present time many foundry managers
who, if asked the question as to what percentage of
sulphur the coke they are using in their cupolas contains,
would be quite unable to hazard a guess which would be
anywhere near the mark.
We fear the time is still distant-though it will come
some day-when pig iron will be ordered by specification
instead of by brands ; but there is no reason whatever
why managers should not avail themselves of an analytica.J
t est to see that what they are purchasing is likely to
meet their requirements. Many large firms have already
realised this, and employ a. chemist working in connection with this department; and as we are unaware of a
single instance in which a firm having tried the experiment of analysing their goods has given it up, we take it
that the benefits derived from th1s practice have been
Small foundries, it is
found to warrant the outlay.
true, cannot always afford this additional burden on their
trade expenses; but when this is the case it Eh .,uld be
possible, in large manufacturing centres, for the smal~er
factories to combine, and run an ana.Jytical cherrust
between them; or, if this is impracticable, it is not a
very serious item to submit to an outside chemist for
analysis samples of the goods offered before they are
accepted.
Though the suggestion of running an a.na.Jytica.J department in connection with the foundry may sound a. somewhat alarming addition to trade expenditure, the cost is
not after all, such a very ser1ous item. An outlay of
£500 would probably cover the expense of equipment ;
and there is a number of young qualified chemists competent to carry out this work to be engaged at quite a
moderate sa.Jary. Moreover, in addition to assisting the
foundry, the sen' ices of a chemist may be employed to
advantage in testing the material used by the other
departments in an engineering establishment. It must
not be forgotten that the loss incurred by waster. castings
is not confined to the foundry alone; the ma.chme shop
often suffers heavily from working on castings whose
defects only appear perhaps during the last operation ;
and the foreman of the machine shop can testi.fy to numbers of hours wa.sted in ineffectual endeavours to machine
castings which have to bP. finally rejected on account of
their being too ha.rd.
As an illustration of the practical a4vanta.ges derived
from the introduction of chemical analysis in connection
with the foundry, we give below sorpe ~articul.ar~ of
the results obtained by .Messrs. J. Tylor and Sons, Luruted,
of York-road, London, N., which firm have recently fitted
up a laboratory in connection with their works.
The first column-December, 1901- sbows the analyses
of the material purchased and the castings being produced when the laboratory first came into existence.
The second column-June, 1902-gives the results
obtained after it bad been established a few months.
A nalyn' of O(JJ:t.
December, 1901.
Per cent.
Moisture
... ... 2 ·6
A.sh
. .. . .. ... 11 ·07
Volatile matwr ..
3·28
Fixed carbon
... 85·65
Sulphur... ...
1· 48
.
•• 0
...
June, 1902.
Per cent.
1·3
........ . 6 ·0
... 5·05
...
88·95
. ..
•.
. ..
•
•
•
...
•
•
•
•
•
•
•
•
0
.. ...
·68
A UGUST
A JW.l!JIU of Iron. Ca8tin.g1 Produced.
December, 1901.
June, 190:.!.
Per cent.
Per cent.
... 2·277
Silicon ... .. . ... 2·30 ... ...
·l:l5 ... ...
...
. Sulphur... .. . ...
... 1·12
Phosrhorus .. . ... 1·10 ... ...
ss
·15 ... ...
...
.
Manganese .. .
~
Test bars made of these irons gave the following
results:-
Per cent.
TeMile strength-in toM per square inch- December, 1901 8·25
June, 1902 ... 12· 61
"
" started, per cent. .. . 528
llllprovoment
since"laboratory wo.s
· .
B~:eaking load- in cwt. on bar 1in. square between supports 12m.
apart:.
0 9
December, 1901
... 16 · 92 ... Defiec~on ... ...
· •
J une, 1902
...... 21 · 47 ... DeflectiOn... ...
·125
Improvement, por cent. 27·0 ... I mprovement ... 39·0
F rom the above it will be seen that very practical
results have been arrived at in this instance, and although
the quality of the coke used and the. strength of the
castings produced before the establishment of t~e
Laboratory were by no means exceptionally good,. ~his
fact only serves to render the contrast more strikmg.
Messrs. Tylor and Sons state that these improvements
have been obtained without extra expense, the brands of
coke and iron which they now purchase. costing a~p_roxi­
mately the same as those discarded, while an addi.t1onal
benefit they claim is the.~ the ~ifficulty ~hey preVIously
experienced from bard castings IS now enttrely o,·ercome.
We make no apology for writing at some length on th_e
above subject. 'fhis is an a.ge ?f ~xact SCience; ~nd if
the aid of science is to be called m, 1t appears that m the
foundry especially its assistance is necessary. Yet at
the present moment the foundry, of all others, is the
department where this precaution is most neglec~d: .
One point on which the manag~ment. should .ms1st ts
the a<:curate recording of all matena.l wh1cb goes m to, and
comes out of the cupolas. These rec?rds should be
examined by the manager, and the me.tena.J used checked
by the invoices, which will show whether the foundry
returns are correct. Any increase in the amount of fuel
consumed in proportion to the iron melted. should be
carefully investigated, and the cause ascerta~ed. The
conditions which occasion an undue consumptiOn of fuel
are too numerous to treat of here; and, moreover, are
well known to all practical foundrymen. ~ut the. COJ?sumption of coke is just one of those quest1ons wb10h 1s
likely to escape the notice of t~e foundry foreman, ~vbo
is a.pt, if he succeeds in producmg good, so~d c~stmgs
with a. moderate wages sheet, to feel tha.t he ts dorng all
that is required of him.
.
It is probable that there ar~ very few fo~dnes of any
size which art> not now domg e. cert8Jll amount of
moulding by machinery ! but it is ce~in that there are
many establishments which do n?t obt8Jll the. full.advantaae from the moulding macbrnes at tbeJI disposa.J.
s;metimes skilled men are employed to operate the
machines which could in many cases be manipulated
just as well, and often more rapidly, by an intellig~nt
labourer. In many instances the work capable of bemg
performed by these machines could be largel.y extended
by the standardising of castings which a.:e ID cons~ant
use in the manner we have suggested ID a preVIous
article. The advantage to be gained by the use of
machines is often lessened by the want of proper
appliances for han~ling t~e boxes .. The work perforn~:ed
by moulding machiDery 1s so rap1d, as compared w1th
that produced by band labour, that the handling of the
box parts rapidly becomes a matter of much greater
importance when machines are being employed.
Before leaving the subject of the foundry, a. few words
on the practice of pickling castings will not, perhaps, be
out of place. The systeo;t is now employ~d v~ry
generally by foundries formmg part of al?- engmeermg
establishment, for the benefit of the machine shop, but
not, we believe, so generally by foundries which hav~ no
machine shop of their own ; but who turn out castmgs
for the trade. The subject, however, is worth the con·
sideration of these concerns also, as in many instances it
would be a great convenience to purchasers if they could
obtain their castings ready pickl~~· In ca~es wh~re
castings have to be operated by m1llmg machines usmg
elaborate and expensive cutters the. advan~age o! working on castings which have been p1ckled 1s particularly
apparent, and unless the work turned out by the_ foundry
is exceptionally clean, and the surl&.<:e of the castmgs free
from sand, it is a. mistake to macbme them unless they
have been treated in this manner. It is not, of course,
at ways practicable to pickle the larger articles, and to
what extent the practice should be c~~:rried on depe~ds
entirely on the general run of work m each establishment· but where the line should be drawn is a matter
on whlch it is very easy for the management to decide.
THE TRADE OF THE EMPIRE.
(Contributed.)
15, 1902
tion with the study of the question. Those who favour
a system of preferential trading between . the Motbe}"
countr and her Colonies desire to turn mt:> cbann.e s
within ytbe Empire, trade which is ~o~. str9:ymg outs1de
it. The real question for the stattst1ctan ~· t~erefore,
" Does the total external trade of the Emp1re m. fo~~f
stuffs and manufactured goods appro9:ch t:.~t reqwre 1
it is to become o. self-supporting orgamsm · .
.
In an attempt to furnish the answer to this. questiOn
we ba.Ye recently had carried out an ana.Jys1s o_f ~be
trade returns published by the Labour and S~tLS~Ical
Department of the Board of Trade. The pubhcat10ns
used for this investigation have been. t~e Annua.l Trade
and Navigation H.eturns and the Stat~st1cal Abstract. for
the several Colonial and other PossessiOns of the Um~d
K' d
(1901) the figure s given in the latter covermg
th~g p~rlod 18S6-1900. A classification. of the total
exports and imports of the various Co~omes a.?d Depe~­
dencies of the Empire, under the headings of Food-stufid
and Manufactured Goods, has given the totals presente
below. Bullion and specie imports and exports h~ve not
been included in the totals, and where raw matenals for
manufactures have amounted to a large va.Jue, they ~lso
have been deducted from the totals for the Ye.rlOUS
divisions of the Empire.
The investigation has covered the years 1893-1900 ; but
owing to lack of space, only the triennia:l averages for
1894 and 1899 can be printed in this arttele. A\'erages
are used, since trade returns for single years are n ever . a
trustworthy basis of proof or argument. The figures m
most cases show a steady increase. Those f:>r . the West
Indies are the most unsatisfactory; but this IS a result
that might ha.ve been foresee~ , owing .to the long continued depression in the sugar mdustry.
FOOD-ST UFFS.
f OTAL ht PORTS o~· THE UNITED KWGDO.M .-ROll ALL CoUNTRIES.
£.
1893-94-95 ... ... ... ... ... ... ... ~~·~·~
1898·99-1900
... ... ... " • •.. "'
I
I
Jncroa.se thirty-fou r millions, equal to 19~ per cent.
•
'
T OTAL ExPORT::! 0 1' THE VARIOUS Dl\'lSIONS o •• THE EMPUlE TO
ALL CoUNTRIES.
United Kingdom~oo
10
1893-94-95 ... ... .. . ... ... .. · ...
• 1 •000
1898-99-1900
... ... .. . ... .. . ... 12,700' 000
Increase two millions, equal to 181 per cent.
India16 800 000
1893-94-95 .. . ... ... .. . ... ... ...
'
, 000
.. . ... ... ... ... ... 19,900,
1898-99-1900
Increase three and one-ten th milliollll, equal to 18; per cent.
Canada000
11I 500I
1!!93-94-95 ... .. • ... .. • ... ... ...
189 -99-1900
... ... ... ... ... ... 18,200,000
Increo.so six and sevon-tenthll millioM, equal to 58 per cent.
New South Wales1893·94·95 ... ... ... ... ... ... .. •
1, 300I 000
1898-99-1900
... .. . ... ... ... ...
2,600,000
Increase one and th ree-tenths millions, equal to 100 per cent.
Victoria.oo 000
2I 4 I
1893·94-95 ... ... ... ... ... ... ...
... ... ... ... ... ...
3,400,000
1898-99-1900
Increase one million, equal to 41 per cent.
Qneellllland2I 100I 000
1893-94-95 ... .. . ... .. • ... .. • .. •
1898-99-1900
.. . ... ... ... ... ...
3,300,000
Increase one and two-tonths miltions, equal to 57 per cent.
New Zealand000
1 ' 900'000
1893-94-95 ... ... .. . ... .. . ... ...
1898-99-19:0
.. . ... ... ... ... .. .
3,400,
Incroaae one and a-half milliollll, equal to 78 per cent.
West Indics4•900•000
1893-94-95 .. . ... .. . ... ... .. . ...
5t 200 I 000
1898-99-1900
... ... .. • ... .. • ...
Increo.se three· tenths of a million, equal to 6 ·1 per cent.
Adding together the above totals for the foo~ exports
of the more important Colonies and Dependenc1es of tbe
Empire, and including the v~~:lues for Newfoundl~d,
British Guiana Natal, Tasma.ma, and South Austral1a,
which are comparatively small, we obtain the following
aggregates :T oTAL V ALOE OF THE F oo D EX I'ORTS OP THE BRITISH EMPrBE TO
ALL COUNTRJBS.
1893-9~ ·95 ...
... ... ... ... ... ...
56,400,000
189 ·99-1900
... ... ... ... ... ... 73,000,000
I ncrease sixteen and six-tenths milliollll, equal to 29· 4 per cent.
Comparing these figures witb those given at the head
of tbis section, namely, £ 174,100,000 and £208,000,000
respectively, we see that t~e. Empire is still far from
being in a. self-dependent pos1tton as .regards food suppl~.
Our Colonies and Dependencies, a.Jtbough thetr
export trade in food-stuffs is rapidly increasing, ~till only
provide a little over one-third ?f th~ .total requJiements
of the United Kingdom. The1r abthty to produc~ the
remaining two.thirds is, however, m~rely a. quest10n of
capital and population. The land 1s there, B:D 1 only
wants cultivation. Given the necessary fa.vourmg conditions the British Empire could certainly feed its
inhabitants. The necessary conditions appear to be
preferential tariffs for British products in a.ll quarters of
the Empire.
MAN UF ACTURED GOODS.
TaE Conference which has been held in London beT OTAL EXPOIITS o~· THE UNITED KINGDOM TO ALL C OUNTLllt:S.
tween the representatives of the Colonial-office and the
1893·9-1-95 ... ... ... ... ... ... ... 190, 000,000
Colonia.J Premiers attending the Coronation, with respect
1898·99-1900
... ... ... ... ... ... 213,500,000
to means for promoting trade within the Empire, renders Incr~ twenty-three and a -half milliollll, equal to 12·4 per cent.
a study of the trade statistics for the Colonies and the TOTAL IM PORTS OF THE VARIOUS DIVISIONS OP TRE Em•mE l' LIOM
Mother-country in recent yea.r~ of timely interest. .
ALL CoUNTRIES.
It is usual to discuss I mpenal trade from the pornt of
United Kingdomview of the " present " interchange of commodities
1893·94-95 ... ... ... ... .. . ... ... 76,500,000
18P8·99-1900
... ... ... ... ... ... 96,000,000
between the Mother-country and the Colonies. Sir Robert
I ncrease nineteen and a-half millions, equal to 25 · 5 per cent. 'fb&
Giffen in his recent article on " A British Zollverein "* has
of these figu res may be commanded to those who disbelien~
follow~d the usual course, and has given figures showing study
in the 8ooding of the British market with foreig n-made goods.
merely the present va.Jue of the Colonial trade of the
India.-United Kingdom.
The imports and exports are
1893-94-95 ... ... ... ... ... ... ... 35,700,000
about one-quarter of our tota.J over-sea trade. It may be
1898·99-1900
.. . ... ... ... ... .. . 44,600, 000
held, with all due deference to Sir Robert Giffen's great
Increase eight and nine-tenths millioM, equal to 24 ·8 per cent..
authority however, that the figu res for tb~ total external
Canada.1893-94-95 ... ... ... ... ... ... ... 18,400,000
tra.de of ihe Colonies are the more important in connec·
• N in.tlttnth Ot:ntury, May.
1898-99·1900
... ... ... .. . .. . ... 25,800,000
Jncroa.se seven and four-tenths millions, equal to 41 per cent.
THE ENG I NEER
AuausT 15, 1902
---
157
---
-- ---
CUNA RD LI N ER CARPATHIA
:MESSR . C. S. SWAN AND HUNTER, WALLSEND-ON-TYNE, BUILDERS
•
•
•
I
•
•
•
.I
..-....
~
•
New South Wales1893-94-95 . .. ... ... . . ... ... ... 11,000,000
1898-99-1900
... ... ... ... ... ... 17,900,000
Increase six and nine-tenth!! millions, equal to 62 · 7 per cent.
Victoria1893-94-95 .. . ... ... ... ... ... .. .
9,300,000
1898-99-1900
. . .. . . . . . . .. . 12,900,000
Increase three and six-tenths millions, equal to 38 per cent.
Queensland3,200,000
1893-94-95 ... ... ... .. . ... ... ...
1898-99-1900
. . ... ... ... ... ...
5,300,000
Increase two and ono-tonth11 millions, equal 65 per cent.
~outb Australio.1893-94-95 ... ... ... ... ... ... ...
5,600,000
1898-99-1900
. . ... ... ... ... ...
6,200,000
Incroa.so six-tonlhl! of a million, equal to 10· 7 per cent.
New Zealand1893-94-95 . . ... ... ... ... ... ...
5,4CO,OCO
1898-99-1!\00
... ... ... ... ... ...
8,100,000
I ncrea.se two and se\'en-tenlhs millions, equal to 50 per cent.
West Indies1893-94-95 .. ... ... ... ... ... ...
4,600,000
1898-99-1900
... . . ... ... ... ...
4,700,000
Increase one-tenth of a million, equal to 2 · 2 per cent.
Cape Colony1893-9! 95 .. . .. ... ... ... . . . .. 10,800,000
189 -98-1900
. . . . ... . . ... ... 13,700,000
Increase two and nine-tenths million", equal to 26 per cent.
Natal1893-!ll-95 . . . .. .. . ... ... ... ...
2,000,000
1898-99-1900
. ... ... ... ... ...
4,700,000
lncre!llle two and se\'en-tentbs millions, equal to 135 per cent.
Adding together the above totaJs for the manufactured goods iwports of the wore important Colonies
and Dependencies of the Empire, and including the
va.lues for Newfoundland and Tasmania., which a.re compa.ra.th·cly small, we obtain the following aggregates : TOTAL VAt.t't: Ot' TBE MANUt'.\ (;TIJ IIED GooDS, htPOttTS \H' THE
BttlTISU B~ll'lRE, t'IIO~I ALL C OUNT lUES.
18113-!\1-95 .. . ... ... ... ... ... ... 186,300,000
1898-99-1900
... ... ... ... ... ... 246,800,000
Increase, sixty and a-ho.lf millions, equal to 32 per cent.
Comparing the totals with those given at the bead
or this section-namely, £190,000,000 and £213,500,000
respecth·ely-we find that the British Empire now provides a market for more manufactured goods than the
~!other-country send s abroad, an 1 that this consumption
is expanding a.t a most remarkable rate.
Sir Robert Giffen, in the article already referred to, has
expressed the fear that our industries wouJd be crippled
by any attempt to turn trade from its present channels.
The figures given above s how that this fear is to a
large degree imaginary. Those who desire to see some
kind of preferential tarifi' system adopted for the
Empire may therefore find in the above figures a solid
basis of support for their scheme.
The following extract from a. paper by Sir John
Glo,·er on "Tonnage Statistics of the Decade 1891-1900,"
read before the Royal Statistical Society on January 21st
of this year, forms a fitting conclusion to this article:" I hope those who record the next series of tonnage
decades may be able to point out, that the facts I have
mentioned took such possession of the British people
a.nd of their Parliament that they decided to make the
Old Country and her ColOnies and Dependencies more
useful to each other in the matter of food supplies, and
took the necessary measures to secure that end in time.
We have the ships to carry the wheat, and we have the
Ka.vy to protect its transit; but I submit it ought to
be a prime object of English policy t~ lessen our
dependence for daily bread on those who might proper~y
want the corn thcmseh·es, or be reluctant sellers m
case of war."
Substitute in the above extract the expression "common products" for "food supplies," "wheat," and
"corn," and the passage serves well to express the
final aim and object of all who are in favour of some
change in our present fiscal policy.
SCOTTI~H
STEEL 'WORKER ' AND HIPROVED MACHINERY.
.A..~
important decision affecting the wages of Scottish steel
workers has recently been given by Sherifi Davidson, of Hamilton, who had been chosen as sole arbiter in a case raised at the
instance of Da.vid Colville and Sons, Limited, Dalzell Steel
Works, .Motherwell. That firm, considering that the introduction of improved machinery to their works so greatly
increased the earning capacity of their plllte-mill men as to
make the wages basis of 1884 inapplicable to present conditions,
and also in view of the keenness of foreign competition, applied
to the West of Scotland Board of Conciliation for a revision
of that basis. The Board referred the matter to Sherifi
Dandson as sole arbiter. To meet the possible efiect of foreign
competition on their products, the Dalzell firm have completely
renovated t heir works, new plant of the best modern type having
been laid down at considerable expense. The more important
product of the firm is still ships' plates, and in connection
with this department they have now running two powerful
rolling mills, which h ave almost trebled the capacity of their
predecessors. In 1884 Lhe average daily tonnage produced
by the then existing mills was about 37 tons ; in 1901 it was
81 tons in No. 1 mill, and 100 tons in No. 2. The increased
output, the firm assort, has been gained entirely by the
superior efficiency of t he plant, and is in no way due to
increased exertion on the part of the men, and that although
the output has gone up-the earnings of workmen, who are
paid a tonnage rate, also increasing in regular ratio-the
profits have gone down; a result which the firm considers to
be poor encouragement for enterprise. Their claim practically amounts to ono for the readjustment of the scale of
1884, when methods now obsolete were in use, on lines more
in keeping with the altered ccnditions of the industry. The
'''orkmen, in answer to this, adduce several arguments. They
aver that the employers have already by agreement reduced
the wages of the men in these mills by 5 per cent. on account
of the introduction of the new machinery. They further
declare that the employers gain their advantage by the
increased output, and that so far as that has covered prices,
they lose proportionately in accordance with the sliding
scale. They also argue that although the efiect of the new
machinery h as been to raise considerably their actual wages,
such a rise is only commensurate to the increased strain,
physical and mental, which the use of the improved
machinery entails upon them. They further urge that their
employers have directly gained by the new system in so far
as they require now to employ a much smaller stafi of men
in the rolling mills.
Proceeding . to c?mmen_t on lh ~ se
arguments, the arbitc,r says:-" It IS qUite plam that the
employers gain by the increased output which the new
machinery renders possible, and it is also tru~ that the
lowering of prices which has resulted from the mcrease of
supply has afiected the men's wages proportionately. It is
also the case that fewer men are required in these mills.
The employers, h owever, point out fairly enough that the
advantage they derive from this is largely counterbalanced by
the fact that the new method involves increased labour elsewhere-that is, outside the mills. It is fair also that some
account sh ould be taken of the fa{!t that the workmen arc
now dealing with slabs of much greater weight than they
were before the tire rollers were introduced, and that as the
daily output is so much greater in value they have a higher
responsibility. But I do not think that the workmen have
proved that the strain upon them, whether physical or
mental, has been materially increased. I am fully convinced
that with the same amount of labour they are now earning a
largely increased wage through the introduction of improved
machinery by their employers. Giving the workmen all that
is fairly due to them for increased responsibility, and the fact
that they are dealing with material of greater value, and
taking into account as well _the g~in to employers fro~
increased output, and a certam savmg of labour, there IS
still a clear balance of earnings due in no way to the workmen themselves, but to the action of the employers. The
workmen, h owever, are entitled to some portion of that
balance. Where employers and workmen come to a voluntary
agreement, especially when a sliding scale is part of the
agreement, it really means that a modified kind of profitsharing or partnership is established between them, a nd an
arbiter is bound to coneider their respective positions in that
light. Therefore, I do not make the increase of output per
day the measure of the reduction of wages, even after making
allowance for the claims of the workmen I have already
adverted to. The wages of the roller should, in my opinion,
be reduced by 12! per cent. on the present rate; those of the
breaker-down, chipper-iu, and back-of-the-rolls mau should
be reduced by 7! per cont.; and those of the winching-away
man, sweeper, and screwer, by 5 per cent." The workmen, it
is understood, started last week on the reduction which
takes place as a result of this decision.
IN our last issue we described, in connection with her
launch on Wednesday, August 6th, the new Cunard liner
Carpathia, now being completed by ~Iessn;. C. S. Swan and
Hunter. Above we give an illustration of her as she will
appear at sea. It may be found convenient if we repeat h ere
some of her principal dimensions. She is 558ft. long by
64ft. 3in. beam, and her gross tonnage is 12,900 tons. Her
trial speed is to be 16~ knots. She is to be fitted for carrying
passengers and a large quantity of frozen meat.
In all
accommodation for 200 first-class and 600 third-class
passengers is provided. She will be driven by two sets of
quadruple-expansion engines, with cylinders 26in., 87in.,
53in., and 76in. diameter, by 54in. stroke, steam being
supplied by seven single-ended boilers fitted with Howden
forced-draught system. The machinery is being put in to
h~r _by tho Wallsend Slipway and Engineering Company,
L1m1ted.
158
THE E NG INEER
Engineers, the second paper read on Wednesday created a. good deal of interest. It was by Mr.
R. H. WaiJJford, and is entitled " Mechanical Appliances
in Mines." The following is a brief abstract of it:-
often to the plant being either badly designed or lacking the
necessary power, but most often to the system being taken up in a
desultory manner, for it seldom haJ?pens that a new idea does not
meet seriou.s difficulties, due to prejudice, either on the part of the
management or the men, or both.
The author then proceeds to discuss the use of percussive rock
drill. Under certain conditions exceedingly good holing, for
instance, in places where a conglomerate is wet which cannot
by a rotating action be dealt with, the percussion rock drill d~es
the work satisfactorily. The paper concludes with the descnp·
tions of several machines of which illustrations aro given.
The object of this paper is to draw particular attention to work
which may be and is dono :1t tho co:1l far.e by drills and conl
cutters.
Generally tb o machines do cun'ing or holing work under
the coal, whereas tho miner holes in the coal, and from a com·
mercial point of ,·icw a distinct gain in favour of machine prnctico
is established, thoro being a reduction in the amount of slack
wade. Something like 90 per cent. of th e._ coal got hy mach ines
will pass O\•er a ~ screen mesh, ns against GO per cent. by tbo band
method, for where a miner produces three tons of coal to one of
slack a machine will get eight tons of coal to one of r~lac'k. This
advantage is somewhat discounted by the facto£ slack being nearly
as valuable as coal for coking purposes; a better quality of coke is,
however, made from disintegrated coal than from slack, ns it. is
free from dirt-an element not entirely overcome by washing. If
the coal is house or steam coal, then the advantage is fully main·
tained.
For the purpose of making direct comparison as to the work of
machines 11. band labour it is ad visaule to fix upon normal condi·
tions, and to do this a 3ft. seam may ro rea.s ouably and fairly
re(!'arded a.~ the average. Coal can be holed by ma<'hines in this
tb1ckne<s toadva.nhge; as they get thicker the saving is decreased,
and as they become thinner they increase ; the machine may cease
to show a gain when the thickness exceeds 5ft. On the other band
the best results have been attained in seams under 2ft. thick. A
good min~r will bole, curve, get, and fill three tons a day of eight
ho:J.rS in a 3ft. seam under normal conditions, and in so doing will
have earned, say, 7s. 6d.; the costfor "holingorcurving," getting
and filling is therefore 2s. 6d. per ton. There is little doubt as to
this figure, viz., 2s. 6d. per ton, being below the average on the
total o:~tput of Great Britain, so the rato mo.y be accepted. The
capital outlay for a complete coal-cutting plant is here considered,
with allowances made for interest on capital, depreciation, repairs,
cost of running, stores, &c., and a figure arrived at to stand
against the machine.
The estimated cost of using a single coal-cutting machine plant
complete with all fixings and power plant, but exclusive of boiler,
engine-house and foundations, and allowing for interest and
depreciation at 15 per cent. per annum of 300 working shifts, works
out at 19s. per shift.
The coal cutter will bole or curve to a depth varying from 3!ft.
to 6ft.; the average working depth is ~ft., and in eight hours will
travel across a face 70 yards under normal conditions, holing or
curving through a distance on the face, which when got and filled
equals 100 tons, the same falling off and increase in the make
a pplies here, so the average may be taken as stated. Sometimes
two men only are required to look after the mach ine, and never
more than three. If these men are paid at the same rate as the
miner the holing through 70 yards will th en cost 7s. 6d. x 3 =
Z2s. 6d., less if anything, because two men may be enough to do
the work.
The author then gives figures which show that the reduction
therefore is 6 · 56d. on the 2s. 6d. rate in favour of the machine,
and together with the amount previously estimated as savings, due
to increased selling- value, &c., of 7 · 25d. = 13 ·81d. The unfa,·our·
able points in the foregoing estimates aro found in the fact that,
whereas a single·mach·ne plant is put down at £ 1000, a twomachine plant costs £ 1575, a three·macbine plant £2125, and a
four-machine plant £2950 approximately.
The Hurd machine at a colliery in North Staffordshire has holed
over a period of twelve months an average of 100 yards, 4ft. deep,
in hard 6reclay below the coal-the machine making its own pave·
ment. The cost by hand was 2s. ld., and the machine showed a
saving of over 6~d. per ton after allowing for all charges; the
gross difference at the face bein~ 10d. per ton. At a colliery in
Yorkshire a medium-sized machme holed 3600 yards 4ft. under, in
a seven weeks' trial, working single shifts daily- the Saturd ay
being a. six hours' shift ; the saving effected was l s. on a 3s. 6d.
rate- the holing in this instance being in a bard black band.
Another case to be mentioned effected a clear saving of ls. 3d. per
ton ; this is in the Midlands district, and it is interesting to note
that the first machine was put in over a year ago and no repairs
have been reguired, though tb~ holing is very hard and the tem·
perature in the pit is 80 deg. Fah. The Diamond coal cutters at a
colliery in South Yorkshire hole from 700 to 800 tons per day in a
4ft. seam. The holing is made in the bottom dirt and inferior coal,
which contains a large q uantity of pyrites. The output by hand
was 3:1: tons per man, which has been increased by means of the
deep under-<'ut introduced by the makers of this machine to six tons
by the machines. The price was 2s. l~d. per ~n by hand and is
reduced to l s. 3!d. by the coal cutters, a difference of lOd. per ton
at the face, from which must be deducted interest on capital, &c. ;
an average of 80 yards per machine per shift of eight hours is main·
tained, the depth of holing being 5ift.; to a minin~ engineer
80 yards 5~ft. under not only represents a large superficial a rea of
co:~.l, but implies better coal, less shots, road making, timbering, and
an all-round reduction in getting price. At another colliery, where
the seam lies at an angle of 25 deg. the holing is made to the rise;
the gettin~price was formerly 23. 3d. per ton by band :\8 compared
with l s. 4 d. per ton by machines. At a colliery in Durham a
saving of . per ton in a 2ft. seam is made, and at another place
in Yorkshire, in a seam of 19in. thick, a saving of nearly 4s. per
ton has been established, thus showing that as the seams get thinner
the saving increases. The Clarke-Stephenson machine, made by
Ernest Scott and Mountain, is installed in a large number of
collieries in Yorkshire and district, and in every case without
exception savin~s have been effected.
The cutters mstanced are of course longwall machines. For
pilhr an cl stall and general holing work a machine made by Frolich
ann Klupfol, Unter·Barm en, is doing excellent work in Germany.
\\'hen coal cutting by machinery is efficiently carried out the
working face is kept. straight and clean. Under-cutting to greater
d epths than possible by h..'lnd renders timbering requirod less
frequent and therefore less costly, and also a. reduction in the
number of shots to be fired is found from experience to bo con·
sirlerablo. By keeping a strnight line tho coal breaks away more
ea;sily especiaJJr when aided by increased depth of hole. A~ a
1
mme m
Yorksh1re forty shots were fired per day when the holing
was made by hand; the machine method reduced the number of
shots necessary to seven. Another good feature in the new
method to be noted is that work can be carried on regularly, to
keep a face moving forward at a set speed, varying conditions are
minimised, and so the work becomes easier to cope with and less
bazardoDi!.
Whntever may be tho future of mechanical co:~l-cutters and
other appliances in mines, there is the assuring fact to be
remembered in considMing it that there is not a single drnwback
to its adaptation from the point of view of safety to life or the
science of mining engineering.
.
From the practical point of view some objections to machine
practice occur, they present themselves differently in each mining
district, discussion may indicate them variously. One of the chief
objections to tbe system is the difficulty in finding men to attend
the machines, possessing sufficient mechanical skill and pit
experience to enable thew to cope with contingencies at the face
as th ey are met; but this hardly reflects discredit upon the
mechanical methods directly. Miners can readily apply themselves if dealt with with het and encouraged in the work. At some
places machine methods have recorded a failure, traceable very
Tbe President proposed a Yotc of tbn.nks to the author,
and the discussion was then opened by 1\Ir. Haggic,
Derby, who remarked that the figures given by the
author as to the nun1ber of coal cutters in use in th e
United States were below the mark, as there were at
least 4000 coal cutters employed. Machines for long
coa.l working were very hca.Yy, but in the United States
heading machines were almost solely in use. The noise
produced by most of the tools wa.s Yery great, and if this
could be diminished it would be of considerable advantage,
as then the noise made by incipient roof cracks could
be heard, and the necessary precautions taken to prevent
accident. The author in discussing heading machines
had made no mention of the chain drills, which can
undercut 6ft. in the hoUl". P ercussive drills were
employed at Cannock and Rugeley, and it had been
discovered that a tool with eight points clears itseU best in
soft rock, and a tool with three points is best in hard rock.
The cutting was, however, done at no great speed. The
author also appears to think that enclosed electric motors
a.re perfectly safe. This can, of comse, not be regarded
as correct, as the chance of a cable breaking is not very
remote, and in a. fiery mine this might have very serious
results. The drills used a.t Rugeley could undercut to a
depth of 12ft., and worked in a radius or 9ft., but in his
opinion they were not so good a.s the chain machines.
Sir Benja.min Bro\vne, Newcastle, had always been
accustomed to use the old rule in estimating colliery
profits a.t about one shilling per ton of coal raised. At
present these profits were low, a.nd if by the use of
machines for coal cutting another shilling per ton profit
could be made, it would be a great advantage. The
number of seams workable would be increased and
the actual saleable bulk of coal would be greater than
a.t present. The "long wall" system was, in his opinion,
the best for local circumstances, and it certainly seemed
to him the coal-cutting machines had come to stay.
Mr. S. F . Walker, London, thought the whole question
of the greatest importance, and the coal-cutting machines
were largely used in the 'Cnited States. If we were not
careful to advance with the times the coal industry of
this country would be wrecked, and it would be seized
by the United States, just a.s the wheat trade bad
been seized.
I n the United States it wa.s possible
to work very thin seams a.t a profit, a.nd the
" board and pillar " system was in general use.
There were, however, many difficulties in the use of
machines in the " board and pillar " system, and it was
giving place to a. modified system of "long wall" working,
known as the " stoop and room " method. This method
left open spaces about 60ft. long in which machines
could work. In Somerset he knew of a. case where,
owing to low cutting prices, the cost of extracting coal
was only sixpence per ton, and it was not possible to
further reduce this by the use of machinery. There were
very thick seams in South Staffordshire where machines
were difficult to apply, while in Wales the steam coal
would in certain instances fall with very little work.
H e knew of a seam only 3in. thick of very Yaluable coal
which had cost 20s. per ton to extract by hand labour,
and it wa.s got now for 10s. per ton by the use of
machines. In Yorkshire, in a. seam 18in. thlck, the use
of machines bad effected a. saving of 7s. per ton in the
cost of extraction, and not only wa.s the cost of cutting
less, but there was far less small coal produced. On an
average the use of machines would reduce the cost of
extraction l s. per ton, and increase the sale price ls. per
ton, making 2s. in all. The author bad not referred to
the working of the thicker seams by machines ; if these
were used it wa.s possible to undercut 6ft. to 7ft. deep, and
if this were done the use of shots might be avojded, a.nd
every shot was a possible danger. In his opinion the
disc machine was the best type so far produoed; there
were only two machines suitable for long wall work, the
"ba.r" and the "disc." The "bar " wa.s theoretically
ideal and should take less power than the disc, bur hard
balls of pyrites occurred very frequently in the seams
immediately adjoining the coal seam, and the bar could
not cut these away but had to go round them, while the
disc simply cut its way through the balls. Special and
somewhat expensive gear had to be fitted to the bar
machines to enable them to pa.ss round the balls. The
repairs upon bar machines were very heavy in certain
cases. At Llanelly undercutting bJ n1a~hines was being
done very well with the bar machine until strikes among
the workmen hindered progress. The author's comparative diagram seemed to him rather misleading, as it
showed the ba.r better tha.n the disc, but in his opinion
this was not the case. H e ha.d seen a Clarke-Stevenson
disc ma~hine driven by an electric motor developing 100
horse-power a.t the time it was actually engaaed in
cutting through a. ball of pyrites. He thought tb"e next
development would be to divide the single motor now
employed and adopt two motors, one a.t ea.~h end of the
machine ; these would be in series and would obviate the
drag on the machine towards the coal face which always
now occurred. The machine could then cut either way,
and the elec~rica.l condi tions would be better with two 15
horse-power motors t han with only one 30 horse-power
motor.
Sir Lowthian Bell said that his firm were using 2000
tons of coal per day in their blast furnaces, a.nd with regard
to American competition in coal, he would like to say
that the coct per ton of freights out to tbe U cited States
and back might be taken on the average as 6s. EYen
supposing the traffic back and forth were precisely equal,
the cost of freight one way would therefore be 3s. per
ton, but there was a.t present far more freight coming to
THE INSTITUTION OF MECHANI CAL
ENGINEERS.
AT the Newcastle meeting of the Institution of
~Iecha.nica.l
AUGUST
15, 1902
thls country t han going from .it t~ t he Uni~~ States.
H e pitied the position of firms m thls country if 1t should
become possible to deliver American coal here at rates
to compete with native coal.
Mr. Wa.inford, the author, then stated that as t~e
meeting must be brought to an end he would send hls
reply to the Secretary in writing.
ON Tuesday e,·ening t he Institution dinner was held in
'the Grand Assembly Rooms, Ba.rra.s Bridge, when about
350 members and their friends met together. After the
usual loyal toasts bad been honoured, the President proposed " The City of Newcastle and the Trade on the
Tyne," and gaYe some account of the amount of business
and encrioeering work which was done in and about Newcastle, ~nd also alluded to the many celebrated engineers
who were natiYes of Newcastle or its neighbourhood.
The toast was acknowledged by t he Mayor, Alderman H.
\V. Newton. Mr. Wicksteed, of L eeds, then proposed
"The H ealth of the Reception Committees," and gave a.
most interesting account of his attendance at the meet ing
held in Newcastle about thirty-three years before; t he
impression left upon his mind was very vivid, a.s he was
a. young man, and the meeting wa.s the first he ha.d
attended, and he well remembered the n ames of the
principal members. The toast was acknowledged by Mr.
H. J. Brackenbmy, the honorary secretary of the
Newca.stle-upon-Tyne Committee, and also by Mr. H enry
H . Wake, for the Sunderland Committee, and by Mr. J .
R. Fothergill for the H a.rtlepools Committee. Mr. Wake,
while acknowledging the honom, said that the River
Wear Commissioners were most anxious to see the members at Sunderland, and he hoped to be able to show some
interesting works a.t the harbour.
The toast of " The Institution of Mechanical Engineers" wa.s proposed by Professor R. L. Weigh ton, who
noted t he very rapid growt h in t he number of members
of the society, and also the good work which had been
done by the Research Committees appointed by the I ns t itution from time to time. He was also glad to find that
the finances were in such a. very satisfactory condition.
EXCURSIONS.
The principal visit paid on Tuesday afternoon was
that to the Elswick Works. The most interesting t hing
shown was a complete gun mounting for his Majesty's
ships of the Dunca.n class. These mountings are
intended to carry a. pair of 12in. 50-ton guns, which
throw a. shot of 850 lb. weight with a. velocity of 2481ft.
per second, and are the most powerful type of gun a.t
present being supplied to the British Navy. The guns
are placed in cradles, which move upon pivoted slides.
These slides are provided with the necessary gear for
working the guns and for absorbing the energy of the
recoil. The recoiling energy of the gun is about 500 foottons. The mountings and all the gear for working them
are carried in an armoured tuuet made to revolve upon
live rollers by a. powerful hydraulic turning engine. The
total revolving weight is about 400 tons, and the speed
of reYolution anything from a maximum of one revolution
per minute down to a. dead creep.
The service of the ammunit ion is very rapid. It is
brought up through a. central trunk to the lower storey of
the turntable, called tbe working chamber, by means of
suitable cages. From these cages it is transferred to the
loading cages, which transport it to the rear of the guns
immediately the guns are in a position to receive it. It
is then rammed home by a. chain ra.mmer. Each gun is
trained and elevated by a single lever capable of perfot·ming either operation at will, or both simultaneously.
The whole of the machinery, both in the turret and in the
shell room, is worked by bydrauJic power supplied a.t a.
pre~sure of 1000 lb. per square inch by a steam pumping
engme of about 370 horse-power. A speed of two rounds
per minute per gun ba.s been obtained from one of these
turrets.
On the berths at the Elswick Yard there were the keel of
third-class cruiser of about 4000 tons displacement; and a.
cable repairing steamer nearly ready to be launched. One
berth wa.s being prepared for the construction of a. thirdclass cruiser of 3000 tons clispla.cement. A first-class
battleship of about 12,<?00 tons displacement wa.s in band,
and the neJo..i. ~eti.h to 1t was in course of preparation for
the constructiOn of a first-class armoured cruiser of
nearly 11,000 tons displacement. Further on, occupyiniY
single berths, were two vessels, which are called coal
ba.ula.bouts, building for H .M. coaling service, and both
almost ready for launching.
Alongside the shipyard, in the water, was H.M. firstclass cruiser Lancaster, of nearly 10,000 tons displacement. A large steel screw tank steamer, capable of
catTying about 7000 tons of liquid fuel , was almost complete and on the point of sailing.
We have already mentioned the fact that on Wednesday a large number of members went down the Tyne in
the steamer J . C. Stevenson, by invitation of the Tyne
Improvement Commissioners. This vessel went to Tynemouth, but a. large party landed at J arrow, and inspected
the works of Palmar's Shipbuilding and Iron Company.
These works are sit uated on the south bank of the river
Tyne at Jarrow, about seven miles from Newcastle and
were found~d in 1851 by Sir Charles Mark Palmer, Bart.,
M.P ., and his brother George Pa.lmer. The firm was conve~ed into 9: co.mpru:y in 1865, Sir Charles being its
cha.Lrman until his retuement in 1893. The works cover
an area. of a.bou~ 100 acres, a.~d .h ave a. river frontage of
ne~rl;y three-quarter~ of a mile. T?ey consist of a. shipbu~dmg yard, gravmg dock and slipway, engine and
boiler works, steel works and blast furnaces and include
withU: themselves the entire range of opera.dons from t he
smeltmg of the ore to the complete equipment of the
vessel. Ther~ are about eight miles of railway within
the works, whlch are connected by private lines with t he
North-Eastern Railway.
The shipbuilding yard was established on the site of
an old yard w.here wooden ~rig~tes had, early in the centw·y, been bwlt for the Bntisa Government. The first
iron vessel that wa.s built here was the Northumberland,
THE ENGINEER
AuGusT 15, 1902
a paddle tug. One of the most recent battleships constructed here is H.M.S Russell, and several steamers of
over 10,000 tons deadweigbt for the Atlantic cattle trade
have recently been delivered.
In addition to numerous electrically-driven modern
machines and tools, hydraulic presses, pneumatic riYeters
and caulkers, electric drills, &c., the shipyard possesses
its own forge o.nd also r ivet works capable of supplying
the shipyard and boiler shops. There are also large
fitters', plumbers', joiners', and cabinet-makers' shops,
where the internal fittings required in ship construction,
including steering gears, &c., are manufactured.
The
graving dock is 440ft. long by 70ft. wide, and some
notable repairs to vessels have been executed in it.
The productive capacity of the engine works can be
gauged by the fact that 34 sets of engines and boilers
have been turned out in one year. The departmen t is
self-contained, having its own forge and also foundries
for the production of iron, brass, and steel castings.
Among the various machines in these shops are a plate
edge-planing machine, capable of t aking a plate 35ft. long
by 12ft. wide and planing t wo edges simultaneously; a.
set of vertical rolls, capable of bending cold a shell-plate
12ft. wide and l ft in. thick; a 200-ton hydraulic Banger; a
h ydraulic r iveting machine with 12ft. gap, and capable of
exerting a p ressure of 150 tons. The shops are also
equipped for dealing with the ~xpress type of water-tube
boiler, and more recently a plant for the manufacture of
Belleville boilers has been added. A speciality is the
manufacture of the Reed water-tube boiler, the invention
of Mr. J . W. Reed, manager of the engine works department, which has been adopted in high-speed boats and in
vessels constructed for the Admiralty on the Clyde.
Nearly 25 miles of tubes are used in the manufacture of
t he boilers and machinery of each 30-knot destroyer.
T he tubes are not expanded into the shells but screwed
and p rovided with a nut having a hemispherical end
which beds upon a simila rly shaped r ecess in the plate.
A feature in the iron foundry is the manufacture of
ingot moulds and slag tubs, thousands being turned out
during the year. In the machine and erecting shops the
t ools are of the most modern t ype. In the lower erecting
shops, engines of various sizes for single and t win-screw
m erchant vessels are built, while in the upper shop
torpedo-destroyer engines t o run about 400 r evolutions
per minute are erected side by side with engines of
18,000 horse -power. For lifting machinery and boilers
on board, a new set of sheer legs to lift 120 tons has
recently been erected.
In the pig-iron m aking department there are five blast
furnaces with the usual equipment of hot-blast stoves.
One of these furnaces is set apart for the manufacture of
Cleveland iron, principally for foundry p urposes, and
produces about 650 tons per week. In the other furnaces
high-class hematite pig is produced for the manufacture
of the mild steel now so lar gely us ed for shipbuilding,
and about 1000 ton s per week are produced per furnace.
The furnaces are about SOft. high, 24ft. diameter at the
bosbes, and 11ft. in the hearth . The bulk of the bema.tite
produced is transferred to the company's o"'"D steel works,
where it is converted into Siemens-Martin mild steel by
the acid process, the surplus iron being sold to neighbouring steel makers. In the steel works there are eight
melting furnaces, each of 40 tons capacity per charge.
'l'he various mills-cogging, sectional, plate, and sheet
mills- are fully equipped with the usual guillotine shears,
n.:>t and cold saws, and contrivances for saving heat and
labour. There is a complete installation of electric power
for driving all the outlyin~ machinery, and also an
extensive plant for electro-galvanlsing.
The total number of vessels completed a.t these works
since their establishment in 1852 is 771, and the tonnage
has risen from 920 in 1852 to 61,016 in 1901. The
number of men and boys employed is about 10,000.
On Thursday, the 31st July, a large party of members
accepted the invitation o f t he Sunderland Reception
Committee, and went to tha t town by train, arriving at
10.50 a.m. They were received by the Mayor in the
Town Hall, and then visited the harbour works at Roker,
where the President laid a commemoratiYe block bearing
his name. Rol•cr Pier, which is situated on the north side
of the Wear, is completed, with the exception of the
super stmcturc of the r oundhead and lighthouse, which
a.re now being built. The total length of this pier is
2800ft. F or 2340ft. the width at the top is 35ft., and
for the remaining distance 41ft.
The width at the
bottom varies with the depth-in 40ft. of water it is
120ft. wide. T he top of the pier is l Oft. above high
water . A subway 6,tft. high by 4ft . wide runs the entire
length of the pier, and will afford access to the light house in stormy weather.
The shore portion of this pier, for a length of 385ft. ,
was constructed of concrete en masse, fa.c~d with granite
blocks ; for the remaining distance the superstructure
is formed of granit e-faced concrete blocks, varying
in weight from 43 to 56 tons, set in lengths of
42ft. 7in. each by a r adial h ydraulic block-setting
crane, which can set a 60-tou block 60ft. in advance of its
leading wheel. The interior of each length is filled with
concrete blocks and concrete en 1naaae. The concrete of
which the pier is mainly composed is m ixed by three
improved Uessent one-cube-yard mixers, each capable of
turning out t wenty mixings of concrete per hour. The
concrete is conveyed to the pier end in 20-ton boxes
specially designed, so that the act of• r eplacing them on
their carriage closes the doors at the bottom of them. A
20in. gauge railway runs from the mixers to the geari~gs in .the blockyard, from which the concrete is t ipped
dtrect mto the block moulds below. This was the first
blockyard constructed with a high-level gantry to avoid
waste of labour, and the system h as since been adopted
a~ the construction works of the national harbours of
Peterhea.d and D over.
The superstructure is set on a foundation, levelled 2tft.
abo>e low water, which is formed of 56 and 116-ton bags
of concrete deposited in the plastic stat e on the rook,
from boxes slung in t he wells of a" Wake " s team-barge,
•
and suspended from hydtaulio cylinder s. The bags are
filled at a concrete-mixing h ouse on the ri~·er, the barge
is then moored over the site where t he bag is required,
the box and bag are lowered as near to the bottom as
possible, and the bag deposited by the opening of the
doors in the bottom of the box.
After partaking of lunch, provided by the river Wear
Commissioners, the party proceeded by steamer up the
Wear and visited various works. At Messrs. D oxfor d's
they saw several vessels under construction upon t he
system specially designed by the firm with bulging sides
and almost fi at bottoms, giving a very large catTying
capacity. Although t here are at present only t.hree
berths, it is stated that twelve vessels can be built yearly,
so that each is only upon the stocks twelve weeks. Other
works visited were those of Sir James La.ing and Sons,
Deptford Ya rd, which has been in existence since 1793,
ll.Ild is therefore one of the oldest in the country.
On entering the shipbuilding premises through the
main entrance, near the offices, the road leads direct to
the electrical power-house, which contains t hree 150-H.P .
dynamos, t wo of which are driven by high-speed engines,
and one by a compound marine-type engine. From this
station t he motors of the Middle and New Yards
m achinery, as well as the electric light installation, are
driven. Passing the boiler-house, where there are two
large marine-type boilers supplying steam to the electrical
power -house and the joiner shop, the East Yard is r eached,
where there are t wo berths capable of taking ships up to
500ft. long. The inner berth of the two has at present a
large twin-screw steamer No. 600 s.s., 510ft. long by
59ft. beam. At the bow of this ship lies the new
machinery shed, a structure in two bays 250ft. long by
120ft. wide, and cont aining various punching and shearing
machines, bending r olls, joggling, scarphing, and planing
machines, &c., all driven by electric motors, and with
serviceable hydraulic cranes for handling large plates.
At the river end of this machine-shed lies the fitting-out
quay, at which vessels after being launched are laid for
completion, and a large travelling crane enables mater ial
to be put on board with the greatest possible despatch.
Proceeding from the quay past the bow of 600 s.s.which vessel will be t he largest ship ever built on this
river-the boat-builders' shop is passed and the e ast end
of the joiners' shop is entered. This shop is replete with
the most modern machinery, driven by a compound
steam engine with shafting underground. At the lower
end of this b uilding there is a saw mill, as well as a
carpenters' shop, for the conversion of the timber
required for shipwright purposes.
On leaving the main entran ce of the joiners' shop the
roa<1 is again crossed, and the blacksmiths' shop is
entered, where there are some forty fires and steam
hammers up to 15 cwt. capacity for the prompt making
of various smith work. On leaving the north end of
the blacksmiths' shop, the accumulators and hydraulic
pumps ar e seen for supplying the hydraulic cranes,
riveting plant, &c., in the Upper and Middle Yards. On
the right are frame -turning blocks and furnaces, and in
the m achine shop adjoining are various punching and
planing m achines, &c. Immedia tely in front of the
turning blocks lies Deptford Graving Dock, about 320ft.
long, where repairs to vessels can be promptly carried
out; crossing the public r oad which lies at the bead of
t he dock, the High Yard near the store house is entered,
and on proceeding to the right are t wo shipbuilding
berths, on one of which at present is building a twinscrew steamer about 445ft. long. On the left-hand side
is a large shed containing frame-turning blocks, furnaces,
plate rolls, punching, shearing, scarphing and Banging
m a~hines, and other ordinary shipbuilder s' plant ; on
passing round the machine shed and leaving the yard by
the main road, the brass foundry department is reached,
which comprises brass foundry, brass finishing shop, fitting
and pattern shop, plumbers' shop and coppersmiths' shop,
where various work in connect ion with the outfit of
vessels built in the yards is completed. In a<Idition to
this work the foundry turns out a large amount of
Admiralty work, and has facilities for casting bronze
pt·opellers up to 10 t ons in weight.
Various members also visited the works of Messrs.
John Dickinson and Son and of Messrs. Joseph L.
T hompson and Sons, and dinner was provided by the
River Wear Commissioners in a specia.l m arquee erected
.at the shore end of Roker Pier.
On Friday Lhc largest party of member s visited Lhe
H artlepools, and were entertained at lunch by the local
committee, after which t hey were conducted r ound
various works, such as the Centrall\Iarine E ngine \ Vorks,
Messrs. Furness, Withy and Co., William Gray and Co.,
L:vine's Shipbuilding and Dry Docks Company, Richardsons, Westgarth and Co., and t he Sou th Durham Steel
and I ron Works.
Other parties visited Ba mburgh Castle, Chillingham
Castle, ancl Cragside Rothbury, after which the summer
meeting broke up.
BELL ROCK LIOHTHOt"SE.-TI.Jo new light establi~hed by
the Commissioners of the Northern Lighthouses at the Bell Rock
has now 1:-een in operation for some time. It is one of the most
powerful oil lights of modern days. A:> seen from the coasts of
Forfarshire and Fifeshire, the light is unmistakeably stronger than
t~e. ol~ one, ~nd tells 1ts. tale rnuch more rapidly.
Although
giYJng: 1ts warmog m?rc rap1dly than the old light, the new maintams 1ts red and wh1te flashes, so that Sir " TaJter Scott's "ruddy
ge!D of change~ul li~ht " still remains applicable, the white
bemg a clear bnght light and tbe red a beautiful ruby. The
lantern, machine, lamps, aod apparatus now installed on this wellknown lighthouse were shown at tbe last Glasgow Exhibition, and,
together witb tbe optical apparatus, were illustrated and described
by us in THE ENGL.'<BER of June 7th last year. The lantern,
turning machine, &c., were made by Steven and Struthers, of
An~erston Bras3 Foundry, Glasgow. Tbe optical apparatus was
des1gned specially by D. aod 0. Stevenson, Edinburgh, engineers
to tbe Commissioners of the Northern Lighthouse11 and made by
Lepaute et Qie., of Paris, and differs in mnny respects from anything yet constructed.
'l'UE
159
GERMAN IRON EXPORTS.
important advance which is taking place in the export
of iron and steel manufactures from Germany coincident
with a large diminution in the imports of similar goods is a
matter for serious consideration at the present moment,
especialJy as Great Britain and British North America are
affected by both of these movements in trade. Coming as
they do at a. period when the Customs Tariff Commission
has passed the projected higher duties on goods received from
other countries, the official statistics, which show a. further
reduction in the imports from England, are far from reassuring as to the future prospects of British exporters of
iron and steel goods to the Fatherland. On the other hand,
the growth of the German exports is largely explained by the
continued inland depression, and the action of the various
syndicates which find other countries a safe dumping-ground
for their surplus production, that is sold at any price obtainable, whilst at the same time high prices are charged to home
consumers, with the assistance of the existing tariff. H
appears immaterial to the firms composing the syndicates
whether a profit is or is not earned on foreign orders for the
time being, so long as they ca.n keep their works fairly well
employed, and from figures which will subsequently be given
it will not be difficult to conclude that the question of profit
scarcely comes into consideration at all. This foolish policy
cannot be continued indefinitely, and unless a revival takes
place in the German home markets at an early date, it is
probable that the question of the financial stability of individual undertakings will come into play and tend to check
the ruinous competition which is still being offered in
external markets. P roceeding now to refer to the actual
volume of business, the following table indicates the tonnage
of the exports and imports during the first six months of the
past six years: Exports.
I mports.
y ~~
Too.s.
Too.s.
THE
1S97
1698
lSOO
1900
1901
1002
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
665,819
826,528
769,432
i44,224
994,404
1,503,742
..
2$6,226
219,91S
350,894
602,150
233,690
132,610
..
..
It will be seen that the exports during the first half of the
present year exhibit the remarkable increase of 509,338 tons,
or 51 per cent. more than in the correspondmg period of
1901; and of 759,518 tons, or 102 per cent. greater t han in
the first six months of 1900, whilst the imports declined
during the same periods by 101,080 tons, and 3G9,5<10 tons
respectively. The value of the iron and steel goods exported
is, however, more interesting, as is shown by the following
figures concerning purchases and sales during the first six
months of the years stated:y
E xports.
~
1897
1898
1899
1900
l OO t
1902
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
£
..
8,096,000
..
9,161,600
. . 10,600,000
. . 11,880,000
. . 12,006,000
.. 14,734,000
Imports.
£
1,646,000
1,566,000
2,436,000
8,620,000
1,861,000
1,385,500
..
..
A comparison of the two tables reveals the noteworthy fact
t hat although a. heavy decline occurred in the exports during
1899 and 1900, the very considerable increase in the exports
in the first half of 1901 and 1902 has only been accompanied
by a comparatively slight augmentation in the value of the
manufactures. This clearly shows how prices have beeu
sacrificed in order to obtain a market in other countries. A
few figures concerning the movement of some of the more
important items during the first six months of the past three
years will be of interest, t he imports and exports being in
tons, as follows :b npo·rtls i1~ Tont.
.. . . ..
tfi~e an~ tc~. ir~~ ..
..
Bar iron
.. .. ..
..
Dlooms
.. .. ..
Plates nnd sheets ..
Railway axles .. . .
P ipes
. . . . . . ..
Rough iron goods
..
Crude iron
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
..
1902.
i2,0iii
109
96
11,204
4i6
10ui
299
I>E>Ol
4041
..
..
..
..
..
..
..
..
..
1901.
l .i9,91J.i
292
9"8
-J
9954
734
1215
519
51112
6741
..
..
..
..
..
..
..
..
..
1900.
3()5 113
8-18
163
21,577
1243
2632
1215
12,113
9493
,
E.cportls ·i n Ton&.
Jlails . . . .
13nr iron, &c.
..
..
..
..
..
..
1902.
. . 131.i,ti&l
. . 182,148
. . 20,309
. . H 9,672·
. . 173,017
Blooms, &c.
..
•.
..
..
262,4!H
..
..
..
132,680 . . 117,616 . .
76,962 . . ii,G34 . .
41, 37 . .
30,735 . .
23,042 . •
23,41 3 . .
23,59\J . .
21, HS . .
50,5(06 . .
50,4!10 . .
29,730 . .
26,G\l1 . .
34,484 . .
27,7 l :i . .
Crude iron . .
.. ..
A!l~le (LDd toe iron . .
F~~ -plates . . . .
..
Plates and sh eets
..
..
..
Iron wire . . . . . . . . . .
Iron wire, coppercd
.. . .
Railway axle<! . . . . . . . .
Pipes . . . . . . . . . . . .
Rough iron goods . . . . . .
Wire t-acks . . . . . . . . . .
Polished good~> . . . . . . . .
..
..
..
..
..
..
1901.
66,961 . .
1\il.i,Ol.i . .
l li,l.i 1 . .
6 0,542 ..
13\i,liO'J . .
4S,!!e)4
..
1900.
61,359
l O.i,llli:!
lu,OSV
7u,l4 U
S2,0;Ju
10,463
77,942
47,3H
40,471
24,102
20,098
63,451
26, i33
20,110
The figures respecting crude iron deserve special mention
a-s indicating an extraordinarily large increase in the e:ll.-ports,
simultaneously with a. heavy decline in the imports during the
first six months of the present year, whilst a. large augmentation in the tonnage sen t abroad is also reflected in t he
case of rails, bar iron, plates, and sheets and blooms. As
affecting Great Britain, it should be noted that the imports
of English crude iron declined from 337,581 tons in the first
six months of 1900 to 144,004 tons in~l901 and to 58,G54 tons
in 1902, whilst the Teutonic exports of pig iron to England
advanced from 881 tons to 4081 tons and 12,414 tons
respectively in the same period. In addition to this Belgium
has purchased 46,536 tons this year as against 24,84G tons in
1901; H olland, 33,217 tons as compared with 541 tons; and
France, 17,792 tons a.s against 14,539 tons; while the United
States, which did not import any crude iron from Germany
in 1901, has received no less t han 11,87G tons this year. The
export of German railway rails to America. has increased from
4.1 tons last year to 22,906 tons in 1902; to British North
America from 4484 tons to 10,101 tons ; and to Great Britain
from 12,975 tons to 21,241 tons. In the case of blooms, rails
in the rough, and ingots, a. total of 4lt338 tons has this year
been exported to Belgium as aga.ins 25,308 tons in 1901;
157,583 tons to Great Britain a.s compared with 11,666 tons;
649G t::ms to Italy as against 2994 tons ; 17,885 tons to
H olland as compared wHb 547 tons; and 27,889 tons to the
United States, which did not purchase a. single ton of these
goods in e~t~er ot the tw? prece_ding periods. As already
suggested,1t IS only a questwn of ttme and financial considerations to settle the export of manufactures at cost price if
not at a loss, and the present policy of the German syndicates
must necessarily be reflected in the balance sheets of the
individual companies at no distant date .
THE E NG I NE ER
160
A uGUST
15, 1902
bridge which is to span the Zambcsi just below the Falls
1'H E METALLURGI CAL I NDUSTRY OF
THE CAPE TO CAIRO RAILWAY.
has been designed. It will be of one span 600ft. in
SOUTH R USSI A.
length, and will cross the Zambesi 400ft. above the water
No. 11.*-BULAWAYO TO KllARTUM.
over a narrow gorge. After crossing the Zambes i, the Tue great development of the South Russian metallurgical
W u i LE there is practically nothing new to be said with Cape to Cairo line will be taken through the headquarters industry, of wh ich such a. striking proof was given by tho
regard to railway construction between Capetown and of the North-Western Rhodesian Administration, and formation of so many bubble companies, was duo to the
Bulawayo, there is much activity immediately to the further on will t ap the copper field situated 150 miles north- presence of deposits both of coal and of ore in th at region.
In fact, the coalfields h ave given such a.
oorth of that important centre, especially
rich promise of their future output, that
in the case of the Bula.wayo-Victorio.
already the n eed has arisen of exporting
Falls section of the through Cape to
to other countries some portion of this
Cairo system. This activity, although
Russian coal. With regard to the deposits
occurring on the direct trans-Africa.n
of ore in the Krivoirog basin, it was
r ailway route, owes its birth moreJartiestimated that they would not be exhausted
cularly to the discoveries of co and
until some time in 1906. But a. closer
copper which have been made in the
examination of that district has shown that
neighbourhood of the Za.mbesi, and while,
this estimate is wrong, and that the mineral
wealth will be exhausted in the near future,
no doubt, the Chartered Company would
when the furnaces will h ave to be closed.
have pushed this line in the interests
At first it was supposed that these reports
of the through African railroad, they
had been spread abroad by speculators.
have had a double reason for speedily
Thus, the Russian Government was led to
developing this portion of Rhodesia..
inquire into the question, and the Congress
Latest a.d vices show that on the \Vankie
of South Russian Ironworkers also investior Victoria. Falls section the rail·head is
gated the state of afiairs.
According to
65 miles to the north of Bulawa.yo in the
the computations made by M. Schimadirection of the Za.mbesi. P rogress on
novski, an expert mining engineer, who
this part of the line has been lately very
has studied deeply the Krivoirog basin, the
much retarded owing to the want of
available ore supply of that district amounts
sufficient material to continue pla.teto two milliard poods, ·or 32,000,000 tons,
lay i.ng, a.nd this has had to be tempo·
while tho yearly amount of ore required
by Russia amounts to 2,222,220 tons ; thus,
ra.rily su spended p ending the arrival of
the local works can look forward to having
more rails and sleepers. Meanwhile a.
an adequate supply of raw material for the
stock of these is being stored at a. dep6t
next fifteen years.
about 19 miles distant from Bulawayo,
U nder these conditions it is not suruntil there is sufficient material to admit
prising that the more far-seeing ironwot kcrs
of a re-start and the carrying out of work
are now looking out for fresh deposits of
for some considerable time. The cause
ore. Rich deposits have bees fouud in the
of the delay is put down to the want of
neighbourhood of J{ertch on the strait of
trucks at the coast. T h is difficulty has,
Yenikale on the Black Sea, and the Briansk
howe,•er, been met by the recent purWorks h ave started there a smelting '~orks.
chase of 180 30-ton trucks, by the use o f
Moreover, new ore deposits have been
which it is estimated that it will be
brought to light in the Governments of
possible to deliver at Bulawayo three
Kha.rkoff, Voronezh, and Kursk, all of which
miles of permanent way m a terial per
are in South Russia. But these n ewly
diem.
discovered deposits of ore are by no means
The W a nkie coalfields, which may be
conspicuous by any especial mineral wealth,
expected to proYe so important a factor
so that the hopes of the ironworkers "ill bo
directed rather to the Ural and Caucasus
in the deYelopment of British South
r .lgions for their future supplies of raw
Africa, are situated about 200 miles to
material ; in fact, these latter regions seem
the north-west of Bulawayo. It has
destined to supply South Russian ironbeen reported by experts that the lower
workers with their necessary ore. For this
seam alone has a probable average thickr .lason the iron masters are n ow asking for a
ness of 6ft. for a distance of at least eight
raduction of the freight tariff at present
miles, and that in regard to quality its
in vogue for the transport of raw ore to
heating power is only from 4 per cent. to
South Russia, as thereby t he Ural ore would
6 per cent. inferior to Welsh coal, and
be brought within easier reach of that
considerably superior to the best class of
region. For the latter purpose it is said
coal known in South Africa. What this
that the Samara and Z latoust Railway is to
will mean to railway and other develop·
be improved, and its carrying capacity is to
THE VICTORIA FALL8-SITE OF T HE BRIDGE
be increased by the construction of several
ments is obvious. It is known that this
branch lines. It is curious to observe that
coal extends over a. \~Ne proportion
of an area of 400 square · es, and it has been estimated east ot the Victoria. Falls. Some idea o£ the magnitude of in this way the Russian metallurgical industry will return
that, based only on an assumed area. of eight square miles, the Falls, an engraving made from a photograph of which to the scenes of its origin, and will continue there its
ther e will be sufficient coal to last a. hundred years. All we give herewith, may be gathered from the fa.ct that their activity in the very region which saw its birth two
that is needed to turn these coalfields to account is height is slightly greater than the height of the cross sur- centuries ago.
railway communication, and this, as already stated, is mounting the dome of St.P11.ul'sCathedral, while their width
now p r ogressing as rapidly as events will pen:rut.
is about equal to the distance from the British l\Iuseum to
NEW AMERICAN BATTLESHIPS.
the 1\Iarble Arch. Even this comparison makes it difficult
to convey a just idea of the space occupied by the Falls.
EwnT battleships are under construction for the navy ..,(
Those who have seen the Niagara Falls \vill, however, be the United States, and now the designs for two additional
able to base their conception upon the fact that the ships provided for in tho current estimates have been approved,
Victoria Falls are nearly two a nd a-half tiwes as high as and will shortly be commenced. The new vessels are to
the ~ iagara Falls, and approximately twice as wide "hen bo completed in forty-two months. The new ships for which
measured along the lip. The measurements of the two tenders arc now being asked will displace 16,000 tons, will
have a speed of eighteen knots, and a maximum coal capacity
Falls are given hereunder:of 2200 tons. Their armament, consisting of four 12in.
1
breech-loading guns, will be carried in a couple of turrets, foro
lleigbl of Yictoria Falls...
120ft.
and aft, armoured with plates ranging from Sin. to 12in.,with a.
Jl oight of Niagara Falls
158ft.
1 mile (approx.).
Width of \'ictoria Falls ... ...
roof 2!in. thick. At each corner of the superstructure will
Width of Niagara Falls
~ mile (approx.).
be two~8in. breech-loaders, eight in all, carried in four electtically-controlled, balanced, elliptical turrets from Gin. to
Quite recently the F a.Us were visited by Sir Cha.l'les GAin. in thickness. There will also be twelve 7in. guns in
I
1\Ietcalfe, who, with Sir Douglas Fox, is consulting broldside on pedestal mounts behind 7in. armour, each gun
I
engineer to the Rhodesia Rail ways. Sir Charles l\Iete~
, I
calfe, upon his return from the Falls, communicated their
'!!
~:
..., •
possibilities to Mr. Rhodes. It is expected that the Cape
~:
to Cairo Railway will reach these Falls next year. L ocoI
b
~
I
•
....
motives for contractors' purposes are now nmning on
~
0
•••
1t for some distance north of the present terminus, and
I
w
a rail way exploration party has been despatched over
~
R
•! ~
the
railway
route
beyond
Victoria
Falls
as
far
as
I
~
Ta nganyika.
~
•
While de.iling with railway de velopment in this section
J' one must not omit the important line connecting
Bulawayo and Salisbury. This will be completed during
J
the present year, when it will b e p ossible to travel in one
train from Ca.petown through Southern Rhodesia to the
~
port of Beira on the east coast. Among other feeders to
~
'+-o->0)
the trunk line one may mention that from Bulawayo to
0
c
Gwanda. and the light railway line Ct·om Salisbury to Lo
Magbunda.
c
On reaching the south end of Lake T anganyika there
"':>
J:.
r::::::~:: 4 ' \11! <:o
• Yar~s
is for 400 miles a. clear waterway which, in accordance
....
• • • - llndtr CJ#'Istf'WJJ(I{t - - - •
1 K~ht.r~dOQII~rd,ffoll/ll.s~lnt 4201"Ht
with
the
terms
of
the
Berlin
Act,
is
neutral.
Whether
CD
2 Pf'r)fllt clllr.
( Aiilnstrgh).
....... -·--·-·
3 . Lt~tl grttn gr4SS
the railway from the Cape will skirt the east, or German,
BRANCHES ROUN D B ULUWAYO
i . Tht kt11ft ttlgt
bank,
or
the
west,
or
Congo
State,
bank,
of
this
inland
,.., ~- G1tst~ sf4rp soo yds vp strt4m
'
sea, or whether passengers and goods will be conveyed to isolated b_y spri~ter bulkheads. The forward a.nd a.ftor guns
6. Roclly 611'1, nfJirly hlldtn 1t l"v/1 wo1tN (Jvnt}
the north of the Lake towards Cairo on pontoons, it iK o~ each stde wtll be ~rrangcd so as to fire right ahead and
premature to say. North of Tllllganyilta, on the line to r1gh~ aste~n respec~tvoly. Consequently, the bow fire in
ROUTE OF RAI LWAY AND VICTORIA RAPIDS
Cairo, lies a. piece of foreign t erritory, the only bar to an chasmg will compnso two 12in., four Sin., and two 7in.
all-British route by the direct line. This district between we~pons . Each vessel ~l also carry twenty 14-pounder
r~p1d-fire weapons, and thnLy small guns. Ea.ch battleship
the
north
of
Lake
Tanganyika.
and
the
Victoria
Nyanzar-As soon a.s possible alter the Co.pe to Cairo line has to the eastern shore of which British trains are running ~nil ha.~·o nearly 4000 tons of armour and 945 tons of guns. It
reached the coalfields, it will be pushed on a distance of
IS pro,,ded that the amount of woodwork to be carried shall
regularly
from
the
I
ndian
Ocean
on
the
Uganda
Railway
nbout 75 miles to the Victoria. Falls, on the Za.mbesi, the
be reduced to a minimum, and all that is u sed above the pro-forms
the
German
Congo
frontier.
At
a
distance
of
greatest and most magnificent fnUs in the world, and
tective _deck is t? be rendered fire-proof.
200
miles
north
of
Tanganyika
the
British
sphere
is
again
from thence it will be continued northwards.
1\ear
~he mterest ~these details lies in a comparison with the
Victoria. Falls a. township will be established. The touched, on the south-west corner of the Uganda Pro- sh1ps of larger S1Z~-1G,350 tons-which are being built in this
tectorate, whence there is the Nile waterway to Khartum, co~try. Th~y will have four 12in., four9·2in., and ten Gin.,
the southern terminus of the Sudan Railway.
or SIX fewer pteces than the smaller American ships.
• No. I. liPl:H:arcd Augu11t ht.
.. 0
00
oo•
.. 0
.. 0
ooo
0 ..
000
000
t!
0
..
I
-..
~
~
-
\
\
0
t
(>. .
-....
..
'
CAPE TO
CAIR O RAIL\VAY-ENGINEERING WORK S
>
d
(For ducl'iplion ~«page 160 )
et.>
d
m
~
......
-......
(.}1
I
•
(,C)
0
t-O
•
\.
~
~
t:rj
t:rj
~
ODZI
BRIDGE DURING CONSTRUCTION
SALISBURY LINE,
0
MASHONALAND RAILWAY
H
z
•
t:rj
t:rj
~
(
•
·ODZI
BRIDGE,
BEIRA SECTION
......
(j)
......
\.
REZAPI STATION,
BE' RA SECTION
AuousT 15, 1902
THE ENGINEER
162
THE Pa.ris-Lyons-1\Iediterra.nea.n
Company is
MI SCELLANEA.
NOTES AND MEMORANDA.
RAILWAY MATTERS.
now
d oubling its line between Lyons and Villevert.
A TWO mile rock tunnel to connect two lakes will be
one of the features of the Vancou\'er Power Co.'s installation.
As the electric haulage of tra.ins between the Austerlitz
A CHICAGO electrician has perfected an invention
and Qoai d'Orsay stations of the Orl~ns Railway in Paris have
given good resul~, it has ooen decided to apply this method of
traction between Paris and J uvisy so soon n.s two additional lines
of way :>.re laid.
·
which it is claimed will enable the man applying it to cut through
the hardest steel with ease. Thus, an American contemporary.
No details aro given.
OwlNG to the favourable results already obtained a
regards laying dust, two roads where tbe traffic is heavy, namely,
that between Yersailles and Saint Cyr and that betoveen Saint
Gorrnain and Ecquevilly, h:we been chosen for further experiments
in this direction with heavy rook oil.
THE South Australjan Premier has agreed to submit to
P arliament during tho present session a motion affirming tho
desirability of constructing the Adelaide-Port Darwin direct trans·
continental railway on tbe land-grant system, <:ompleting the gap
of 1063 miles between Oodno.datta and Pine Creek.
compressed air, which completely takes up tbo kick of a rifle, and
permits of greater precision to rapid firing.
Ta& J a.pa.nese obtained r ecently £rom the Corean
Government a conce~sion in Tiksan to exploit for gold in a territory
14 miles long and 10 miles in width. As this concession hM turned
out to be unsatisfactory, the Japanese Minister has n.sked the
Corcan Government to grant a new concession in another district.
nrimsby is to be reduced from October l st next, from 5d. to 4~d.
per unit for lighting, and from ~d. toZ,td. for power.
TaE Town Council of H onley has received the sanction
supply, the sanction covering a period of of fi"e yea!'ll.
AN engineer has been sent by the Sultan to ~spcct tbe
roads between Fez and Tangiers, with a . view to dovtse !Deans for
improving the communications, throw bndges over the nvers, and
bnng water to the capital.
THE fire loss of the United States and Canada. in tho
United States during the year 1901 wn.s 165,722 long tons, valued
at 1,486,573 dols., or 8·9i dols. per ton, as compared ,,;th imports
of 256,252 long tons, valued at 2,042,361 dols., or 7 .g; dols. per
too, in 1900. The United States is the largest producer of steel in
the world, and in the provinces.
THE rainfall throughout the British Central Africa.
AMoNG the great works which are to be carried out in
THE amount of manganese ores imported into the
progress is being mo.de with the construction of the Cape-Natal Rains commenced early in the season, namely, in October, durin~
Railway. The route bas been pegged out n.s far as Umkomaas, and which month there were ten days of steady gentle rain. Tbts
several survey parties ar e at work Some of tbe country through ensured good crops throughout the country, and prevented any
which the lino passes is of a most difficult character.
possibility of a scarcity of native food.
THERE will shortly be a.n extensive reduction of fares
THE late earthquakes and volcanic eruptions in the
on the Prussian Railways. The matter is under the consideration South-East of Russia have, it is reported from St. Petersburg,
of the autboritie , who contemplate reducing the single fares to caused quite a geological revolution in parts of the Black and
exactly half the present return fares, which already represent a C&.spian Seas. At certain points, where the depth of water was
considerable saving compared with the fares for two single journeys. almost unfathomable, rooks have arisen ; and at the Port of
"essels of very slight draught can now no longer
Two unusua.Hy la.rge narrow-gauge locomotives have Krassnovodsk,
turn.
been recently completed for the Mexican Southern Railway, which
ONE of the most rema.rka.ble sky-scraper buildings in
hn.s a 3ft. gauge. One of them is a ten-wheeler ; it weighs about
39 tons, and its tender nearly 30 tons. The cylinders are 17in. by the world is that at the intersection of Broadway, Fifth Avenue,
20in., and the total beating surface 1054 square feet. The grate and Twenty-third-street, New York, known as the Flat-iron, on
account of its ground plan. I ts length is 190ft. on Broadway, 173ft.
area is 15· 4 square feet.
on Fifth Avenue, and 86ft. Sin. on Twenty-second-street, and it is
A NEW railway is to be built from St. Paul and 307ft., or twenty stories high, and extends 35ft. underground to the
Minocapolis to Winnipeg t-i4 Anoka, Mora, Aitkin, Grand Rapids, Boor of the boiler-room.
and Beaudette ; also !ro~m .A.noka to Superior by way of Rush City.
A CURious point in connection with Lake Nyasa is that
The new road will have connections with the Canadian Northern
Railway. A bridge will have to be bum across the Mississippi the1·e is a very clear and distinctly defined water-mark which can
be seen on the rooks all round the lake from north to soutll 1 wbiob
between Anoka and Cbamplin.
is by meMurement 11ft. 7in. above the present level as taken on
OWING to rate-aided competition in the form or April 25th, and it would appear th at at some previous period,
municip.'ll tramways the number of passengers carried by the before Europeans bad settled m this part. of Africa, there must have
Liverpool Overhead Railway continues to diminish. In the past been a sudden subsidence of the lake.
half-year the railway carried 5,026,422 passengers, against
THE total output of sheet mica in the United States in
5,382,2'24 in the corresponding 1901 period, Ulc fa!Ung off being
due, the report ex plains, mainly to the competition of the Corpora- 1901 was 360,060 lb., valued nt £19,7i2, and of scrap mica 2171
short tons, valued at £3944. In 1900 the production of sheet mica
tion tramways.
wn.s 456,283 lb., valued at £18,551, and or scrap mica 5497 tons,
ToE work on the Los Altos Railroad, in Guatemala., is valued at £11,100. Mica has been found in many of the Sta~s_. but
now far advanced, and when it is op~med it will certainly be an in 1901 was only produced in New Hampshire, New Mexico, .North
immense boon to the planters and r88ldents of the western districts Carolina, and South Dakota, by far the larger amount being
of the country. The work on the new Los Cooales and Mazatenango obtained from North Carolina.
line was also commenced, under the auspices of the President of the
THE output of coal in Queensland during 1901 was
Republic, in the middle of last December, and is being pushed
539,472 tons, valued at £189,877. This exceeded that of the
forward rapidly.
former year by 42,342 tons, the increase in value being £16,173.
THE number of passengers carried on the North Consumption is still limited to local r equirements, but the growing
London Railway during the recently ended half-year were demand for coke by the smelting works of the northern mineral
23,325,105, a decrease of 244,636as compared with the same period fields has to some extent stimulated production, and several new
la.<~t year. The number of season-ticket holders, however, showed collieries are being opened near Bundnmba and Goodna, which will
an incren.se of 748, a nd the g ross receipts an increase of £2141. become active during the present vear.
At tbe same time the expenses decreased by £3222. The ratio of
AT a. meeting of brick makers recently held in Bremen,
working expenses to gross receipts was 59-~2, against 60·86 last
a comparison of the various tender<J showed that British coal could
year.
be supplied cheaper than German, and a large number of ti le and
D uRING the last few days of last month a clever bit of brick
manufacturers determined to obtain their supplies entirely or
railway engineering wn.s effected on the Garfield Park Line of partly from England, and the manufacturers of :Sremen, OldenChicago. A Hoe of elevated railway over lOOOft. long was moved burg and the Hanover district have formed a company for tbe
bodily from a tomporn'7 position which it bo.d occupied owing to purpose of supplying themselves with British coal, and a committee
a difficulty about obtammg right of way to its pennanent site. has been appomted to take the neces.qary preliminary s:eps.
The maximum movement at one end was 40ft., reduced to nothing
at the other, where it met the existing lino. Ordinary bou.~e
AFTER experiments extending over many years, a
moving screw-jacks wore used.
German engineer named llgea, of Cologne-Fayenthal, has succeeded in perfecting no apparatus which is said to produce fine
IN a. recent report to the Foreign-office, H.M. Consul spirit
without re-distillat ion, and which at the same 1ime separates
at Batavia, in Borneo, states that a commencement was made the first runniogs and the fuse! oil. 1t is stated that the apparatus
early last year with the construction of a new railway between on'y requires ohservation with the thermometer and alcoholometer
Rrawang and Tjipadalaraog, by which the distance by raiLbetween and the regulation thereby of tb9 o.ddition of water or steam, ana1
the westward and eastward of the island will be considerably at once a brandy, with a high percentage of alcohol, is prod uced.
r educed. The new route will then be enti rely along the Govern·
ment railway, instead of, n.s at present, running from BuitonA GROTESQUE idea. for the prevention of the loss of
zorg to Batavia on the lines of the Netherlands India Railway baggage is reported as being the in vention of M. Cros, a French
Company.
engineer. He proposes that packets of gummed labels, with
of different animals pnnted on them, be used for affixing
AN engineering feat, which for magnitude and quick pictures
to baggage. As 2000 varieties will be called into service, there is
execution has seldom been equalled, was, says the ./ounwl of the thought to be not much fear that two tra"ellers will use the same
Franklin I nstitute, accomplished on May 25th at New Brunswick, label. Undoubtedly much amusement will be created, when
N.J., by the Pennsylvania Railroad Company. 'l'be bridge crossing porters are called upon to search for camels, giraffes, bantams, &c.
the Raritan River! and the draw span connectio~, ~hich spa!" the
Delaware and Ro.ntao Canal, were moved 14ft. 6m. m one mmuto
THE lightest wood known, leifncria jloridana, called by
and forty-three seconds. The length of the bridge and draw 11pan the natives corkwood, bot lighter than cork, though tougher,
is 906ft. Tbe bridge bn.s five spans, each 150ft. long, and the draw grows in the swamps of south-eastern Missouri. Its specific
span is the same length. There was no interference with the regular gravity is only ·151, while that of cork is ·207. Most woods range
railroad schedule.
between ·400 and ·800. The black ironwood of Florida is the
heaviest known, and reaches 1·302. The corkwood r eaches n
TaE increase in the passengers carried each yea.r by height
of 15ft. to 20ft., and a diameter of 2in. to 5io. A smaller kind
the Brisbane tramways since the introducti'O o of electric traction grows in Florida. The wood is used for certain industrial purposes
has been remarkable. The first electrical car commenced to run such n.s fish net ftoa ts.
on June 21st1 1897, and the last horse car went out of service at
th e end of May, 1898. At that date thirty-two electrical cars were
AN electrical method of discovering metallic veins
required to give the service, whereas now over seventy are in use. underground was recently described in the Wutern ElectricW.n. It
Tbe average number of passengers carried by horse cars during consists in carrying an overground wire across the land to be surthe years 1894-5-6 was 4,160,000; while the numbers carried hy veyed, in a series of parallel lines. At the end of each lino conelectric cars are in round . figu res as. follows :-1898, 8,460,000 ; tacts are inserted, and the resistance between them is measured.
1899, 11,960,000 ; 1902, 20,000,000 estimated.
It is stated that tbe fall of resistance, when near a metallic vein
running between the contacts, is so great that no difficulty is found
THE Russian Ministry of Ways of Communications has in
locati.ng a metallic vein. .A.o averagt' resistance of 54,000 ohms
found it- necessary to undertake the construction of the follow- feU in a particular case to 56 ohms when over a rich copper vein.
ing railways during 1903 :-A branch line is to be built from the
station of Kegel, on the Baltic Railway, to Hapsal. The TrsnsTHE congress of Ural mine owners reports that while
Caucasus Railway is to be extend~d from Erivan to the Persian there is a rapid incren.se in the output of coal, there is no decrease
frontier. A lino of railwar. is to bo~ built from a station on the St. in the destruction of the forests in that region, n.s the output of
P otersburg and Vio.tko. Ratlway, now in course of construction, to coal is stiU far from being sufficient to supply the demand for fuel.
Petrozadovsk, 300 miles north-east of the capital and on the west During the first four months of the present year the output of coal
shore of Lake Onega. A project is on foot for laying a line of railway in the Western and Eastern Urals amounted to 213,600 tons, an
from the station Reichenfeldt, on the Kursk-Charkoff and Sebn.sto- increase of 61,560 tons, or 40·4 per cent., n.s compared with the
pol Railway, to the port sit uated on the Dyatyltsbakik Bay of tbo same period of 1901. Of the above total output, 86~ ~r cent. wn.s
Black Sea.
turned out by three colliery owners, and the rema1niog 13~ per
cent. by six owners.
France, Switzerlan , and Germany by one railway with a double
line only. On the great Tuscan line of communication in the
Maremma, between Montalto and Pisa, the very considemble
traffic over a distance of 126 miles is carried on a single line of
mils, while another busy single line, that from Spezzia to Geooa1
bn.s cu rves of 975ft. and more. An electric railway is projectea
between St. Petersburg and the Imatra Falls in Finland, the
fr:?.wer for which is to be obtained at the J matra Falls terminal.
l'be concession proposed is for a term of eighty-five yeal'l!, the
Russian Government ret4inloi ttu~ riifht r;J. p tm:h&3e After R lap~e
Pf twcnt)'·five )'t~l'!l,
TBE price of electric current to private consumers in
first half of th e present year amounts to£17,421,1i0, or an average
of over £2 800 000 per mooth. The losses for the corresponding
period of l901'amounted to £17,785,000.
THE Post-office Telephone Authorities ~e engaged in
laying an underground paper cable between Card1ff and Newport
on the main road through St. .Mellon's. This work was begun last
fCflr,_ and at the present time tbo workmen are engaged upon the
JOmting RfOCOSS.
A RECENT telegram from Durban states that good Protectorate during the past rainy season bn.s been a good one.
RoME is at /resent connected with Upper Italy,
estimated cost of £74,772.
IT is reported from Buda Pesth that two engineers a.t of the Board of Trade to the use of overh ead wires for electricity
To render the Li\·crpool Overhead Railway more the Mmtary Arsenal have invented a rifle attachment worked by
attractive, it has ooon decided to accelemt o tho service, which will
reduce the time required to make tho journey frOJll end to end
from thirty-two to twenty minutes.
l'he new service will be
started next month.
ELECTRIC tramways ar e to be installed at Exeter, a.t an
TRE average price paid for all petroleum put on the
French ports as soon as possible, the construction of a new break·
water in the port of Boulogne holds a conspicuous pl_ace. The cost
is estimated at six million francs, half of which Wlll be borne by
the Chamber of Commerce and tbe city.
TaE sum of £20,000 is being spent in the construction
of a tunnel for telephone wires between Minncapolis and St. Paul,
Minn., U.S.A. The object of the tunnel is to protect inter·ur~n
service from interruption by storms, and to increase the capactty
for communication between the two cities.
IMMEDIATELY in front of the city of Ottawa, the Ottawa.
River, next to the St. Lawrence the lanrest in Eastern Canada,
drops 30ft. in tbe Cbaudiere Falls. The _nvcr above this poi!lt b~
a draioa~e a rea of about 43,000 square mtles, and the power m th1s
fall is sa1d to be W,OOO horse-power at low water.
A NEW power plant on tbe Susquehanna. River, near
Conowingo }'ails, is proposed by a syndicate interested in develor-ing power on tbo Eame river at Peach Bottom. Tbe estimated cost
is .£'.l,400,000 for 150,000 horse-power. Jt is proposed to distribute
this power to Baltimore, Wilm10gton, and ~rualler towns.
ToE Norddeutscher Lloyd steamer Saale, which was so
seriously damaged at the Hoboken fire, New York, has been turned
into a cargo boat at Shooter's Island, and sold to a shipowner
named Louis I..uckenbach, who has re-named her the J. L.
I..uckenbach, and will saiJ her under the American flag.
ToE East Sussex Standing Joint Committee has
nutborised the chief constable to obtain an electric battery, bells,
and wire, nt a cost of .£9, for the purpose of enabling the police to
check the speed of autocars on the public highway. I t is believed,
says the . I utocar, that Maxims were suggested-informally.
TaE total value of the goods exported from the Orange
River Colony in the first quarter of 1902 was £4!!41, as compared
with £:)/}}37 in the first quarter of 1901. Of the former total
£3309 worth were sent to Natal, £1357 to Cape Colony, and £100
worth to :Sasutoland, the remaining £:15 worth going to the
Transvaal.
A CENTRAL electric generating station is projected for
Kwala Lumper, Selaoger, Straits Settlements. It will contain two
600 horse-power high-pressure turbines, and two 400-kilowatt
tbree-phn.se alternators, switchboard, and sundries. Three ! 50-kilowatt motor generators, two balancers, switchboards, &c., are to be
erected in a sub-station.
ABOUT a mile of steel road, consisting of two steel
tracks, each about 12in. wide and set at standard gauge, L'l to be
laid in different sectioOJ of New York under the a uspices of the
Automobi e Club of America, to test its practicability under all
circumstances in relieving the congestion of traffic in streets, and
furnisbing a speedway for automobiles and other vehicle$,
IT is reported, says Fwirplay, that the British Government has stgnified its willingness to take over next year the ships
now building to the order of the Chilian Government. The vessels
referred to are of 11,800 tons displacement each, and the contracts
were placed with Messrs. Vickers, Sons and Maxim, Barrow, and
Sir W. G. A rm.'!trong, Whit worth and Co., Elswick, some months
ago.
Ta& great water power canal of the Michigan Lake
Superior Power Company is nearly ready for water and will be
filled some time in August. This canal is 20ft. deep, 200ft. wide, 1 ~
miles long, and discharges through eighty 500 horse-power turbines
which are situated in a steel and stone power-boose !400ft. long,
built across the forebo.y and facing the Sault River below the
rapids.
IN addition to the two small Uerman cruisers, the
Frauenlob and Arkona, which have been launched this year from the
Weser yards, Bremen, a third vessel of the same type will shortly be
launched at Howaldt's yards, where previously no shi p hn.s been
built for the German navy. The length is 328ft.; displacement,
2700 ~os ; engines, 80QO horse-power ; speed, 21 knots. The new
vessel 1s known at present 8!1 "J."
TaE Boa.rd of Trade have received information, through
the Colonial-office, to the effect that liquid fuel with a flashing
point not under 150 deg. Fah. is to be exempt from tho payment
of h~rbour dues and customs r~nt on importation into Ceylon,
pend1ng the amendment of Ordmo.nce No. 20 of 1898, by which
liquid fuel, the product of petroleum, wn.s exempt from Customs
duty when the flashing point was not under 200 deg. Fah.
AN American named L ong is said to have invented a.
pocket type-writer.
We understand that the feature of this little
~ord:rOCI)rdcr i~ ~ ts simplicit~. I~ casing is of hard rubber, its
mtenor of alum1ruum. 'fbe dtmenstons of the casing are 4 by 3.
I!l ~be casing ar~ two litt!e spools ~hat h~ld rolls of tape quite
smular to the wh1te paper m the onhnary t.1cker. To work it it is
necessary to press down four keys on one side of the casing and
to manipulate a apace key and a number indicator.
A ~HTLADE_LPB IA court has given an_ in1portant decision
affect_m~ the ngh~ of contractors to contmue work of a noisy
descnpt.10n after r:ug_btfall. Gu~sts at a hotel in that city, opposite
wber~ a new butldmg was bemg erected, complained that the
sbout1~ of the workmen, t~e running of steam engines, the
rumbbn.g of carts, loud poundtng and hammering, and othercon~t~cti~n work r~n~ered sleep impossible. The judge granted a n
IDJunct.ton restrammg the contractors from carrying on their work
between 7 p.m. and 7 a. m.
PLANS for the new power station a.t Seven-Acre Field
market in the United States io 1901 was "95 · 7 cents per barrel, as Jpswicb, have been approved by the electric lighting committee~
compared with 1 ·19 dole. in 1900. But the average price for There :wJU be a large and spacious building of some 50ft. span and
Pennsylvania oil por barrel was 1 -21 dols. In 1901, 14,250 wells 43ft. high up to the wall plate. It will contain two 80 ~orae-power,
were completed, with 3220 estimated to be dry. The cost of these two 2_00 horse-power, and two 860 horse-power engmes, whilst
14,250wells is estimated at 21,375,000 dole., say, £4,275,000, o1·about. room 1s left for three more-one of 360 and two of 600-if extension
one-third of the value of the total crude product for that year. ehould prove neceSilru'y in the future. Between tho flue and the
In 1901, 1,062,750,306 gaUon.s of petroleum and its derivatives wn.s chimney shaft aro c~nom~cra for generating steam from the waste
exported, valued at 71,479,124 dols., say, £14,295,825; the average heat, a~d the shaft ttsol~ wlll be_the largest in the town, mcasurin~
prtce paid for this e3ported oil Wllll 6 · 73 oenh per gallon, M GOm· 177ft. Om. high, 20ft. 7f•o. Ol\t.!lld\1 of hriokwork at \h41 bottom, Pond
pl\rid with 7 •o2 oonw riOoiYod in lPOQ,
12ft. 7in. M ~h• wp,
TO CORRESPONDENTS.
FOREIGN AGENTS FOR SALE OF THE ENGINEER.
AUSTRU..-F. A. B ROC1BAtl8 1 7, Kvmpfga.ut, J7itftft4 J.
ORIN A.- KJU.J. v A..~D W ALIIIJ, LUUT1D, 8114"9114i al\d Htn19 LO't4f.
FRANOE.-BOVVKAO ,._~ Cnvu.Lrr, Rtu IU la Banqw, Paf'U.
OKRliANY.-Asaml .uro eo., 6, U?IUr dm Liftdm, &1-li"F. A. Baocn..wa, Leip:ie: A. TwmT'IBVK1, Leipak.
I NDIA.-A. J. eo1101RtDOII: A.~ eo., Railway Boobi4UI, Bombay.
ITALY.-LoJtSCR11\ A.~ eo., !07, Cor1o, RMM: BOCCJ. hDa, Ttlrt"JAPAN. -Kll:1.1.v .uro WAUB, LuuTII:D, Y o.l:o114ma.
Z. P. lLLntTV A AND eo., 14, NiAOJtblWli Tori 8aMMIIw, Tokyo.
R USSIA.-C. RICUR, 14, Nn1ky Pr01p«t, St. PeUr'lbv.rg.
8 . A.FRIOA.-OOROON .L~D OO'!'CR, Long·ltrtd, Olpttow?l.
R . A. T'oOXPIIO!f ANl) eo. I 6~, Loop-llrttt, Olpttowtl.
J.
JOTA AND eo., Olpttoum, Port BlUobttll, al\d /oAa?l?loelbv.rg.
AUSTRALIA.-GOROON .uro OOTCB, MtlbourN, Sydflq, a1'\d BrilbMit.
R. A. TBOMPSON .uro eo., 180, PitC,.drtd, Sydney: M tlbowrN,
AcUlaicU, a1'\d Bf'Ubant.
TtraNlU\ .uro H mro&MON, Hu,"t-•tretl, Sydney.
NEW Z:S:ALAND.-UPTO!f Am> eo., ..iucklal\d ; OluJo, J . W., Na,wr.
OANADA.-MoNTRII:Al. NII:W8 eo., 386 al\d 388, St. J amu·ltrttl, M011trtoJ.
TORONTO NII:WB eo., 411 YQ"9t·ltrut, Toro?lto.
UNITED STATES OF Alf.J!: RIOA.-INTU.NJ.TION.I.l. Nrwa eo., 81 CJ7\d 86,
Duant·ltrttt, Nt111 Y ork: StJBSC'IUPTION Nawa Cd., Cli<:ago.
STRAITS SKTTL:S:M.KNTS. -KII:LLY .uro WJ.LBB 1 Lnan:D, B\7\gopcwL
CRYLON. -WUJ.Y.UTNJ. .um eo., Colombo.
o.
1Jr I" order to a11oid tn>llblt al\d eO?\flui<m
t« 111\d it nteu.ary to ifl/orm
eorrupondtnu that utUrl of i?IQ1'iry addruttd to tht pwblU:! al\d inttMtd
for in.trtiO?I in t11w column, m1.11t in all ca.cu bt accompantld by. a largt
17\t-tlopt ltgibly dirtcltd by tht writer to hi'I'Mtl/, a~ 1tam~d,. tn order
that 4!11Vt1'1 rt«it~td by 1.11 may be {O'MDO.rdtil to thtir duhnat~ No
notU:t can bt taUn of eommvnU:atioN wAit.\ do Mt ctn~~ply 1ntll thtu
iNtMU"tioN.
1Jr We cannot vndnta.l:t to rttwm drawing• or WJ?IW#Iipu : tH lltl.llf,
tMf't/OI'f, Nqvut t01'f"upon.dmU to keep copiu.
RBPLIB!I.
-
R. C. (Brlxton). - Why u11t BJl!JlY to the Gardo.;n ClUe;, Com1 auy VIIUrl>l.:lC
directly?
R. E. P. (Etruscan bllnoe).-We tbnnk your for the photo!!!apb. As,
however, it Is copyright, wo nre unAble t o mAke any uae o f 1t.
W. T. (Rond.B).-We think th11t you ou~ht to w rite to the secretAry of ~e
R oyal Agricultural Society, 13, (lanovcr·aquar e, London, W. No
d oubt be can either supply the lnfom1ation you want or refer you to a.
compete nt authority.
A R. (HO\'O) - DiHtory repeats IU!eU. Your arguments against high
·spc~H arc ld~nllcnlln su"betnnc-o with tboao urged against railways In
the dayd of Slll\'CIIHOU. The 111oclOrn heavy coach ha.~ not been introduced bccauao nf high Rpcedll, but to pro,1dc luxurloua accommodation.
Some of thu f118l0tit running ever done ball beon made wi~h lli'ht
conches.
I nerl!A only COIOC8 Into play when the speed 18 bcmg
incroascd or dimlnlabcd. On a good rood with good rolling stock the
motlou becomes e&81cr M the speed increases, but imperfections In tbc
rood and the conches nrc nggnwated In their effects.
DEATH.
On the lSth InstAnt. at Llt\ndudno. aged fifty-nine, Cnuu:s BE!IRV
Bt: LO&, M. Jnat. C. E ., senior pru-tocr In the firm of Doloe and PriC6t, of
SUBSCRIPTIONS.
Lh•crpool.
Tml :S:somn11 can be had, by order, from &DY newsagent In town or
country at the va.rloua raUway atationa ; or lt can, U preferred1 be
auppU~ direct from the office on the following terma (p&la In
advance):Ball-yearly (Including double number) • • • • £0 1U. 6d.
Yearly (lncludJng two doublo numben) . • • • £ 1 91. Od.
C.LOTB llu.DDIO CAllS, to hold alx l.uuea, 2a. 6d. ~h, poet free 2a. 10d.
U credit occur, IUl e xtn charge o f two ahtlllnp &Dd llxpence per annum
will be made.
J'orelgn SubecTiptlona will, untu further notice, be received at the ratee
given below. Foreign Subecrlbere paying In adv&Dce at these rates
will receive Tu KNOINUR wooltly and post froo. Subscriptions aent
by Post-ol!lco Order muat be made payable to Tu KNODI'UR, &Dd
accompe.nJod by letter of advice to the Publlahcr.
u
2pt:r
--
I
I
I
t
THE ENGINE ER.
A UG U. T 15, 1902.
GARDEN CIT IES.
WE have before us a prospectus which calls up
memories of Sir Thomas More, of Rasselas and the
Od
Happy Valley. Among all the remaxkabl~ schemes
Od.
which have been brought before a wondenng world,
surely none is more remarkable than that of Mr.
ADVERTISEMENTS.
Ebenezer Howarcl for the formation of what be
. . . The cb.llrge for advertisements of four Unea &Dd under 1.1 three
The theory of the thing is
shl111nga, for every two Uncs a ftcrwe.rda one shilling and slxpence ; odd terms " Garden Cities."
Un011 are chargod ono shUIIng. The Uno averages seven word.a. When so admirable, its purpose so commendable, that we
an advertisement moaa\ml8 an Inch or more, the charge 1.8 lOa. per Inch.
But, unfortunately,
All single advertisements from the country muat be &eeompanlod by have nothing but praise for it.
a P011t-oflice Order In payment. Alternate advertisements will be theory is one thing, the bard facts of social existence
lnaerted with all practical regularity, but regularity cannot be gua.ran·
teed In any euch cue. All e xcept weekly advertlumenta are taken quite different.
We have but to examine, in the
aubject to tb.1a condition.
light of worldly experience, the proposals set forth
Ad..-erth••••ta e•aaot be luerte• 11111111 ••U..-ere• behre
in very temperate language to see that they may
81~ o'clock OD Tbar1day .,......, 1 - • · .. c.al..ance of
tile aece11lty for IOhal tG pre11 early wltb a ,.rtloa of tile well be called utterly impracticable; and yet it is
edJtloa, ALTBRATIONI tG ltaad..l ••nrtaae•eata 1boald the impossible that happens now and then, and it
arriYo aot later tball Tea o' dock OD W1. .uday ••nWII .. may yet be that Garden Cities will exist and maneacll week.
kind and womankind will so far change their natures
Lt1~1 rtlali7\g to AdM1'-""" ol\d tA4 P•1hliMi7\g ~ O
J CM
PaP" are to bt cwfdru~td to CM P wblWt.w, Mr. Byd!W)' ~U. : aU o&Mr that they will accept and even enjoy life under
utttr1 to bt cwfdrtued to CM .Bditor oj Tml R li'OUIIWL.
Utopian conditions. Done into plain English, the
Tcle,.rapblc Addre11, "BNOlNBBR NBWIPAPBR, LONDON." object of the " Garden City Pioneer Company,
Limited," is to promote the construction of a company
which will undertake the building of " cities" of
PUBLISHER'S NOTICES.
about 30,000 inhabitants on a new plan. The idea
*•• With thil vttk'• nuntbu if iuu«l, cu a Suppkm.ml., a Tu:o~e is that the great centres of population- London,
nrami11{J_ of a Uood• U XOIIIOlillf', Lanccultire a7Ul 1'orlc:sM!·e lCatl· Liverpool, Manchester, and such like- have become
vay. JWery c<>py cu iuuttl by the Publifht:r includu a copy of unwieldy, and that it is desirable in the interests of
till' Suppkm.ent, and tub~eribm are requut«.l to notify tM fact
the nation that many centres of population should
1/wv.ld tM1J not receive it
be established on suitable sites ca.refuUy selected. It
• • LATEST TYPES OF TBl! Bn£TtsH FLXBT.-Our t'IIJO·page col011rtd is proposed that manufacturing premises should be
• Supplement, reprurnting H. M. 1hip4 FormidaJJk, Dralr,e, and erected, and that round these should spring up
AlbaLrou, 1114!1 be luuit p1inttd ~n mperior paper, upon a rolkr,
colonies of workpeople, shops, schools, churches- all
'P7*e 11., by po~t 11. la.
that goes to make up a flourishing town. The Garden
• •• If any tub~ abroad, IMv.ld receive TD ENoiNUB in an City is, however, to differ from everything now in
imperfect or mutilattd condition, M will oblige by giving prompt existence in its internal arrangements and its limitain.f01'7TW.Lion of tAe fact to tM PuJJli.Wr, 1D'i.t.h tAe name oj iJu tions. There is to be absolutely no crowding. So
~~rnti.Arough wlwm
il obttf.i~. SucA i~ven:i.enu,
if mfferttl, can be r
itd b) obtamtng tAe paper d1.rect iTom far as we can gather, the 30,000 inhabitants will
tAil o.ffice.
occupy villas standing in their own grounds, so to
speak, and dotted over a. considerable area.. We
cannot do better than reproduce the foul'tb clause
CONTENTS.
in the prospectus. The scheme contemplates "the
Tml ENOIN'II:EB, 15th August, 1902.
PAO&
F oo SrosALLJ 1\0 • . • . • • • • . • . • • • . • . . • • • • . • • • 153 provision of a broad belt of agricultural land round
TBE PORT OF LoNDON AN'D TOll: TllAllli:S. No. ll. . . . . . . . . . . 153
Mt:o.·l!fo AT TUB Doasnooar :S:xmBITION. No. I I. (illustrated.) .• 154 the town, under such restrictive covenants as may
Sox& A..8P&CT'9 OP WORUBOP MANAO&MJtNT. No. IV. . . • . . . . . 154 secure to the inhabitants the enjoyment for all time
To& TRADil OF Tfl& 1h.CPIIUI: . . . • . . .. • . • • • • . . . . . . 156
SOOTTIBB STII:&L WORK&88 AND hiPBOVIE.D fuOBINUV . . . . . . . . 1~; of the combined advantages of town and country
ToE &8. CABPATUlA. (lUustratod.)
• . . . . . . . . • . • • • • • 157 life, while c;he agricultural tenants may have a
TO ISSTITOTION OF M&CRA.NICAL JtNOI:0.'1ER8 • . • • • • • . • . . . 158
. . . • . . . . . . • . . . . . .. . . . . 159 market for their produce brought to theix doors."
OO:IlAM IRON KXP01\T8
To& CAP& ro C.uao RAILWAY. No. H. (lliuatrated.). _ . . . . . . 160
TUI M&TALl.OHOICAL INDObTRV OJ> SoOTD llOBSIA . . . . • • . • . . 160 If at any time there should arise a demand for
Nxw ~JJRICA.o~ DATTLII:BiliPS . . .. .. . . . . . . .. • . . . .. 160 accommodation that cannot be satisfied, another
••
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••
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••
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••
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• • 162
RAtL WAV MATTII:R8
NOT18 AND MtNOII.A.N'DA . • . . .. . . . . . . . . . . . . .. .. 162 garden city is to be built at a proper distance from
MJ.eonL.ANXA • • • • • • • • . • • • • • • . • • • • • • • • • • • • 162 the first, and so on to the end.
No proposals can
L&ADINO ARTIOL-Ou.rdon Cltlc!I-Tbrl!t In Doslgu . . . . • . . . 16S
be more delightful, and we are not surprised to find
Book.& and Students-Turblo o Propulsion for Ships of CommerceStructural Strength of Torpedo-boot Destroyers . . . . . . . . 164
CvLINDBICAL LOCOMOTIV& FJRII:· 60XI8. (nlustrate<J.) . • • . . . • • 165 that many influential men and not a small section
ORALITC
165 of the daily Press speak highly of them.
And yet,
LITKlLA1"01lE • • • • • • • • • •
166
B oou R.&e&tvm . . . . . • . . . . . . . . . . . . . . . . . . . . 166 bearing in mind the forces which mould the lives of
Jir.orRY ALB&BT PARK&R . . . . . • . . • . •• . • . . . . •• • . 166 nations, we cannot resist the conviction that the
D ocKYARD Nora . . . . . . . . . . . . . . • . . . . . . . . . . . 100
B OBIZONT.U. BOBI!fO AND PLA.NJNO AlAOIJINII:. (Ulustrated.) . . . . 16S scheme as it stands is utterly unpractical from
TO eoNST&OCTION OF TRII: AloiOll RAILWAY •• . . . . . . •• . • 16S
HlTlUIII:& eo~o~x&BCIAL Docc , Oanu;av .
• . • • . . . . . . . . . . 16S first to last.
TlU APPLICATION OF CYLJ:SDBICAL ST&.UC DlSTRlBOTL~O VJ.l.VII:B TO
It is obvious that Garden Cities of 30,000 inhabitLocoxOTI\'D. (lUuatrated.).. . . . . • • . . . • . . • . . . 169
It is true that
TB& l BO!f A~D STnL (S&TIT'IIT& • • • • . . . . . . • . • . . • . . 170 ants must be producing centres.
.A.lBBICAN ENOI.'IJU:RINO NBWB
• . • • • • • . • . . . . . . . . . 170 there are a few old cities in the world which have no
NII:WPORT liARBOtTR eoxvi»IOI(Ua• W&IXLY Tlu.D& IUPORT . . . . 170
Toz Jsos, eo.u, .U.'D O&nRAL TBADI8 oF BlllliiNOBA.lC, WOLV&R·
apparent means of livelihood, and yet manage to
ILUCPTOII, "-''D OTDD DI8TRICT8.. . . • . • • . • • • • • .. liO
The new cities
NOTI8 FROM LANCA.IIOIIlJt . . • . • . • • • • . • . . • . . . . . . . 170 exist ; but these do not count.
To SBXFFU:LD DlBTBICT • . • • . . • • . • • • • . . . . . . • • . 171 must, then, be manufactut;ng towns; and herein
Noam OF ENGLAND • • • • • • • • . . . • • . . . . . . . . . . . 1il
From
N oru f'l\0 w. SooTuND
• • ••
••
••
••
••
••
••
••
••
• • 1; 1 lies the first obstacle in the way to success.
WALES A!ID A.DJOININO eotTNTIU . . . • • • . . • • • • • • • • . . 1i2 some cause wholly unexplained, and evidently quite
NOTES YI\OW O&IUU..NY.. • • • • • • • • • • • • • • • • • • • • • • 17:1
A.lt&BJCA.l'l NOT&S • • • • • • • • • • • • • . • • • • • • • • • • • • 172 beyond the purview of the political economists,
T8.A.DM A.ND BOIIL'111118 .AlfNOONOiildNT!!.. . . • . . . • • • • .. .. li:l
Tu.-. P Anl'f'T JOUitlfAl. .. • • • • . • • • • • • .. •• • • • • •• • • 17S certain trades and businesses appear to be unable to
611:UCTJD .&..¥:11:RIO.L'f PA1mm>. (Illll.ltrated. ) . • • • •• . • •• •• lH flourish out of particular distl'icts. The notion that, if
Two•t>AOI St!l'l'l.LllL'fT-LAitCA.IIUII\1 A.li'D YoRKSUIRI RAILWAY, Loco·
11o town were built, the cotton trade, or shoemaking,
MOTIV. BOU,&J\ WITH CYI.IMDJ\ICA..L J'JJ\&·110&,
T'olCI p Al'1l\ eona.
Ball-yoa.rly • • . . £1 Oa. 8d.
Yearly . . . . • • £2 Oe. 6d.
o di.fferonco to cover extra postage.)
TB IN PAPER eoPII8.
Ha.U-yoa.rly . . . • £0 18e.
Yearly •• •• •• £1 16a.
0.
•
0
0.
•
•
•
•
163
THE ENGINEER
15, 1902
A UGUST
0.
•
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0
0
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0
•
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0
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or weaving, or the tin-plate industry would come to
it almost unsolicited, is entirely erroneous. The
Garden City, to have a chance of success, must .be
conformable to the district. Thus, in Lancashire
it would haYe to depend on cotton mills for success,
in the Midlands on boots and shoes, and so on.
But why, because half a dozen new mills were put
up right out in the country, should workpeo~le and
their families go to live in a scattered town m preference to remaining in Manchester ? The answer
is, that the conditions of life would all be much
better, healthier, and more enjoyable; the attraction would be so great that the workpeople would
flock to the Garden City. I s there the smallest
evidence that they would do anything of the kind ?
Is there not on the contrary, the strongest evidence
that the lat~ge towns possess attractions fo~ the
populace which are unrivalled, and that the btgger
the town the bigger it tends to becom.e. The thr.eeacres-and-a-cow idea is dead and buned. Manlcind
all over the world has always sought the largest
towns possible, and has made them larger and
larger day by day. If the Garden City ever became
really popular and progressive, it wo~d soon ~ease
to have anythiag of the garden about 1t. "Destrable
building plots " would supersede the gardens, and
as the wealth of the place increased so would the
number of manufactories and the crowding and the
smoke and all the other evidences of prosperity.
The last place in which the m~d~rn artisan wants
to live is the country. Rw·al felicity has no charm
for him. It does not even delight the swain. The
farmer's son-and daughter- finds his ~ay to the
city the moment be gets the chance. It IS all very
deplorable, but it is none the less human, and we
must deal with humanity as it is, because the Garden
City scheme requires capital to carry it into a stable
existence, and it is well to count the cost beforehand
instead of at a later period, when the money has
been spent and can never be recovered. It is,
however to be admitted that Mr. Howard has n.
certain basis of encouraging fact to go on. Firms,
not numerous but influential, are leaving London,
and putting up works in the country, and each of
these works becomes the nucleus of a future town.
But the course of events will be purely automatic.
Houses will be built just as fast as the demand for
them is created. A dozen instances might be cited ;
Crewe will suffice. But the growth of such a place
supplies no evidence that if a town of 5000
houses, and costing £300,000, were erected tomorrow, say in Leicestershire, or Buckingham, it
would at once be occupied by an industrious population, healthy and moral and happy in a way .wholly
unknown to the people who crowd into Hahfax, or
Leede, or Birmingham. We fear that the erection
of cities, even little cities, cannot be regarded as a
promising speculation.
As we read the prospectus we learn that an
appreciation of the position is not wholly lacking in
those who are responsible for its words. Reduced
to moderate dimensions, we have a. tangible and not
impracticable scheme before us. It is pointed out
that various firms of manufacturers- such, for example, as Messrs. Cadbw-y, Messrs. Milne and Co., and
others- have carried their works into the country,
and that they have found it necessary to build
houses for their workmen. There is no reason why
capital should not be invested in this wa.y by independent companies, except two. The first is, that
the manufacturers themselves are in a position to
supply what is wanted and make a profit by doing
so. The other is that the numerous building
societies, for the most part prosperous, energetic,
and with a keen eye to business, are not likely to
lose a chance of making money if one really exists.
And so we come back to the starting point. We
have nothing but good to say of Mr. Howard's
scheme-indeed, it is far too good to be true.
THRIFT IN DESIGN.
THE series of articles on " Structural Costs,"
written by "A Manufacturer" and now appearing in
our pages, represents the first consistent attempt
\Vhich, so far as we a.re aware, has been made to
inculcate a most important principle. An engineer
practically versed in the manufacture of bridges,
roofs, and iron structures of all kinds, explains how
it is that money may be wasted or cost kept down
by those who design bridges and roofs and railway
stations. His illustrations are to the point, the
soundness of his arguments indisputable; and yet
they have about them a strange savour of novelty.
It seems as though designers had gone on from time
immemorial without paying the smallest attention
to economy. It may be, no doubt, that the (acts set
forth by " A Manufacturer " in our pages have been
long known to those who make iron structures; but
they have kept the knowledge to themselves. Had
they given voice and uttered remonstrance before, it
must be that tho consulting engineer and the
THE ENGINEER
164
•
Auous-r 15, 1902
draughtsman would have modi fied their methods, price of the machine. The copper box is an symbolical equations, as if it were of any general
and helped, ins tead of hindered, those anxious to advantage from the purchaser's point of view, and value to the ten thousand students who learn
Let the
turn out work cheaply and with despatch.
yet in the light of common experience it is wise chemistry to know such naked facts.
Dozens of treatises and text-books have been to ask if the copper box is really worth the student turn from this skeleton to a volume like
written on the construction of girders and roof difference? Again, very considerable economy may Cooke's " The New Chemistry," and feel how his
trusses of all kinds. T he s ubject h as been carefully be secured in making a particular type of tandem mind may be drawn to follow the progress of
worked over by the mathematician. It is wonderful engine by adopting an arrangement by which the reasoning, and let him experience for himself
how many formulro may be prepared concerning a. low-pressure piston cannot be got out of the cylinder almost the ecstacy of discovery. Again, is it possible
b.ltice girder. We can call to mind the early days without removing the high-pressure cylinder bodily. to imagine anything drier than the usual books on
when a few simple diagrams showing the composi- Some years ago a horizontal engine was introduced mechanics ? They come to us by the score. A few
tion and resolution of forces sufficed for any purpose into this country from the United States. The statements called laws, a few experiments, much
of calculation. Next came the development of cotter securing the cross bead on the piston-rod sign shuffling and mathematics- nothing in all this
theory rendering sines and tangents imperative; and could not be got out without taking down the guide to enlarge the mind or to give one a view of the
then at the last, when it seemed that nothing more bars. Economy secured in such ways is far from inwardness of the science of mechanics. L et the
wn.s left to be said, the moment of inertia made its being commendable. It is certain, on the other student turn to Macb-be is done into English excelbow to an admiring public. T he last development hand, that more or less costly devices find their way lently-and let him first immerse himself in the fog
of all appears to be vertical shear in girders. But into designs now and then which are intended to of the ancients; let him think as they did, wholly
whatever were the changes rung on these things, prolong the llie of an engine over many years. It incorrectly at first, and then let him experience
no one ever took the least trouble to explain that seems to us that these things may just as well be the excitement and interest of following their
reasoning and their crude experiments till he comes
almost imperceptible changes in form would avoided.
There is in our drawing-offices a great deal of out of the fog. His mind will be exercised far more
suffice to make a bridge or a roof costly or cheap.
If we examine with any care the designs of some talent which is misdirected. We feel sure that, as usefully than in absorbing tbe lucubrations of demonof our leading engineers, it will be seen that next to a whole, much English machinery might be reduced strators, endeavouring to eke out an insufficient
no consideration for economy has been displayed. in cost of manufacture without any loss of efficiency, salary by the sale-compulsory to students- of their
As a rule the engineer has risen superior to sordid provided the designer would exercise his brains, books. In the study of heat it is the same thing.
He has only satisfied himself that make himself thoroughly acquainted with the re- Why do we never find more than T yndall's name
details.
a. thing was right from a scientific point of sources of the works, and then determine that strict and the title of his book-used, by the way, as a
view. H e has not condescended to ask if some- economy of manufacture must be secured. The man definition, and rarely understood-in schools. There
thing equally good might not be bad for a. smaller who uses two bolts where one would do, or planes is no finer nor more interesting book on heat extant.
We might go through a list of many of the subjects
price. Dozens of examples suggest themselves. two square feet of cast iron where one would suffice,
\<Vho, for instance, will assert that the roof of St. does not really understand the conditions under an engineer is expected to learn in the same way; but
Pancras terminus on the Midland, and St. Enoch's in which the modern manufacturing engineer has to we have said enough to show that there are two
Glasgow, are at once the best and most economical work if b e means to live and face keen com- kinds of reading open to the student-one dry, the
other attractive. Sometimes we are asked for a.
that could have been put up ? The fact that they petition.
single book covering too wide a field. N otbing
have never been copied is a sufficient reply to the
better tbu.n a text-book covers a wide field
question.
It is indisputable, we think, that
BOOKS AND STUDENTS.
thoroughly. If a student is really keen on acquirenormous sums of money have been wasted. The
~xplanation is not so much .that it has been was~ed·
PROBABLY some of our readers occasionally peruse ing a knowledge of a subject, he must look into
1gnora:ntly, but that the design~r has been spending the answers wh ich we give to correspondents. every book on that subject on which be can lay
not his. own b~t otb~r p eoples money. When a Those that do so from week to week cannot fail to bands. Out of some h e may pick no more than a
con.sultmg engi~eer JS called up?n to prepare be struck by the numerous replies to inquirers for single sentence or a single idea. If that single
des1gn~ for an Important work, b~ 1s naturally .far the titles of books. Putting on one side those sentence has put his mind in action, if it has
more hkely to take thought for h1s own .reputatiOn correspondents who evidently require the literature started a new train of thought, if it has given
than for the pockets o_f a numbe.r of 1mperson!l'l of a subject for some invention or trade purpose, him the comprehension of something before
shareholders. Concernmg the mistakes made m there remains a body of correspondents, students unexplained, it was worth the trouble of finding.
s m.aller classes of work, " A ~1anufacturer" has presumably, who desire to obtain the best works for There is a notion, we believe, that it is not good to
wntten so fully that we deem It not necessary to study. We give them the names of a few volumes, read books which contain erroneous ideas and
say a syllable.
but generally coupled with the advice to go and theories. If our reading is wide enough they will
Those of our readers who have read " Structural look in a library for themselves and select those do more good tban harm. The right will counteract
Costs" with care can hardly have failed to see that works which appeal to them. There are p eople the wrong and be stronger and more permanent in
the articles imply even more than they say. The who imagine that ii they are reading they must be its effect from the opposition it has overcome. If,
author has wisely confined his attention to the con- profiting. There can be no greater mistake. If a on the other hand, our reading is narrow, and if
sideration of the matters which be fully understands. book does not appeal to our sympathies or anti- we accept an author's statements without thought
But it is easy to see that what is true of a girder or patbies, the reading of it is waste of time. We say or question, only the best books are safe, and they
a roof may be true of a steam engine or a machine antipathies, because it is obvious that the main only to a limited extent. L et us end our advice to
tool. At no time in the history of ~be British nation object of a book is to make us think, and whether it students-students who are done with examinations
has it been more necessary to study economy in makes us think in favour of its views or against especially- as we began it, read those books which
production ; yet of how many machines can it be them matters but little. If it does not make u s appeal to you, which make you think for yourself.
said that they r epresent no wasted money or un- think, then we are better engaged throwing
•••
necessary labour ? When economy is not studied, stones at the sea-at any rate, a healthy occuone of two things occurs. Either the purchaser pation.
There is a very prevalent idea that
TURBINE PROP ULSION FOR SHIPS OF COMMERCE.
pays too much, or the producer sacrifices his profit. the chief value of a book- we are discussi ng
Two draughtsmen, different in sentiment, diverse in scientific works, of course- lies in what we are able ToE application of the steam turbine to marine protraining, are called upon to design, say, a large mill to acquire from it. The value of facts is indisputable; pulsion so far-with the exception of the two Clyde
engine. One of these men will produce an engine but as it should be the object of the reader to passenger steamers King Edwa.rd and Queen Alexandra
costing hundreds of pounds more than the engine increase his intellectual store by his reading, and as - has been confined to pleasure or naval craft as
distinguished from commercial ships proper. It is, howdesigned by his fellow. Both engines may be it is evident that the mere acquaintance with a ever, not without significance as to the future developequally good ; but there can be no question which number of facts is as mechanical as a card index, ment of the turbine principle that the invitation which
draughtsman is the better engineer; and it must not it must be admitted that if no more than this has the Lancashire and Yorkshire Railway Company has
be forgotten that in most cases excellent finish is a. been got from a. book its perusal has done compara- recently sent to shipbuilding firms throughout the
direct promoter of economy. It is impossible to tively little service. When a. good author writes be kingdom for designs and tenders for a. new steamer for
examine some large steam engines without being leads our thoughts from fact to reason, and from their Irish sea senices, stipulates for alternative designs
regards the means of propulsion. Proposals are
struck by the presence of a host of details, each of reason to imagination. The facts are not difficult as
invited for tbe ordinary twin.screw reciprocatina engwes
which has cost, p erhaps, not much; but the multipli- to acquire. The reasoning based on those facts is. and. also. for steam turbine pr~pelling engines. The speed
cation of small sums represents in the end a great The imagination which takes our minds out of the desrred 1s 17 knots, and as th1s must be attained on the
deal of money. The essence of success in turning known in to the unknown but t:ossible is the highest minimum of dimensions, consistent with securing the
out economical des igns is a thorough appreciation effort of the human brain. Nothing could be triter accommodation necessary for a large number of
not so much of what the machine tools and the or more commonplace than that the apple fell from passengers and cattle, it will be interesting to learn from
men of the establishment can do, as of what they the tree. The reason for the fall of the apple, the the designs which may be submitted whether the turbine
cannot do. We have seen large castings used recognition of action at a distance, incredible then arrangement-fulfilling all other conditions- is " in it " as
regards ~conomy with the ordinary type of engines.
which were just too big to be taken on the biggest and unexplainable now, was the outcome of thought The
turbme arrangement, at aiJ events, will not occupy
planing machine in a works, and, in consequence, purged of preconception. The huge generali~ation the ~ame a£?ount of h~ad roo!D as in. the ca!:e of ordinary
they bad to be sent out to be machined. A little of the reasoning, the idea of the binding of the Yert1cal or d•agonal ree~procatmg engmes, and in this way
forethought would have saved this. The case is no universe by the same power which brought down greater 'tween deck space will be available for cattle or
doubt extreme. It points our moral all the better. the apple was one of those magnificent efforts of the other accommodation.
The student of economy will never look at a imagination which come only to the most brilliant
STRUCTURAL STRENGTH OF TORPEDO-BOAT
machine without asking himself whether it could minds. Yet it is such brilliance that should be the
DESTROYERS.
not be made for less mvney, and it is surpris ing object of our reading, and if the books we take up
how much can be learned in this way. In the do not seem to put us on to a road which leads in
DR. J OBN I NGLIS, of the firm of A. and J. Inglis PointUnited States the principle is in some works pushed that direction their value will be transitory- they house Shipyard, and Mr. Archibald Denny, of the well.
known Dumbarton firm , who are two of the most active
to its utmost limits. It is not disputed, indeed, may suffice for an examination.
that this is done with locomotives. There is, bowWhen we are asked to recommend works, we me.mbers. of the Committee appointed by the Admiralty
mvest1gate th e wh~le s~bject of the design of torpedoever, a line to be drawn somewhere, and it can only know that text-books are meant, and we therefore, to
boat destroyers, are directmg the research work on the
be drawn in any individual case by those who are as a rule, give the names of text-books; but the subj~ct n~ w being proceeded with by a staff of nM·al
thoroughly acquainted with all the facts and consider- text-book is, broadly speaking, the least educative of arch1tects m a temporary office in Glasgow. Besides the
ations that can be brought to bear with advantage. books. Take, for example, the average student's calculation of stresses, weights, buoyancy &c. practical
Take, for example, a locomotive engine. The sub- chemistry.
It starts well enough with the e>.:periments \vill be made on the structur~ of 'an actual
stitution of steel for copper will at once reduce first generalisation that nothing is wasted, and contents ,·esse! within a. graving dock. These will be concerned
cos t. Why is copper used in a fire-box? Th e itself by proving this from moderately conclusive 'vith the determination of the effect of varying the points
support thro.ughout the length of the vessel in a. way as
builder of the engine certainly derives no benefit experiments with a taper. So far so good; but in the of
closely as poss1ble analogous to the conditions met with
from it. A fire-box of thin ductile steel costs less next chapter we are off into the production of amongst waves a.t sea. Owing to the absence abroad of one
t:> mg.ke than a copper bn, leaving on one side the hydrogen and oxygen, with lists of apparatus and of the members, the meetings of the Committee have been
AUGUST
15, 1902
discontinued for a. time, a.nd although for that reason, a.nd
because of the abstruse a.nd delicate nature of the in\·estigations, the ~ommittee's repod may be some time
delayed, there IS little doubt the report which will be
produced eventually will be of distinct value, not only to
the Admiralty authorities, but to naval architects a.nd
shipbuilders generally.
THE ENGINEER
I matter.
In a. patent taken out in 1895, the process described
consisted of the treatment of asbestos sheet impregnated with
sodiu~ silica te-N~~ .o 3 (Si<?J-with sulphuric a<:id. The
chem1cal decomposmon takwg place on the admixture. of
these .two substances may be represented by the Iollowmg
equatiOn : -
165
down to near the floor level, and to which sacks can be attached.
The material in these sacks is graduated in size and weight
by reason of the fact that the holes in the horizontal duct arc
placed at increasing distances from tbo source of the air blast.
Into the first sacks fall the heavier portions containing h eavy
impurities, stones, &c. These are removed. In the next process the asbestos is put into mills, not unlike mortar mills, with
Soclium silicate.
Sulphuric
Sodium
Water.
Silica.
ueid.
sulphate.
stone rollers. There are two of these mills, and they arc driven
N3..! 0 3 (Si02 ) + H 2 SO~
N3..! So~ + 3 Si02 + H 20
off a horizontal shaft placed under the floor and worked by a
The silica became deposited in a colloid form in the interstices 15 horse-power motor. The deliveries from the pans of these
of the asbestos sheet, with a result that when dried the sheet mills fall into hoppers, whence the material is lifted by
became much harder, firmer, and closer grained than it bad bucket elevators, running in wooden shields, to the floor
CYLI NDRI CAL LOCOMOTIVE FIRE-BOXES. been before the steeping operation. The process, however, above.
They are then taken by a conveyor to a disintegrator,
was open to the objection that the sodium sulphate, even if where the whole is broken up into fine pieces each some ~in.
IN our impression for August 1st we illustrated a very it could be c1..-tracted from the sheet, became practically a waste
powerful eight-coupled goods engine on the Lancashire and product. 1\Ionsicur Imschenetzky, therefore, sought for a long, this having been found to be the most convenient and
Yorkshire Rail way. The engine is in all respects similar to subst:mcc to take the place of the sulphuric acid, which, while efficient size. The disintegrator is belted to a 75 horse-power
tbo standard locomotives of this type designed some tiwe causing the same result as regards the production of silica, motor, which also drives a fan for blowing the broken-up
ago by lllr. J. A. AspinalJ, but it has been fitted for experi- would leave a compound which could, by simple treatment, asbestos from the disintegrator into a horizontal duct. To
mental purposes with a boiler designed by Mr. Hoy, Mr. be made to serve again, and not be lost. At length he this, as in the first instance, there are shoots at various dis·
Aspinall's successor as locomotive superintendent of the discovered that bicarbonate of soda-quite a cheap material tances leading down to sacks. As a fact, thoro are eleven of
these shoots, but practically only the sacks up to No. 7 fill at
lino.
-would do exactly as required. The result of; adding it
Boilers with cylindrical fire-boxes have been used long to sodium silicate may be represented by the following a workable rate. Those beyond may take some days to fill.
Even at this stage it is found that heavy impurities somesince on English railways, but only, so far as we know, for equation:·
times creep through, and there is therefore provided a riddle
shunting engines. Mr. Ra.msbottom had a few built at
Sodium
Soclium
Silica.
Wnlcr. into which the contents of sacks attached to shoots 1 and 2
r birarbouatc.
carbonate.
Crewe, which were illustrated in our "Portfolio of Working Sodium silicst,.
Drawings" for October 23rd, 1868. The cylinders were Na 2 0 3 (SiOJ + 2 NaHC0 3 = 2 N~ C03 + 3 Si02 + H 20 are put so as to free them from sand, &c.-sand being tbo
14in. diameter and 20in. stroke ; the total beating surface The sodium carbonate can easily be reconverted to the most frequent impurity at this period. The discharge from
this riddle, together with the discharges from the shoots
433 square feet ; the dia3 to 7, are then placed in the hopper of a bucket elevator to
meterof the fire-box 2ft. 6in.
be lifted to the next floor, and then taken on a conveyor into
length, 6ft.
the next or milling block close at hand. It may be that
We publish this week as
mixtures of different quantities of various brands of asbestos
a supplement sectional
are required, in which case the mixing comes previously to
drawings of Mr. Hoy's
the material being put in the mill. It would appear that the
boiler, which has no less
Russian asbestos is the most tenacious and best suited for
than 2017 square feet of
most kinds of Uralite.
heating surface, or nearly
In the milling block a number of processes a.ro gone through.
five times as much as that
The asbestos is first of alJ taken to a beating engine, which is
of the Ramsbottom engine.
a long tank with a horizontal partition attached to the sides,
The fact is a definite proof
but not Quite reaching to either end. At ono end t"o
that boilers with an enorspecially formed rollers, with long interlocking teeth, revolve
mous heating surface can
so as to draw the asbestos, which is mixed 'vith water,
be made with cylindrical
towards them, and discharge it on the other side. The result
fire-boxes. Our drawing is
is that the asbestos becomes mashed up, forming a pulp, the
so complete that very little
discharge falling from the rolls down past the end of the
doscription is necessary.
horizontal partition, and a constant circulation kept up, lh~
It might be supposed that
asbestos being drawn along the top of the partition and
some difficulty would be
sent back by the action of gravity underneath it. There aro
('xperienced by those accusthree beating engines, one being for pulping scrap, steam
tomed to the rectangular
being supplied so as to boil the water and assist in the
box in firing the cylindrical
breaking up process. A:ny colour which it is desired to mingle
furnace, but we are told
with the pulp is put into the beating engines from a mixing
that nothing of the kind
tank above. From the beating engine the pulp flows into a
has occurred. The ordistufi chest, in which are revolving propeller blades, and hero
nary firemen are quite
it is further mashed up. FinalJy, it has added to it a further
satisfied with it, and the
supply of water, and flows into mixers which contain reengine steams perfectly.
volving screws. The pulp is then ready to go on to the sheetThere is no good reason so
making machine. Here it is delivered over riffle boards, put
far as we can see why this
so as to catch any sand which may remain on to an endless
type of boiler should not
revolving blanket, and passing through a series of rolls is
be used for fast passenger
partially dried and compacted. It then passes on lo a
engines, and the advantages
revolving drum at the end of the machine on to which
which it presents are quite
some fourteen or fifteen thicknesses are deposited before
sufficient to recommend it
the required thickness is attained, this point being
for extended adoption. It
signalised by an ingenious electric device.
During
gets rid at once of the
the process of winding on to the drum a solution
necessity for a copper box ;
of sodium silicate with an amount of sodium carthere is an am pie water
bonate insufficient to permit of the immediate deposition
spa.ee alJ round the box ;
of the silica is flowed over the successive fibres of asbestos.
the screwed stays are got
The complete sheet is then taken off the drum, and a number
rid of-a precious boon ;
of sheets placed between sheets of steel and sheets of wire
and the whole construction
gauze are inserted in an hydraulic press and subjected to a
is simplified. We really
pressure of 200 lb. per square inch, to get rid of as much
are unable to say what
water as possible. After that, the sheets, which in a short
disadvantage can be urged
time acquire a certain amount of stiffness, owing to the formaagainst this, save that
tion of silica., and, moreover, by this same process arc giYcn
with, say, a 6ft. wheel the
a foothold for chemicals afterwards applied, are cut to sizes,
centre of gravity of the
and after waiting a. certain period are put into special frames
engine would be raised.
holding forty-five each and passed through a series of stoves 'vi th
It may yet come to pass,
graduated temperatures. The stoves are fired with prodllcor
however, that a. system
gas. They are then steeped in a solution of sodium silicate
which h as been tried on
and washed, being afterwards left to dry and passed through
the Continent may come
a stove, after which they are steeped in a solution of sodium
into use here. The engine
carbonate, when the washing, drying and stoving are again
would run fire-box end
proceeded with. The steeping in these two solutions, and
first, and a bogie would
the subsequent operations, are repeated as often as required
be pla.eed ·partly under the
for the final hardness of the sheets-each two steepings
footplate, partly under the
making them harder-and at any rate four times. Tbo
fire-box, or 1\Ir. Stroudley's
EIGHT-COUPLED LOCOMOTIVE., L. & Y. RAILWAY
sheets are then stacked and stood for some days and again
system might be tried, the
stoved, being then ready for use.
leading and driving wheels
being coupled, and a. bogie put under the fire-box. The good bicarbonate-this being actually done on the site-by wellIn appearance the finished article looks not at all uulikc
points in favour of the cylindrical box are so many that if the known means, and the latter substance can be used for fresh thick cardboard. The longer it has been made the harder it
experiences acquired on the Lancashire and Yorkshire decompo~itions. This process formed the substance of a becomes and the less easily broken. We sa.w two tests
Railway do not falsify our anticipations, it will be worth patent taken out in 1897, and it is in accordance with this carried out 'vith it. In the iirst, a. pile of sheets lin. square
while to sacrifice some prejudices and make a new departure invention that Uralite is manufactured at Higham.
each, and made up to lin. high, were subjected to hydraulic
in locomotive design.
Before reaching a successful issue as regards the production pressure. A pressure of 1!)·8 tons was registered before they
of the finished sheets, a. number of obstacles had to be over- "flew. " In the second test, a. strip 9tin. long between
come. Perhaps the most serious of these was the fact that supports, 1~in. broad, and i 4 in . thick, was gradualJy subjected
asbestos needles are sh iny and afford but poor hold for to an increasing weight placed at its centre. It did not
URALITE.
a chemical not of a sticky nature. This, however, was over- break till a weight of 6·875 kilos.- just over 15 lb.-had beeu
come in a. manner which we shall describe later on.
applied. As to the uses to 'vhich the material is put at
Foa the substance known as Uralite a number of claims is
Meanwhile it will help to a better understanding of the Higham, we may say that a.lJ the roofs are made of this
made by its makers, the British Ura.lite Company, Limited, following description if we say that when an excess or exactly material, put on much after the manner of slates, and
of 37, Lombard-strect, E.C. Thus, it is claimed to be made the right proportion of sodium carbonate solution is added to appearing to answer perfectly. No lath and plaster is used,
of mineral substances only ; to be fire-proof and practically a solution of sodium silicate the silica at once separates out, all the partitions being made of Uralite. The ceilings ~re
water-proof; to be a non-conductor of h eat, cold, and elec- the whole liquid suddenly becoming nearly solid with a semi- likewise made of this material. Sundry buildings throughout
tricity; that it is not affected by bot or cold water, by opaque whitish jelly-like substance closely resembling thick the works are composed entirely of it, nailed to wooden
atmospheric influences, nor by such gases as will destroy starch jelly in appearance. If, however, less than the proper structures. It can be veneered with wood, and in t hat form
galvanised iron. It is further claimed that it can be cut with amount of carbonate is added to the silicate, the action is makes doors which, we aro informed, are quite fireproof.
a knife, saw, or plane; that it can be veneered; that it can greatly retarded. In a.n experiment which we saw carried It can be applied as lagging to steam pipes, for insulating
be painted, grained, polished, and glued together like wood; out, the decomposition had not been finally completed till purposes, and in a number of other ways. Perhaps its
that it does not split when a nail is driven into it; and that after the elapse of nearly twenty minutes. This fact is made most valuable attribute, if all claimed for it be true, and wc
its wei~ht is about one-fifth that of iron. This is a long list, use of during the manufacture of Uralite sheet.
have no reason to doubt the statements made to us, is its
though it by no means exhausts the claims made by the
The works at Higbam, which are capable of turning out fire-resisting property. We are informed that a chamber
makers. It would be impossible, of course, for us to sub- 3000 tons per annum, have been put up within the last t\vo lined with this material can have a fire raging in it without
stantiate all these claims, for it would necessitate a long years, and they possess many excellent features. Electric the fire being communicated to the outside-and vice-rrrsa .
series of experiments to place us in a position to do so. But lighting and electric driving are employed throughout, the In fact, in one case where a box made up to represent a deed
we can describe a visit which we h ave recently made to the engines in power-house developing altogether about 540 box was exposed to a wood fire for forty minutes with a
company's factory at Higha.m, near Rochestor, and of the horse-power.
maximum temperature of 1060 dcg. Cent.-say, 1940 dog.
uses to which we saw the material put, from which our
The manufacture of the Uralite sheets commences in what Fah.-witbout a lump of paraffin wax inside the box being
readers will be enabled to form an opinion as to its adaptability is known as the preparation block. Here the crude asbestos, even melted. The material appears easy to manipulate, being
to various purposes.
as it is delivered into the factory, coming from Wales, Russia, readily worked on by carpenters' tools, and it does not split
First of all, it will be of interest to outline the general Canada, or elsewhere, is delivered into an apparatus in which when it is nailed. There are a. number of points in this
principles underlying the manufacture of Uralite, which was there are revolvmg peg drums, through which a. blast of air interesting factory to which we should have liked to draw
the invention of a Russian named Imschenetzky. This is delivered from a centrifugal fan. The blast of air carries the attention, but space prevents us saying any more. We haYe
gentleman set himself to manufacture sheets of a non-inflam- broken up particles along a horizontal duct some lOft. or 12ft. at any rate, pointed out the principle of the manufacture and
mable substance, which sh ould not contain any organic from the ftoor, provided with six vertical shoots, which are led the general uses to '~ b ich Uralite is pub at the Higbam Works.
•
T HE EN G INEER
166
LITERATURE.
Tlte J!ccltanics of Euainccri11(J. 1·ol. ii. The Stresses i1~
Framed Structures, Streii(Jlh of Mofc1ials and Theory of
Flcxure ; also the Dctcrminalio1~ of Dimenst<ms and
Designing of Details ; Specification, Complete Desiyns,
and IVorkina Drawinys. By A. JAY DliBOrs, C.E., J>b.D.
First edition. First thousand. New York : John Wiloy
and Son. London : Cba.pman and Hall, Limited. 190'2.
The ,·olume under the title above is an old acqua.intance
with a new name. It constitutes in reality the twelfth
edition of the author's previous work, "Stresses in
Framed Structures." It forms a. complete treatise in
itself, and has been ,·ery carefully revised, although it
h a:J been found necessary to introduce but few changes
from the last edition. The fi rst section includes all the
methods used in the solution of the different problem s
relating to structures of this character. They consist of
four-two graphic and two algebraic. In the succeeding
section these methods, either singly or in combination,
are praetica.1ly applied to the different forms of roofs and
bridges with which the engineer has to deal. While no
doubt it frequently happens that in ma.n,v instances
some p articular m ethod or combination of methods
will be found the most advantageous, yet in numerous
others tbe choice is a mere matter of professional
preference. Some engineers are in the habit of using one
method, and some another, without entering too minutely
into their r espective merits for each particular case.
Among the trusses described and illustrated are the
Fink and the Bollma.n-old American t ypes now no
longer constructed. These and some others belong to
that class of bridges which was designed with the inten·
tion of t ransferring each load to the supports by the
shortest route. The true theory and laws of truss action
w ere not then under stood. At the same time the design
was plain and simple enough. The great length of the
braces, whose st resses notably increased in proportion to
both the length and the angle of inclination to the
Yertical, proYed so uneconomical that the type was
abandoned, and made way for the modern panel system
of trussing. T here are, however, many examples of the
Fink truss still doing work in America.
We do not quite agree with the author that "the
lattice truss is also antiquated." No doubt the original
design and form, with the web composed of a multiplicity
of fiat bars, all of the same size, placed in close jux-ta.
position, and not much thicker than hoop iron, is, o.nd
deserves to be, out of date; but there are modern existing
examples which can bold their own with those of any
other type of the same span and under equal conditions.
Not long ago a well-known American engineer bore the
following testimony to the practical value of the lattice
system. He observed : "Among the m ost remarkable
instances in the "United States of bridges built to carry
light loads, which now support trains much h eavier than
those for which they were designed, are the riveted
lattice bridges constructed on the New York Central
Railroad in 1870. For twenty-five years they have stood
with but little r einforcement. There has been a number
of collisions on them, but in no instance has one of them
yielded or broken. This is a vcory remarkable record, in
view of the great increase of rolling loads . Their great
strength and durability is to be attributed to the fact that
t he strains are diffused instead of being concentrated."*
T wo very good specimen·s of the modem lattice girder
have been recently erected in the metropolis . One is an
adjunct to the old ar ch bridge carrying the London and
South-Western Railway over Westminster Bridge.road.
T he other spans York.road, n eat· the junction of that
line with the South.Eastern and Chatham Railway.
In the chapter dealing with s tructures which su stain a
live as well as a dead load, the different methods of
calculation are alluded to. Of the four, the two most
generally used are the concentrated wheel-load and the
equivalent uniform load m ethods. The former suflices
for s pans under 100ft., and the latter for those beyond
that length. It is less complicated, sufficiently accurate,
and errs, if at all, on the side of safety. There is, bowever, no general preference given to anyone of the
methods, but the leaning is decidedl.v towards the equivalen t uniform system . The method by locomotive engine
is not often employed for spans less than 100ft. In the
case of long spans the ad Yantage of inclined chords,
either one or both, is admitted. The admission is due to
the fact that under certain conditions, the braces may be
placed wholly in tens1on, thus avoiding all necessity for
counter·bracing. It is stated that calculated deflections
are of little Yalue a.s a means of testing framed structures,
since the calculated result cannot be expected to agree
very closely with the actually observed deflection , nor
does it. This is true, but the discrepancy has not any
par~icular practic~ irJ?portance, so long a~ t~e elas~ic
lirmt of the matenal 1s not exceeded. Thts 1s readily
ascertained by testing the deflections, and observing
whether they remain ~on stan t under successh·e applications of the same load, a fter the st ructure has undergone its permanent set , due to the first application.
T he treatment of the continuous girder is n ew, and
based upon the application of the principle of least work
and on the theorem of three moments, and applies also
to the particular examples of that ty pe, such as the
swing bridge, the braced arch, and gen erally to the stone
arch. It is stated that the resulting formulas are for the
first time really general, and the calculation of the
framed continuous girder is now possible without first
incorrectly assuming it to be a solid beam of uniform
section , and then applying the results of such assump·
t ions to the girder itself. Admitting the theoretical
truth of this statement, it may be p ointed out that
Cla.peyron, who introduced in 1857 the first general
method of calculating continuous girders, employed it in
his calculations for large iron bridges. A few years later
l\fohr published and improved Clapeyron's method, and
• Americnn Society of C1vU Kngi neeu. Octobtr,
"Llfo of RaUroad Bridgca."
189J.
still later it was !urther extended by Weyr auch. Brcsse
and IIeppel also contributed to the elucidation of the
original mode of cfl.lculation. It has hitherto been
assumed that in a. continuous girder " the girder must be
uniform in section throughout its entire length." This
assumption is never realised in bridges, in which Lhe
material is distributed according to the amount of the
different stresses.
It is a lleged by practical wen
that errors due to this discrepancy arc of no practical
importance. L ot us sec what the author has to say
respecting this last statement. From his general
equation, which is intended for framed girders, be d educes
formulas for special cases, under the assumption that the
girder is a solid beam of uniform moment of inertia of
cross section. These formulas are therefore identical
with the " beam formulas" in ordinary u se. A comparison between the old and the new for mulas assigns to
the former, errors varying per cent. from
1·85 Lo 17•70. It sh ould be mentioned that the new formulas
are a great deal more intricate, length y, a nd complicated
than those hitherto in use. It may be generally accepted,
that if great accuracy be demanded, by taking into
account the varying sectional areas of the flanges, the
calculations, howeYer effected, are extremely tedious.
Part II. treats of the practical designing of structures,
apportions their dimensions and the scantlings of the
different members, and the m odern manner of connecting
them by pins, rivets, and eye·bars. "The u se of pin
connections " and "screw.end connections " is the
characteristic of American bridge practice, and ri ,-et s are
only u sed for such minor details as splice, cover , and re·
enforcing plates, in the flange s of plate cross girders and
stringers, and their connections, aod for stiffeners." I s
this statement quite correct? If we do not mistake, the
riveted system is a good deal more in favour with
American engineers than it u sed to be, especially for
bridges of moderate s pan, which may range up to
200ft. Just two years ago the New York Central
and
Hudson River Railroad introduced riveted
trusses of the Baltimore pattern for s pans from 100ft.
to 200ft. The same company no longer uses pin.conn ected trusses for spans less than the higher figure.
There are two general classes of floor systems. The first
consists of cross girders, stt'inger s, and t ies, and the
second of one ~r other of the numerous heavy trough
sections, with the ballast and roadway continued across
the bridge. In earlier times stringers were not employed,
as the cross girders were placed so closely together that
they were not required. Examples of both descriptions of
floors can be seen on many of the under bridges crossing the
main roads in the suburbs of L ondon where additional
tracks haYe been laid down with the cross girders placed
much wider apart. For single-track decl{ girders n either
stringers nor floor beams are necessary. A chapter on
the erection of engineering structures, and another on
orodern high buildings brings to a close this comprehen.
siYe and exhaustive treatise. It has b een remarked tha t
a reaction of feeling with respect to these giant buildings
ball recently set in, and tha t in future none are to be
more than eighteen storeys in height, which is seYen more
than we can boast of.
While it must be admitted tha t the general scope and
purport of the present volume is somewhat in excess of
the requirements of the student or average reader, yet he
may select with perfect confidence any particular subject
treated of, and worl{ it out thoroughl y and satisfactorily.
It is assumed that he first makes himself fam iliar with
the general principles which govern all types of roo!t~,
bridges, and other constructive designs. For example, it
is not necessary in order to comprehend fully the des ign·
ing of a swing or a continuous girder bridge, to solve the
long and complicated integral equations, a ppended to
their respecti,-e chapters, some of which extend consecutively over two lines of a quarto page. The "·ork
req uires and will repay close hard study, e,·en if the
reader accepts the results of some of the laborious nod
intricate investigations w-ithout himself analysing the
deductions anived at. It deserves a place on every
ci v1 I engineer·s bookshelf.
+
AuousT 15, 1902
H ENRY ALBERT PARK ER.
ON July 21st, 1002, was buried at Norwood ~emotcry
H enry Albert Parker, AJII.I.M.E., who for nearly thtrty ~cars
was one of the leading out.door foremen of Messrs. Jamcs S1mp·
son and Co., engineers, of 101, Grosvenor.road, London, S.W.
H e was born in 1848.
During the period named he ~vas occupied on m any
important services notably the hea.tmg and fire arrangements
of the Tilbury Docks H otel, extensive alter~tions and
addi tions to the water supplies a~ the Three Count~es Asylums
at Baldock also extensive heatmg and fire servtces at the
Kent Co~ty Lunatic Asylum at Banning Heath, a t . the
Essex County Lunatic Asylum at Brentwood, alteratiOns
and addi tions at the Colney Hatch Asylum , and at the
Government Pumping Station at the Orange-street Wa.ter.
works, Leicestcr-squa.re, in deepening the wells, ~nd al~ermg,
renewing, and re-arranging the pump work, 1n this way
greatly improving and increa~in~ the supply o_f water generally
to the several Government bUlldrngs; he earned out numerous
alterations and additions at the Kensington Gardens pumping
station and in the fire and water services at Windsor Castlo,
Frogm~re, and adjacent buildings, the pumping arrange.
ments at the Royal Gardens, Kew, and nearly the whole ? f
the several supplies at the Governm~t?-t palaces and pubhc
buildings generally, under the superVISIOn of ~.l\I. Office of
Works. In addition to all these l\Ir. Parker dtd much work
in connection with many of the leading London hospitals,
hotels, and clubs in L ondon and the provinces.
Apart from his business relations with the firm, h e wss, as
is well known, a most energetic member of the Lon~on
Association of Foremen Engineers and Draughtsmen, h avmg
filled tho position of president in 1891, being many years on
the managing committee, and was elected one of the trustees
.
of the Association 1\Iay lOth, 1902.
In 1897 Messrs. James Simpson and Co. sent 1\Ir. H . .A.
Parker for a. trip to the United States. He had an extens1ve
tour in America, gaining much valuable experience and
information in heating and other work on the most modern
lines, delivering on his return two very intEresting lectures,
with illustrations, entitled " A Trip to America in the Cam·
pania." and "Notes Taken during a Visit to the United
States," before the London Association of Foremen Engi.
neers and D raugh tsmen.
1\Ir. Parker was a most indefatigable and industrious
worker, and was never tired of carrying out the various
services-in many cases in the face of numerous obstacles- to
a satisfactory termination, and to the entire satisfaction of
the firm.
Like one of his predecessors, the late R obert Bunting-who
served the firm over sixty years-l\fr. Parker was much
respected, alike by employers and employes, and his
funeral wa-s largely attended by many of h is colleagues and
personal friends.
DOCKYARD NOTES.
THE naval review at Spithead is som ewhat of an "old
crock " collection. The London having gone away, the
Sutlej is the only example of a. m odern British warship, and
she, though much admired, lacks enough guns to satisfy
naval ideals. The rest of the ships are all obsolete, or verging
thereon. However, that will no doubt be no hindrance to
"Our Special Correspondent " in the daily Press, so far as
writing about the exhibition of "Britain's might" is con·
cern cd.
THE absurd story about the race between the Japanese
cruiser Kasaji and an enterprising American citizen for th e
capture of an island appears to be quite true; but the" war"
will probably not come off, probably since the President has
declined to concern himself with the afhir. Naval science
has, however, lost little by not witnessing the action between
the Kasaji and the American craft, information as to how
tug boats sink being sufficiently plentiful . Still, one conso.
lation will remain for the American citizen-the Kasaji that
raced him is American built. His many friends in this
country will be interested to learn that Captain Kuroi is on
board the Kasaji in this immature war.
1\IANY people at our shipyards and elsewh ere may like to
know that the following ollicers have come back to England
in the Japanese ships at SpiLhcad. In the Asama, Capt.a.in
Takarabe; in the Ta.kasago, Captain Ka.midzumi and
B OOKS R EOEI VED.
Lieutena,nt Y. Yamamots. The first took out the Niji from
Yarrow's, tho second was in the Shikishima. from the
Tl~ • 'ttant T w·bint. By Robert M. Neilson. With numerous
illustrations. London: Longmans, Greon and Co. 1902. Price Thames Ironwork!', the third in the H atsuse from Elswick.
7s. 6d. net.
llydratdir M iniug. P(rrt 111. '!'bird edition. Re,; sed and
TRE Coronation night searchlight display at Spithead was
onlarged. lllustrated. By Captain C. C. Longridge. London: an utter failure as regards coloured lights. The scheme
Tbe M ining Jolii'TUll. 190'2. Price 6s.
a ttempted was too ambitious.
'!I~~~unic~ef Y ear·btiOk, 1902. ll"itlt • u"mw.riu and &litorial
Dur1•uton. E<hted by M. N. Baker, Ph.B., C.E. New York:
The Engi .w:ring N e1r1 Publishing Company. 1902.
Tl~ Gmll Ecuter11- Ra.iluav Cornpany'11 Tour-ist Uuitk to tiLt
Continmt. Edited by Percy Lmdley. Illustrated, and with maps.
NAVAL ENGINEER AI'I'OllSTM ENT.il.-Tbe following appointments
London: 30, ~'leet-street, E. C. 1902. Price 6d.
have been made at the Admiralty :-Chief inspector of machinery:
Tltr N rt" l'olumu of the Encyclopoclic' Brilcmr~r'l'a. 'l'he fourth W. W. Chilcott, to tbo Victory, for service at Admiralty. Jnof the new volumes, being volume xxviii. of the complete work. spectora of machinery : C. Lane, to the Hibemia, for &crvice in
Edinburgh and London: A. and C. Black. London : Tbo Tinvs. lteserve at Malta ; T. Agnew to the Canopus, B. Little to the
1902.
President, for service in connect ion with water-tube boilers ; and
E.curpl M inult&oj Prrxtrdiii!JI Oj iltt l nttil ulton of Cidl rJagiiV'I'T~. W. L. Wishart, to tho llibernia, for Malta. yard. Staff engineers:
l 'ol1. xl-cii. and .ch·iii. .S•A8ion 1901-190'2. Parts I. and 11.: W. C. Burnett, to the \'ivid, for the Howe; and G. R. Tnylor,
Davies on " The Scwerago Systems of Sydney, N.S. W." and Naylor to the Duke of Wellington, for tho Orlnndo. Fleet engineers:
on ' · Bacterial Treatment of Trades Waste." Williams on the F .. A. Cocks, to the \'i vid, for the Forth ; E. Thomas, to tho
"Pretoria Eastern Rail way." Donkin on " Motive Power from WJldfire, for Dockyard Reserve, Sheerness, lent temporarily; R.
Blast-furnace Gases." Ream on "Railway Surveying on tho Pipli S. Hamm, to the Duke of Wolliogton, for the Neptune; J . R.
Ghat." J ones on tbo "Newest Waterworks of the Gloucester D. Johnson, to the Rcvengo; and W. J. Mabb, to the Vivid for
Corporation." Moleswortb on "American Workshop Methods in tho Donegal. Chief engineers: C. J . H uddy, to the Pomb;oke
Steel Construction." Peirce on tho "Calcutta Waterworks." as cngin~er, overseer of gun mounting ~t .Messrs. Vickors, So~
Rayner on tbe "'resting of Combined Steam Engine nod Dynamo a!'d . Max1m s; A. ~ . Carnt, to tbe Hyncmth ; E. B. Ell is, to tho
Sets." Price-Williams on tho " Maintenance and Renewals of J• unous; W. D. Chope, to tho Apollo ; B. J. Watkins, to tbo
Waterworks." Russell on " lli11tory and Development of tbo Vivid, for the Aurom; and E. W. <..:udlip, to the Duke of WoUing·
Friae Silver Mines." AspinaU on" Train Resistance." Cridlao oo ton, for the B ecla. Engineers: T. P. Jackson, to the Pcmbroko,
" Automatic Coupling." Gray on tho "Variable aud Absolute for the Porpoise; J. E. Mortimor, to the Warrior; W. C. S. P.
Specific Heats of Water." Hill on tho "Construction Woods of Bartwell, to the Duke of Wellington, for charge of stores; S. 1\l.
British Guiana." Merivale on "Adhesion Gradients and Steep 0 . Fawckner, to the Duke of WeUongton, for the Contlict ; A.
Inclines." OswelJ on '' Port Dinorwic Docks." Parry and Adoney Saunders, to the Audacious, for the Angler; A. E. Everett, to the
on the " Diseharge of Sewage into a Tidal Estuary." Rit.so on Pembroke, for the Bacchnnte; C. G. Ware, to the Audacious· E.
"Bori ng for Water in the Cape Colony." Samuelson on "Pro· Crabtre~, to the Goliatb, for the Wbit.ing; A. W. Littlewood: to
tective Embankments in the Irawadi Delta." Whigbru:n on "Light tbe Alb1on, for the Fame ; and E. Ch1sman, to the Triumph for
Railwa7s ; " and Abstracts of Papers in Scientific Transactions and the Vix~n . Assistant engineers: W. Begg, to the Hawke, lent for
re\'lew ; and F. Alexander, to the Vivid, additional for the
Discus&ion on Perioch cals. Edited by J. B. T. Tudsbery, D.Sc., secretary. the
Rogue. Artificer engineer: E. E. Rose, to the Niobe.
London: Published by the Institution. 1902.
PI S T O N V ALV E S F O R
L O COMO TI VE S
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168
THE ENGINEER
AUGUST
15, 1902
H O RIZ ONTA L BORI N G AND PL A NING M AC .H.:I N E
ME SR3. WARD, HAGGAS AND SM ITH, KEIGHLEY, ENGIXEERS
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H ORIZONTAL BORING, DRI LLING, MILL- vided for the convenience of the operator. The weight of HUMBEH. COMME RCIAL DOCK, GRI MSBY
the machine is 20 tons.
ING, AND PLANI NG MACHINE.
W E illustrate above a h orizontal boring, drilling, milling,
and planing machine recently constructed by Messrs. Ward,
Haggas and Smith, of J{eighley. This machine consists of a
h ea vy bed with a 3ft. 9in. face and 20ft. long, having square
guiding edges. Upon this bed is mounted a rigid column of
box section ha.ving a bearing on the bed of 5ft. , the guiding of
this column on the bed being at one side only, which
is made specially firm for this purpose. The column
has a vertical slide face, upon which is fitted the spindle head
in a similar manner to the fi tting of the column on the bed;
i~ is balanced by a weight sliding down the back of the column.
Th i.s head carries a large spindle socket running in parallel
bearings, through which socket the boring and drilling
spindle, which is Gin. diameter, slides. Jt has a self-acting
feed of 36in., by means of a screw wi th eight changes, varying
from 1311'nin. to 1'nin. per revolution. The spindle socket is
d riven by spur and mitre gearing from a shaft running along
the bed provided with four-speed cone !or 5;lin. ben and
double gearing of 4 to 1 purchase, this cone and gearing being
carried by a large box bracket at th e end of the main bed.
An additional purchase is also provided on the drill head of
2 ~ to 1 or 10 to 1, this change being readily effected by a conveniently situated lever. Th e 10 to 1 gear is specially
arranged to drive t he milling cutter-head, which is 30in.
diameter on the cutting circle. This cutter-head is clamped
on the spindle, and driven by a large stud projecting from
the large wheel, which is keyed on the outer end of the
spindle socket. This gives a steady drive to the cutter-head
without torsion of the spindle. A reversing clutch for tapping
purposes is provided on the head, and operated by a conveniently situated lever. The column and head each have a
hand adjustment on their respective slides, and are also provided with eight changes of self-acting feed varying from
~ h in. to fin. per revolution of spindle. All feeds are driven
by gearing, no belts being used for this purpose, a friction
cone clutch being interposed in each feed, however, to prevent breakage of the gearing by shocks, &c. The feeds can
be reversed or any one obtained by the mo"ement of a hand
levar on the column. For planing purposes an attachment,
consisting of a rigid arm fitted with a sliding tool box having
vertical a nd angular adjustment, is provided. This is secured
to a seating specially formed on the drill-head, the cutterheo.d .md large gear being removed. The column is moved on
the bed for planing by means of a large screw S~in. diameter,
situated in the bed and driven by 30in. pulleys of 4~in. face
through gearing with a wh eel purchase of 2 to 1, a side
sh lft with dogs being provided for th e self-acting reversal of
this motion. Both the screw in the bed and the side bhaft
Co • driving the spindle are supported at intermediate points
by swing bearings of an improved design. A platform IS pro-
TH E CONSTRUCTION OF TH E Al\IU R
R ATLWAY.
ONCE more the Allutl'skaya Gazeta pleads for the consttuction
o£ theAmur Railway. In the opinion o£ that journal, publish ed
in the Far East, the Siberian Railway will not be able to be
turned to its fullest advantage by Russia until it has been
rendered independent of any kind of "doubtful intervals,"
such as, for example, the Eastern China Railway, which is
built upon foreign soiJ. Therefore there can be no doubt as
to thA urgent necessity of constructing the Amur Railway,
especiaJly in view of the .Manchurian agreement, !or e\cry
delay in carry ing out this undertaking, costly t hough it may
be, for th e sa!eguarding of Russia's interests in the }'n,r East,
may be attended by the most disastrous results, not only !or
the entire coastline, but also for the most vital interests of the
Russian E mpire. One point greatly in favour of constructing
this railway upon Russian territory is that it would remove
the cause of many misunderstandings between Russia and
China. Under present conditions, the l\Ianch urian Railway
might place Russia in a very serious p redicament. Th e Town
Council of Blagovestsbonsk is greatly in favour of constructing
the Amur Railway with all speed, and it learns from a reliable
source in St. Petersburg that the authorities are inclined to
entertain the project.
The Manchurian Railway has had a most marked ellcct
upon t he navigation and the passenger t raffic along the Amur
River, for the steamers carry scarcely any passengers, and
freights have fallen enormously. T hus, many steamship
owners are on the point of selling their steamers or of remo\'ing their business further down the river. Then the throwing
open of Manchuria to a certain form of free trade led to a
great decline in the trade of the Amur territory. Charbin is
becoming rapidly a very important trading centre, and plots
of land have changed bands at fabulous prices. So great has
become th e glut of duty-lree goods at Charbiu, that in spite
of the zeal displayed by the Russian Customs officials theRe
goods are forcing their way into t he .\.mur region, to the dismay
and ruin of the Russian traders. In fact, the competition
h as become so intense that retail prices at Char bin are lower
than the wholesale prices quoted by Moscow firms. Thus, it
is not surprising that the Siberian journal referred to foresees
a" slump," which is bound to make itself felt in the Amur
territory. To make matters still worse from a local aspect,
t he Chinese workmen are invading that region in immense
numbers, and the Russian workmen are being driven out of
nearly every branch of work. H ence the fervid appeal to the
authorities to set about constructing the Amur Railway, as the
only likely way out of t he dilemma that faces the Amur region.
THERE appears to be some hitch in the allairs of tbo
proposed commercial dock at Grimsby, that was sanctioned
by Parliament in the session of 1901. It will be remembered
that the landowners interested in Grimsby, and t he Corporation undertook to guarantee £5000 a year for seven years
towards providing t he interest on the capital, estimated at
£'981,861, required for the construction of a wet dock of 47
acres, adjoining the dock of the Great Central Railway. The
dock was to be of sufficient size and depth to admi~
vessels of large tonnage, but the approach to the outer basin,
through wh ich the dock was to be entered, bad only a depth
of some ft . to lOft. at low water; and t he entrance, as shown
on the Parliamentary plans, would have been difficult of
access except at high water on account of the strong tide that
would run past it.
The dock, when completed, was to have been worked
by the Gret~t Central Railway Company. The Bill, ''hen
before Parliament, was opposed by the Humber Cor:servancy Commissioners on the ground that the position
of t he embankment which it was intended to m \ke
for the purpose of enclosing the foreshore on which the
dock was to have been constructed would extend beyond the
lines laid down by the Commissioners, and destroy t he
intention of preserving a uni£orm line for the channd of
the river, and have a detrimental eiiect on the channel of the
river ; but beyond t his the attention of the Committee was
not directed to the engineering features of the scheme. It
appears that the advisers o£ the Great Central Company ha\'o
now d~scoverc~ a fact that was discussed in the Lobby "hrn
the Btll was 10 progress-that the depth of water in the
approach channel can only be obtained by very extcnsi,·o
dredging operations, and that such deepening would be
attended by danger to the existing docks. The chairman of
the company h as therefore informed t he promoters that
unless they are prepared to alter the position of the dock to
a site near Sta.llingborougb, five miles fu rther up tho
Humber, where the main channel crosses O\'or from tho
Yorkshire to the Lincolnshire side, and where there is a.
depth of from 40ft. to 50ft. at low water close in shore the
rail~ar company 'yill decline. to. assist the dock compa~y in
prov1ding the capttal; and 1t IS further required that the
guarantee of the landowners be raised to £10,000 a year for
ten years, and that th~ landowners undertake to provide the
necessary land at agncultural value. Lord H encage, in a
l~tter to t he promoters ~esigning his position as chairman ,
gl.Ves them the comfortmg assuran ce that if the town and
t~ade of Grimsb~ w~t the dock, they must, without delay,
diScuss the questiOn m a business-like way.
The _town, however, may not see the advisability of
supportmg a dock that is to be situated five miles away
from the borough.
THE APPLICATION OF CYLINDRICAL STEAM
DISTRIBUTING VALVES TO LOCOMOTI VEs.:::
By Mr. W ALTEtt M. SMITH, Member, of Gateshead.
PRJOR to the year 1 7 piston valves had been tried experimentally in locomotive engines, but without much success, and
the experiment invariably resulted in the piston valve being discarded. I n 1887 the author turned his attention to the question,
and endeavoured to produce a satisfactory piston valve, and in the
following year a compound passenger engine was built, fitted with
piston valves of the type shown in F~. 1, page 167. This engine bad
two cylinders, the high-pressure bcmg 18in. in diameter, tbo lowpressu re 26io. in diameter, the length of stroke in each case being
24.in. One valve, iio. in diameter, was used for the high-pressure,
and two valves, 5~io., for the low-pressure cylinder, th e latter
valves being placed side by side, and actuated by one rod connected
to each of the valve spindles.
The main part of the valve consisted of a centre casting and
two end caps mounted on the valve spindle, a nd retained in
position between a collar and nut. The spaces between th e caps
and the cent re casting were fitted with two rings, a wide one and
a narrow one. Both rin~s, which bad been turned slightly larger
than the liner into wh1cb they were to work, were cut in one
place. T he narrow rings were placed on tbe exhaust side of the
valve. Both rings were retained in positions relatively to each
other, and with relation to a bridge in the liner covering•tbe ~ap
between the rings by a peg fixed in the centre casting and engaging
the rings, the gap in t he wide ring coming against a solid part of
the na rrow ring and 'Vict 1:er8a. The gap in tbe flange of the
narrow ring, wa.s fi tted with a tongue piece, which prevented the
escape of steam outwards. These rings, together with the body
and ends of the valves, wore made of cast iron. This metal, after
being at work for a short time, presents a ~ood polished surface,
and gives exceJleot results, the wear be10g almost oil. The
cylinders bad fixed to them at either end a 2in. spring loaded
relief valve, for the purpose of al'owing trapped water to e!clpe
f rom the cylinders.
a~ mf!int.- In 1891 a goods engine with cylinders and valves
of the same size and form, with tne exception that steam was
admitted by the ends of the val ves instead of at the centre of
the valve, a.s in the previous case. As an experiment gun-metal
rings were substituted for cast iron. To get sufficient Hexibility
in the wide rings, the flan~tos formed on the same bad to be made
shallow. This gave very httle end surface, and th e rings after a
time became loose, and it was found necessary to make these
flanges d oe~r, and means bad to be devised to prevent the ri ngs
being too ngid. The method adopted is ~bown in Fig . 2. Another
and better method is shown in Fig. 3. To obtain a larger beari ng
surface the)l.anges are made d eeper, with pear-shaped boles cast
in the same, and from the bottom of these boles to the inner
surface the metal is parted by saw cuts. Tbis arrangement gives
the necessary flexibility to the rings. To prevent the passage of
steam where the ring is cut. a flat piece is fitted and riveted to
the flange on the exhaust side of the ring. With this form of
valve it wa.s found in practice, chiefiy with spare drivers, that
the relief valves d id not open quick enough to allow water
.fig S.
169
THE ENGINEER
Auou sT 15, 1902
-Pqrllfor 8-in<:.\ 1741..,
The wear of the segments for 29,000 miles wa.s 0·01137in. This
measurement is the average wen of four beads, and wa.s obtained
hy taking tbe difference by weight of new and worn segments
Engine No. 1639 was one of a new type of main line express
passenger engines, coupled in four wheels with a leading ~e,
diameter of the driving wheels 7ft. 1in., the bogie wheels 3ft. 7m.,
cylinders l iiu. diameter, length of stroke 26in.; the cylinder3
were placed inside the frames, the steam chests being outside.
The original valves of this engine were replaced in November,
1899, by the type shown in Fig 6. This pattern of valve bad been
used in October, 1894, in connection with the alterations made in
re-building ten compound express engines.
Tltrt•·rylinbr compo11nd.-In 1898 engine No. 1619 was altered
from a two-cylinder com pound to one with three cylioderi. }'ig. 7
Fi9 . 8
Porl-3 1n Va lve
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and Fig. 8 show the design valve and liner used for the highpr&SSure cylinder.
The chief alteration in this design is that the segments are
constructed so that the section 1s uni form in shape, and formed so
that the ring from which they a re made can be turned on the
inside and so fit tbo end caps, t hus reducing the cost of machine
work. Fig. 9 is a c ross-section of t he valve used for the lowpressure cylinders. On April 3rd, 1902, one of these valves broke
while the engine was on its way to York with a heavy dining t rain.
The engine, having t hree cylinders, was aole to continue working
its train. Slide valves do occasionally break, and cause dela.y to
traffic; however, should a segment of a circular valve break, the
parts are held together, and tbe engine is not disabled. On the
return of the engine to Gateshead, the valve..~ were examined, and
it wa.s found that the flat valves had worn down from lio. to !in.
in thickness. These valves had to be replaced. The ci rcular valve
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meter of the driving wheels is 6ft. 10in.1 the diameter of the bogie
wheels being 4ft. 'fhe valves are 8fm. in diameter ; they are
placed below the cylinders. The valve is shown in Figs. 7 and 8,
and motion a rrangement and cylinders, Figs. 10 and 11.
The total number of engines fitted with the combined form of
ci rcular and relief valve for the North· E1Stern Railway is eighty-six,
and thir ty ar e now being: built.
BroJ:m .-at.-u.- ln some cases t.-gments and exhaust rings- Fig. 6
-have broken, but there has not been a breakage in the form shown
in Fig. 7. There is no difficulty in increasing the strength of th"'
segments And exhaust rings so a.s to eliminate any risk of either
breaking. Any brllakage that has occurred can in moet easel! IJe
traced to broken pieces of the mAin piston ring coming in contact
with the valve wb1le passing over the steam ports. There has be~n
a difficulty with gun-metal, irrespective of tbe metal employed, 10
obtaining uniform results from what wa.s expected to be the same
mixture of metal. Valves have lasted for years "·itbout showing
any appreciable wear or defect, while others, supposed to te of the
same metal, have worn away more rapidlr. What is requi red is a
metal that will give equal results at all t1mes without an y special
care being bestowed upon its manufacture. The object in em ploying different metals-a hard one for the liners and a softer one fur
the valves-was to get the liner to remain perfectly straight and
cylindrical without any signs of barrelling, the greater wear to take
place in the valves, they being more readily replaced. 'l'be valves
a re arranged to travel over the working face of the liners for a considerable distance.
C<ut i ron <'«l<-u.-Tbe author has again resorted to tbeuse of cast
iron, it being possible to obtain a more u~orm mixture and more
uniform wear with cast iron than with bronze. The surface of cast
iron becomes exceedingly hard, highly polished, and offers the
minimum amount of friction, and t he chances of abrasion are few
unless thr ough negligence.
A piston valve for a locomotive must be tight, and to be steamtight the working surfaces must be in contact with each other.
Surfaces in contact with motion means friction, and friction means
wear in proportion to the amount of the friction and the nature of
the metal employed. Under t hese conditions, it wa.s not consider ad
necessary, or even advisable, to m'ke experiments with a solid
piston bead. Valves with solid beads may answerfor other t.ypes of
engines, but not in a general way for locomotives. Expen ments
were made with solid exhaust ri ngs ; these did not run a couple of
trips before the dri ver of the eogme r eported "valves blowing- to
be examined." The valves were examined, and a number of small
water grooves were turned in th e ring ; these, h owever, d id not
prevent leakage. The valves were again reported, and the rings bad
to be taken out and replaced by spring ones.
&lvf of trapf>'d, 1cater.- No piston l"alve for a locomoti,·e
engine is compfete unless it affords a free relief to water trapped
in the cylinders, and such relief must be ample and instantaneous,
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trapped in the cylinder~~ to escape in time to prevent da.mago to
the cylinders.
A considerable saving in coal, amounting to 9-1 per cent., was
effected by this engine when compared with other engines of the
same construction working in the same link. But the question is
not altogether one of coal-saving ; any d evice having this object in
view must be submitted to argument, and not only proved by sound
reasoning, but by efficient practical applicat ion. The points it
is desi red to emphasise are: the reduction of the amount of power
absorbed in friction in tbo valves and valve motion; this is equally
important, because the power so gained is utilised in producing
extra work, the simplicity of the general a rrangement of cylinders
and valve motion also tending to reduce the cost of and the time
occupied during repairs.
From a · table given it wa.q shown that engine No. 107
burnt 1 -6 lb. of coal less por mile than the lowest in the link, and
3·221b. per mile less tha n the al'erage; equal to a saving of 9· 1
per cent.
On tbe Midland Railway two engines were fitted with similar
valves, and gave similar results. These facts, together with other
~vantages, made the subject generally of considerable interest and
tmportance, :md one wor thy of further and careful study. The result
of the same ending in the invention of an entirely new form of valve,
-see Figs. 4 and 5- and it wa.s chiefly due to the assistance received
at Derby in carrying out experiments there that this form of valve
took a definite shape. As in the p revious case, a central casting
with caps at each end is fixed on the valve spindle, between a collar
an.d nut, and it_ is pr~vented from t~~ by feathers let into the
apmdle. In tbJS desJgn tbe broad nog JS turned, and then cut to
form three equal s~ments. The lip shown on one flange is to bold
tbe _seg: ments in pos1tion before the valve is placed in the liner, and
to lim1t their wear to !in. Three segments and one flexible ring
a re fitted between ea.cb ond cap and t he body of the valve, and the
segments a re free to move outward to prevent the leakage of steam,
and inwa rd to allow trapped water to escape.
Each segment is
held central by a project1on cast with it, which fits into a recess,
formed in the end cap; sufficient space is left between the ends of
th~ segments to allo'! them to collapse, so that trapped water is
relieved from the cylinders. The segments, when forced inward
by excessive pressure, bed on a suitable surface for med on the end
cape, and when the water is discharged the segments are forced
outwa rd against the liner by the pressure of steam in the steam
chest, and so become steam -tight.
To prevent the passage of
steam by the ends of the segments into the exhaust chamber, the
exhaust ri ng, made Hexible by being cut, is placed between 1be
segments and the exhaust chamber. To prevent steam passing
through the cut in the ring, a tongue piece is inserted across tbo
opening. I n the steam ports brid~es are formed over which the
ends <!f the segments, and the operung in the exhaust rings, travel ;
by thiS means steam is prevented from passing in or out of the
cylinders_by:the:~nda o_f the segments and the opening in tbo
exhaust nngs. WJth t b1s form o( valve trapped water escaJXSinto
the steam chest, and also into the exhaust chamber.
P a.umger engi711'.-ln March, 1894, an engine, No. 1639, was
btult at Gateshead, and fitted with the valve last described. Comparing its performance with eight others of the same class working
10 the same link, the difference being only in the form of the valves,
the cool used by engine No. 1639 was 2·78 lb. less than t be ono
next to it, and 4 ·53 lb. less than the average of the other engines
doing the same work.
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for the high-pressure cylinder wa.s found to be in good condition,
and was put back into its place ; the average wear in all the segments wa.s nrin., the wear being in the ratio of 8 to 1. The valves
were cast from the same alloy, and tbe mileage wa.s 130,330, and
at the present rate of wear the circular valves should show a very
large increase in mileage. Under normal conditions, the pressure
on the ?ack of the low-pre~ure cylinder valves would be 50 lb. per
IY)uare mcb ; that on the high-pressu re val"e would be variable
depending upon the distance tbe r~lator wa.s opened for tb~
work to be done by the engine. The boiler pressure for this
engine is 200 lb. per square inch.
Ne~c type of trpre& mgiM.- ln 1899 a new type of express
passenger engine was designed and built at Gateshead. The first
engi ne, No. 2011, started to work in August, and ran 139,543 miles
up to December 31st, 1901, without any appreciable wear in 1be
valves or valve motion. The valves were taken out and sent to the
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works for examination, and were replaced by a duplicate set of
valves, th e segments and ri ngs being made of cast iron. Tbe total
number of miles run by this engine from the time it left t he shops
up to J une 30th, 1902, being 2011,475 miles.
. To r_un heavy, lo~-distance express trains with ordinary cast
1ron slide valves, d1rect from the planing or grinding machine
would involve considerabll" risk.
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By tbe end of January, 1900, ten engines of iliis class were at
work ; they have done equally well.
At the end of May, 1902, twenty additional engines of this class
were at wor~ ; t hese thirty engines have done better work and coet
• Abetract of paper read at Newca.etlo meeting or I1111titutlon or less for repa1 rs, than an.Y other type of engine doing simiiar work.
Mechanical Enginoore, July, 1002.
'l' he cylinders a re 19in. m diameter, with a stroke of 26io. ; the dia-
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so a.s to prevent fracture to one or more important and expensive
parts.
The relief of water traP.ped in th e cylinders with the segmental
valve, owing to its collapstblepropertios, is practically instantaneous.
When the piston is near the end of its stroke, the segments cover
the steam ports, and are retained in position against the liner by
the pressu re of the steam in the steam chest act ing on t heir inner
surface. Nonnally, this pressure is only slightly greater than the
pressure from the compression end of the cylinders acting on t.be
out er surface of the segments, but when excessive pressure due to
trapped water occurs the segments a re collapsed, and an annular
opening is formed between the liner and the valve through which
the water escapes. With the ordinary slide valve the pressure of
water in the cylinders may be excessive, the trapped water acting
on the area of th e steam port against the pressure of steam in the
steam chest acting on the total area of the valve.
Some diagrams were taken by the author from a. compound
engine in April,_1887, to prove with this class of engine, as then constructed, that 1t wa.s absolutely necessar y to give a large inside
clearance to the valves, so a.s to reduce the abnormal compression .
It _wa.s found that t_he engines would not run at the speed fo r
w!llcb they were built, nor would they haul the load intended ;
~tb a clearance of ;lin. on either _side inside the valve the speed
mcreased\ because the compress1on was r educed. The engine
wa.s runnm~ at a very moderate rate of speed ; in fact1 it would
have been Im possible to have gone fastor- tbe bammen ng action
was terrifi.:.
Cylindrical valves, when applied to locomotives, work under
d itferen~ condi tions when co_mpared \vit~ other types of engines ;
~WI~ 1t ~ay be that t he b1ghest speed 1s obtained running down
an m<:line w1t~ stea~ shut off. The pumping a<;tion d~e _to movement of the p1stons lS destroyed by the automatic admumon of air
and steam; b_ut i~ ~metimes happens. that ndv!l'ntage is taken,
when descend1ng mchoes, to fill the bo1ler up With water to t he
m~xi!Dum limit. 0? the ope~ng of t he steam regulator, should
pnm1og _take place, 1t _must be mstantly and automatically r elieved.
'!'be cloSing and operung of the steam regulator owing to signal
checks and various other causes, adds to the numbc;r of cases t hat
tend to induce priming.
Air and llto.11~ t'alvt.-Tbe a utomatic air and steam valve was
designed as an adjunct to the piston valve. After the regulator is
cloeed and tbe engine continues t o run, th e act ion of Le pistons
in the cylinders creates a vacuum in the s'eam chest and the
object of tbe steam and air valve is t o des troy this' vacuum.
The valve is shown in Fig. 12. When the contents of the steam
chest bec?mo rari6ed, the a tmospheric pr~_ur~ causes tt ~ large
valve to nse, and t be small valve above tblS lS hfted from 1ts seat
and steam from the boiler is allowed t o enter t he steam lhest.
~e steam thus a~to~ati_cally admitted lubrieates the cylinders,
plSton~, and the dlStributing valves, and also acts as a cus.b ioo for
~he plStoo bef~ro it r~cbes t he end of its stroke. The followJog diagram- F1g . 13-lS taken from an engine running at 60 mihs
per hour.
Should tbo pressure in the steam chest exceed that of tbo
atmosphere t he valve autoruatically closes, and the connection
170
THE ENGINEER
between the boiler and tho steam chest is out ofT. Under similar
conditions, when the ordinary slide valves a re used alone, they a re
forced from l ho cylinder face by air drawn in through tbe exhaust
pipo. This is mixed with whatever is floating in the smoke-box ;
t h e cylinders beoome dry from want of lubrication. When the
F to 13
Dta.t]rnm talwr from SittUU Driou Ezpreu Enr;we.
Speed. 60 malra per hour
l n.Ja~tor Spring, 10 lb~ per inciL
Oetober 1894.
A.uousT 15, 1902
Tonballe to luncheon at 12.30. On T hU1'8day, September 4th, the
ladies will assemble at 10 a. m. on the steps of the Municipal Art THE IRON, COAL, AND GENERAL TRADES
OF BIRMINGHAM, WOLVERHAMPTON, AND
Gallery (Alleestrasse), and visit that gallery and the Museum of
Industrial Art. On Friday, September 5th, the Exhibition and
OTHER DISTRICTS.
objects of interest in the town will he visited. The charge for
( F 1·om our own. (brrupondent.)
tickets for ladies' excursions is 5s., including admission to the
OPERATIONS at the works generally are going forwa~ again w_ith
Exhibition, Museums, and incidental expenses.
renewed vigou r, production on account of the holidays havt~g
been considerably interfered with, and M the result stocks m
some cases a re und erstood to have got very low. Steel makors,
it is stated in consequence of German competition, find the
AMERICAN ENGINEERING NEWS.
demand rather more rest.ricted than previously. Bcssomer steel
billets were quoted on 'Chan~e to_-cb.y-Tb~rsday-in Birmingham
(From our 01011. Oorr~t.)
at about £5 to £5 2s. 6d., wtth Stamens dttto £5 5s. to £5 7s. 6d.,
Tin-plak manvfa.cturt.-A recent census bulletin shows that in angles £5 15s. to £6 6s., steel plates £6 10s. to £7 10s., mild steel
1900 the United States had assumed a leading position in the pro.
duction of tin-plate and terne-platc, consuming over three-eighths bars £6 10s. to £:1, and girders £5 15s. ~ £!5 5s.
Finished iron rat-es are fairly well mamtamed .i _a nd the 1mpro~ed
of the world's estimated prod uction of pig tin in 1900. Tinplates are those coated with tin alone ; terne plates are coated demand for galvanised sheets on account of BntlSh South Afn ca1
with lead ; black plates are the iron or steel sheets to New Zealand, and the British East Indies, as shown by the Board
of Trade retu rns for July, as comp_ared with the same period
be tinned. These latter nre generally made from Bessemer or
open-hearth steel, very few iron plates being now made. Thoro twelve months back, must be cons1dered decidedly satisfactory.
are 66 establi11hmentll engaged in the industry ; 35 of these The present quotation for galvanised corrugated sheets is about
£11 ts. 6d. up to £1112s. 6d., f.o.b., Liverpool. Bar iron romains
manufacture black !lates as well as tin and terne plates, 22
manufacture tin an terne plates only, and 9 IDAke black plates practically on the same basis as last week, namely, marked bars,
only.
The capital invested is £5,500 000, and about 15,000 £8 10s. ; Earl of Dudley's brand 1 £9 2s. 6d. ; second grade,
persons ar e eng~ed in the manufacture, ~sides some 700 officers £7 10s. ; and common unmarked t>ars £6 12s. 6d. to £6 15s. ;
15s. Nail rod and rivet
and clerks, &c. rhe cost of materials and supplies for 1900 was with North Staffordshire bars about
_
£9,000,000, while the value of th e products was £ 12,400,000. The iron, and also ~as strip continue nominally unchanged.
Pig iron pnces show an upward tendency, and the output ts
materials included 648,807 g ross tons of iron or steel ingots,
blooms, tin-plate bars1 sheet bars, and slabs, 9055 tons of pig tin, restricted, the exports to t he Unite~ States assis~n~ to keep ~o.wn
3068 tons of pig leaa, and 2460 tons of palm oil. The 57 tin- stocks, and therefore under these ctrcumstances 1t 1s not su rpnstng
plate works a re situated in eleven States, 25 being in Pennsylvania that smelters do not entertain the possibility of prices declini n~ in
and 12 in Ohio. Some of these establishments consume their the near future. So far there does not a ppear to be any immedtate
entire product in tbo manufacture of various specialties. The likelihood of other furnaces being relighted, but if the present
production of tin nod terne plates in the United States has scarcity continues much longer such a course will probably have to
tncrea.sed steadily f'"Om 1000 gross tons in 1892 to 400,000 tons in be adopted. Standard quotation, arc as follow :-Staffordshire
1901.
Terne plates or lead-coated sheets were made in that cinder forge, 50s. to 52s.; part mino, 53s. to 55s.; all-mine, 57s. 6d.
country in 1830 for roofing purposes, and about 1857 began the to 67s. 6d.; best do, 77s. 6d. to 80s.; cold-blast, 95s. to lOOs. Other
manufacture of stamped ware from black and tinned plates. I n Midland brands are quoted at 52s. to 53s. for Northamptonshi re,
1898 the American Tin Plate Company \vas organised, with a 53s. to 54s. Derbyshire, and 54s. to 55s for North Staffordshi re.
Feeling continues very strong with regard to the new re~Ja­
capital stock of £10,000,000, to acqui re a. number of completed
plants, and now operates 31 tin and ter oe plate plants and 34 tions of the railway companies. The iron trade in this distn ct is
black plate plants. Thus more than half of the plants a re operated su!fering a ~ood deal from. this cause, and a combined effort. is
by this one company, called" The Tin-plate Trust" In July of this betng organiSed among the tronmasters and other traders to rOSlst
year a very large contract was offered to this company, but at a tbe new impositions. No further practical headway has been
price which it could not ao:cept at the existing rate of wages. The made in the matter of obtaining cheap water transit for the engimen were informed of this, and asked to accept a certain reduc- neering trades and iron and steel industries from this part of the
tion, in view of the steady employment afforded by the contract. kin~dom to the western seaboard ; but t hat the matter IS not being
They refused this, however, and th' com pany rejected the entirely lost sight of is evident from the recent procccdi~s
contract, which has gone to the Welsh tin-plate wor ks. The plate at the annual meeting of the Severn Commissioners. The cbatris to be used in making articles for export, so that there v.ill bo a man again referred to the generally-admitted importance of
improving the water communication between the Midlands and
rebate on the duty to be paid by the American purchaser.
A ~~ d1·atring in&trumeni.-The use of the tee squa re and the Bristol Channel, which has been the subject of correspondence
triangle, or of two triangles, is almost universal in all kinds of between the Commissioners and the Corporation of Birmingham.
technical drawing, almost the only substitute being a horizontal It seems that, so far as Birmingham is concerned at present, t he
ruler controlled by cords and counterweights, so that it retains its Commissioners must for the present renounce the hope of any
horizontal position as moved up and down the boa rd. .An entirely public subsidy in aid of the work ; but if ever the scheme IS
new instrument is now ?eing introduced, however, a<J a substitute definitely placed on a commercial basis, it should command a
for tee square and tnangles, protractors, and scales, and bas substantial measure of support from Midland tradors and manualready been adopted in a number of large dra,ving·offices. It facturers.
The proposal to transf?~ Bi~mingbam into a seaport is a~tr~?-Ctive,
consists of a link frame secured to the upper left-hand corner of
the drawing-board, and carrying two ruling scales, which may be but under actual cond1t1ons 1t seems to be hardly "wttbm the
set at any angle. If set at right angles they may be shifted to any range of p ractical politic.,," more especially in view of the fact that
part of the board, and will always be truly horizontal and vertical. t he g reat stream of traffic bet ween Birmingham and the sea ftows
The chairman said that although he
'fbey can be moved and adjusted v. itb one hand, leavin~ the right by way of Li verpool.
hand free to handle the pen or pencil. Without thl:! mstrument did not look for a canal such as they had at Manchester, be hoped
the pencil hand must be used in adjusting t he tee square, in time to see such an improvement as to enable ocean steamers
triangles, scales, &c. Lines can be drawn parallel to or at right to transbip their cargoes at Bristol into vessels of 300 and 400 tons,
angles to each other regardless of what position the lines occupy in which would bo able to get right into the Midlands. The Comrelation to the edge of the drawing-board. Another point is that missioners, with some reason, are taking credit to themselves for
the ruling edges ar e also scales, so that tho draughtsman measures their successful opposition to the Wolverhampton Corporation
his line as he draws it, and stops it at the right point, instead of Water Bill, which sought to divert water from one of tbo tributaries
making it too long, then scaling and marking it, and erasing the of the Severn to the watershed of the T rent. Had the full powers
surplus length. A ~,>rotractor enables the instrument to be set at sought by the Bill been granted, th e effect would have been to
nnr angle, but spn ng stops are provided to allow of instant abstract six million gallons of water daily from the already reduced
adJustment to the angles most frequently used, 30, 45, and 60 volume of water in the Severn, which must have seriously inter degrees, &c. The link work and parallel motion are of stiff steel fered wi th the navigation of tho river. E ven now considerable
bars, with steel pins turning in hard phosphor-bronze bearings, d ifficulty is experi enced in maintaining the requisite depth of water
having a conical adjiLl!tment to take up wear. The machine is in places where there are large deposits of tidal mud, more
especially since Liverpool appropriated the Vyrnwy drainage aroa.
estimated to save nearly 50 per cent. of the draughtsman's time.
Activity continues to characterise the railway carriage and
wagon-building firms, and a good aooou.n t of the state of trade '
has been possible this week at the annual meeting of the Midland
Carriage and Wagon Company. The accounts, showing
THE NEWPORT HARBOUR COMMISSIONERS' aRailway
profit of £44,2.'30, were passed, and dividends of 6 per cent. on
WEEKLY TRADE REPORT.
the preference shares, and 7! J.IOr cent., together with a bonus of
STEAM coal market 6rm for all descriptions, and stems for for - 10~. per share on the ord inary shares, were declared. The sum of
wa rd delivery well filled. House coal in fair request, and prices £3000 was placed to the reserve fund, £6910 to the further and
fi rm. Imports for week ending 12th :-Iron ore, 11,480 tons; final depreciation of wagons on ordinary hire, and o. balance of
scrap, 340 tons ; manganese, 6700 tons ; steel bars, 3168 tons ; £5006 was carried forward. The chair man pointed out that the
dividend amounted to 12! per cent. for the year. A.s regards the
phosphates, 1620 tons ; pitwood, 4937 loads.
Coal :-Best steam ; 13s. 3d. to 13s. 6d.; seconds, 12s. to 12s. 6d.; question of amalgamo.tion, b e stated that the company bad been
house coal, best, 15s.; dock screenings, 8s.; colliery small, 7s. 3d. approached with a view to a further amalgamation, but that the
to 7s. 6d. Pig iron : Scotch warrants, 56s. 9d.; b ematite board were not convinced as yet that any further steps in that
warrants, 60s. 9d. f.o.b. Cumberland prompt; Middlesbrough, di rection were desirable. The amalgamation, as far as it had
No. 3, 51s. lO~d- Iron ore :-Rubio, 14s. 9d. to 15s. ; Tafna, gone, had not increased competition, and so far the company bad
15s. to 15s. 6d. Steel :-Rails- heavy sections-£ 5 10s. to not found any reason to entertain apprehensions in respect to it.
£5 12~. 6d.; light ditto, £ 6 10s. to £:1 10s. f.o.b.; Bessemer steel At the same time be assut·ed the meeting that the board would
tin-plate bar3, £5 ; Siemens steel tin-plate bars, £ 5 2s. 6d.; all carefully watch any new developments that might present themdelivered in tho district cash. Tin-plates : Bessemer steel, coke, selves, and would, if necessary, come bofore the shareholders with
13s. 3d . to 13s. 6d. ; Siemens-coke 6nisb-13s. 3d. to 13s. 9d.; such proposals as it might seem prudent to adopt. A report is
Pit wood :- 17s. 6d. e:r-ship. London Exchange Telegrams: Copper, this week current that the existing combination in th is industry is
about to be further enlarged.
£52; straits tin, £125 10s. Freights weak.
£6
valves a re placed on the top of the o;vlinders they chatter as t hey
are driven from the cylinder face w1tb each stroke of tbe piston.
A hammering action is thus set up, t he strength of t he blows
increasing as the valves wear, the lift of the valve becomes
greater.
IROK AND STEEL INSTITUTE.
'fus following detailed programme has just been issued for the
Diisseldorf meeting. Among the papers to be read are:1. "On Iron and Steel at the Diisseldorf Exhibition." By
Professor H. Wedding, Honorary Member of the Iron and Steel
Institute.
:.!. "On the Progress in the Manufacture of Pig Iron in Germany
:;incc 1880." By W. Briigmann (Dortmund).
. 3. "On the Progress in the Manufacture of Steel in Germany
Stnce 1 0." By R. M. Daelen (Diisseldorf).
4. "On the Applications of Electricity in the Manufacture of
Iron." By D. Selby-Bigge (Nevrcastle-on-Tyne).
5. "On the Probable Existence of a ne1v Carbide of Iron." By
.K J). Campbell and M. B. Kennedy (University of Michigan).
6. "On Results Obtained in the Equalisation of the Varying
Temperatures of H ot Blast." By L. I<'. Gjers and J. H. Harrison
( ~liddlesbrougb ).
7. "On the Compression of Steel in Ingot Moulds." By M.
liarmet (St. Etienne ).
. "On the Overheating of Mild Steel." By Professor E. Reyn
(Berlin ).
9. "On Electrical Plant in Steelworks." By F. Kylberg (Benratb, near Diisseldorf).
Tuuday, &pumher 2nd.-Tbe Secretaries' Office will be open in
the Mun]cipaf Concert Hall (Tonhalle), g round floor, Schadowstrcet entrance, from 11 to 6, for the issue of badges of membert>hip, programmes, invitation cards, &c. The members who travel
by the s.s. Kronprinz Wilbelm, in which ship 250 complimentary
first-class pe-c;sage.<~ have generously been offered by the directors
of the Norddeutscher Lloyd, will arrive from Bremen in the
evening.
IJ"((lnuday, &rMmb~· 8rd.-9.30. a.m.: Meeting of Council in
Committee-r oom 'No. 3 of the Tonhalle (first floor). 10 a.m.: Reception of the Presideo~ Council, and members of the Institute in
the Tonhalle by the representatives of the Government, Civic
Authorities, and by the Reception Committee. The Council will
present a list of thei r retiring members. Scrutineers will be
appointed for the examination of the voting papers. A. selection
of papers will be read and d iscussed. 12.30 p.m.: Adjournment.
A bot luncheon will be served (price 2s.) at separate tables in a
room ad joining the meetin~ ball. 3 p.m.: Members will meet at
the H ofgarten-Tor in the Exhibition, where groups will be formed
under the guidance of English-speaking experts, for the purpose of
examining the various sections of mining, metallurgy, and
machinery. 8.30 p.m. to 10.30 p.m.: Members and the ladies
accompanying them are invited by the Mayor and Corporation of
Diisseldorf to a conversazione and concert at the Tonballe.
(Evening d ress.)
Tlwuday, &pvmbu 4t/t.-10 a. m. : General meeting in the Ton·
hallo ; reading and discussion of papers. 12.30 p. m. : General
meeting will be closed. A hot luncheon will be served (price 2s.)
as on the previous day. 3 p.m. : Visit to the Exhibition as on the
previous day. Various works in the immediate vicinity will be
open to members. Members desirous of visiting such works must
g tve notice at the secretaries' office on Wednesday, September 3rd.
1 p.m. : The members of the Institute and the ladies accompanying them will entertain the Reception Committee and the adiea'
Committee at a banquet at the Tonhalle.
(Evening d ress;
tickets, exclusive of wine, I Os.).
Jt'lirUl!ft &f!Umber 5tlt.-Tbe whole day will be devoted to visits
to wor ks. Ftve groups will be formed, p roceeding respectively to
Essen (the Krupp establishment), Dortmund (the "Union"
Uompany, the Hoerde Works, the B osch Steelworks), R uhrort
(the Phoooix Works, the "Rheinische Stahlwerke "), Oberhaueen
(the Gutehoffnungshiitte), Duisburg (the Vulcan Works, the
Duisburger Ma.scbinenbau Actien-Gesellschaft, formerly Becbem
and Keetman). Ladies will not be invited to these excursions.
The number on each excursion is strictly limited, and tickets will
be issued in order of apJ?.lication. In th e evening the Exhibition
grounds will be specially tlluminated in honour of the I nstitute.
Saturday, &pt.emJ;er 6th.-9 a.m. : .Members and the ladies
accompanying t.h em will leave D iisseldorf by special train for
Vohwtnkel, proceeding thence by the suspended railway to
Elberfeld -Barinen, and thence by the State Railway tJia Remscbeid
to the Kaiser Bridge at Miingsten. The party will return to
D tisseldorf early in the afternoon. The excursion will be under
the direction of Mr. R. M. Daelen. The exact details will be
arranged according to th e number of participants. Tickets 8s.
each, including luncheon.
, '~~;ppl~nnuary ucurlio~-:-In addition to the visits _and e:rcumons mentioned, a )muted number of members wtll leave
Diisseldorf at 7 p.m. on Friday, September 5th, arriving at
H anover at 12.25, and visiting the Peine and llsede Works on
Saturday. The party will return to Hanover ea rly in the afternoon, in good bme to catch the train for Flushing . T he cost of
the return ticket will be about 28s. (second class) if the party
numbers over thirty. If a sufficient number of members intimate
to the Secr etary of the I nstitute before August 15th their desire to
participate, an excursion to works in the Saar district will bo
arranged. The party would leave Diisseldorf on Sunday morning for
Coblentr.r.., thence by the Rhine steamer and railway to Saar brlicken.
Works o.t Saarbr iicken would be visited on Monday and Tuesday.
Tuesday night would be spent in Metz, and Wednesday and
Thursday in Luxemburg, where visits to the works of Metz and Co.,
and of the .A.achener H iitten Action Verein at Esch, and to the
steelworks at Dudelin~en and Differdingen.
Ladies ar e not
invited to participate m the long excursions.
!Adiu' ercurlioM.-A special programme of visits and excursions
has been drawn up for the ladies attending the meeting. On
Wednesday September 3rd, the ladies will assemble at the RheinTor of the Exhibition (under the Rhine Bridge), at 10 a.m., and
vi11it the Palace of F ine Arts and other portion.s of the Exhibition
under the guidance of the Ladiea' Committee, returning to the
TJIR YOIIKSHIItE DALES RAILWAY which has been opened
for traffic, is about 8~ miles in length, 11ingle line, and has been
under construction for just over two years. It starts from a point
between Embsay and Skipton, on the Skipton and Ilkley branch
of the 1\iidland Railway, a nd mns to Grassington, a township
which it is hoped to develop as a health and holiday resort.
N&w T&CRI'OCAL COLLBOB B UlLDTNOS YOII GLASOOW.-Plans for
the erection of the first section of the new Glasgow and West of
Scotland Technical College and Science and Art Buildings havo
now been passed by t he Dean of Guild court. A.t a later date
application will be made to the court for sanction of a second
section to be erected on the site of the Young laboratory
The new buildings are in the Renaissance style,
buildings.
and are to be built of red sandsto~!'.1. and in their entirety
a re constructed to accommodate 5wu students - a number
slightly in excess of those attendin~ the college at the present
time. The plans show a structure of 1mposing size and architectural
elegance, one which will form an important addition to tbo public
buildings of the city. The portion to be erected at present will
contain on the ground tloor the department of natural philosophy.
The second ftoor will be devoted chiefty to the department of
natural science. Tho third floor will provide accommodation for
the department of a rchi tecture and building construction ; while the
chemical department and the department of technical chemistry
will be housed on the top floor, the whole of which they will
practically occupy in the completed buildings. Running ~llel
to the block now authorised, will be th ree blocks of bwldings.
The first will contain a portion of the electrical engineering departmen~ but will be principally occupied by the examination hall. In
the next block the remainderof theelectncal engineering department
will be housed, while the t hird block will embrace rooms for woodworking classes, and the department of mini~ and geology. A
wing connecting t he three blocks will be occup1ed by the department of prime movers, mathematics, and metallurgy.
•
NOTES FROM LANCASHIRE.
(Fhm our OUin Oorrupondent&.)
Afancltutl'r.-Ordinary business operation.s a re at this timo of the
year so much interfered with by the holidays that the mar ket
scarcely affords a reliable indication of t he actual condition of
trade.
Although, however, business moves on but Plowly, a
generally steady tone is maintained as regar ds prices, which
undergo no really material change. Some of the principal brands
of pig iron used in t his district continue scarce, makers in many
cases being unable to give t he r equisite deliveries to their
customers, and this necessarily for the time being tends to
~treogthen p rices. The futur~ ts,, however, still so much involved
m uncertamty that there IS httle coniidence in the market
to buy beyond immedio.te actual requirements, this a pplying not only to pig iron, but to pretty nearly 9.1l other
descriptions of material. Boilermakers, although they aro fully
eng~ed, order their plates as a rule only in odd sets as they are
reqwred. Locomotive builders, who are mostly booked well over
next year, also ~uy their material simply from band to mouth,
and ev~n the ratlwo.y companies, who m ordinary times contract
over s1x or twelve months, are giving out their orders from
the stores d epartment from month to month. This attitude
o_n the part of buyers is based not so much upon anticipation~ ~~ any prob~ble early ~Pving way in price.'! as on a
poss1bility of someth1ng happemng which might atfeot the market.
Bu~ on ;American ~unts, which of late has largely tended
to sti~e~ Pf!Ces, may, 1t IS tbo_ugbt, at any time suddenly collapse,
and !nd1cation_s are n~t vranttng that the pressure of A.mencan
r eqmr ementa 18 relax1ng. Further factors 1n the situation are the
impo~~ion of R ussian iron previously referred to, and the
probability of considerable quantities of Canadian iron coming over
h ere directly there is a cessation of shipments to the States. Any
A UGUST
15, 1902
reliable forecast would consequently seem to beoutof the question,
and a disposition to wait developments prevails generally.
The reports I receive from sources representing both the employers and the workmen sh ow no change of any moment in the
gen~ral engineering trade position. Except in one or two special
sections, the weight of new work coming forward is scarcely satisfactory, and complaints of slackness are still very prevalent, this
bei~ particular ly the case in the ordinary run of machine toolmaking and the textile machine trades. Activity is well
maintained in all sections of electrical engineering, locomotive
building, some branches of stationary engine buildinf,r, and
boilermaking. The returns of the Amalgamated Society of
Engineers show a slight reduction in the unemployed list,
but this applies not so much to t his district as to other parts of
the country, and the average proportion on outrof-work benefit is
still about 3f per cent, The Steam Engine Makers' Society reports
a small increase in the number on donation in this district, whjch
now represents about 2 per cent. of the local membership.
The Manchester Iron 'Change meeting on Tuesday was but
thinly attended, and with very little new business put through
either in raw or finished material. Notwithstanding tbe absence
of large buying in pig iron, complaints were general amongst
merchants and consumers thl\t in some brands they were still
unable to get deliveries on account of orders already placed,
especially in Lincolnshire and Derbyshire iron. Taking, however,
the tone all t hrough, it was perhaps not quite so strong, although
current prices presented little or no quotable change from last week.
For No. 3 foundry Lancashire 69s. 6d., less 2!, remains the
average price, delivered Manchester. Lincolnshire makers d o not
quote under 54s. 6d. to 66s. net., but perhaps through second
bands orders might be . placed at under these figur es. Derbyshire remains at 57s. to 58a. net, delivered Manchester . In forge
qualities not much business is stirring, but quotations are
unchanged at about 65s. 6d., less 2; Lancashire, and 54s. 2d. net
Lincolnshire, delivered Warrington. Middlesbrough is strong at
'\bout 69s. 10d. to 60s. 4d. net oy rail Manchester ; and Scotch is
still quoted about 5&. 9d. to 59s. 3d. Eglinton, 63s. to 63s. 6d.
Olengarnock, and 63s. 6d. to 639. 9d. Oartsherrie, net, delivered
Manchester docks.
The recent advance of 5s. per ton on bars would seem to have
checked the giving out of further orders except where merchants and
consumers are compelled to cover absolute pr essing requirements.
For the most part forges are kept fairly well engaged with
specifications on account of contracts placed before the recent
advance, and except that one or two non-associated makers would
probably faccep( renewal contracts with regular customers at
£6 12s. 6d., the 'association basis of £6 15s. for Lancashire and
North Staffordsbjre bars delivered here is being firmly adhered to.
Sheets o.re steady at about £8 7s. 6d. to £8 10s. A <Juiet sort of
business is reJ?Orted in hoops at the association basis, £7 2s. 6d.
random to £7 t s. 6d. special cut lengths, delivered here, o.nd 2s. 6d.
less for shipment.
In the steel trade prices are mostly steadily held to, but there is
not that strong, hardening tendency which was noticeable a few
weeks back , and t he weight of new buying is only moderate.
H ematites are scarcely firm at makers' full quotations of 69s. to
70s. net, delivered here, a.n d in the open market orders could be
put through at about 68s. to 68s. 6d. net. Local made steel billets
are maintained at £4 18s. 9d. Warrington and £5 Manchester net,
but there is a probability that German billets may come upon the
market here in larger quantities, as American buying is falling off.
Steel bars remain at £6 12s. 6d. to £6 169., with, however, still
some sellel'8 o.t £610s. Common plates could be bought at £6 2s. 6d.
to £6 5s., with boiler plates firm at £7 10s., less ~. delivered Manchester district.
Mr . James H odgkinson, West High-street Works, Salford, has
jus t completed for the Liverpool Corporation Electricity Department fourteen of his patent coking stokers, in addition to forty
previously supplied. The stokers now completed are t o be erected
at tbe ne w station at Lister Drive.
The question of the protection from fire of property on or near
the Manchester Ship Canal and Docks and the River lrwell has
recently been under special consideration, and it has been decided
to purchase a floating fire-engine or fire boat for this p urpose. It
is estimated that the cost of t his boat will be about £6000, and
that the cost of upkeep will be approximately £1000 per annum.
One of t he Manchester Corporation steam fi re-engines is being
placed on a barge for service on the Canal until the floating fireengine is obtained.
I n the coal trade the slackest period of the rear is being passed
through very satisfactorily, so far as the colliery owners are concerned. The exceptionally cold season is keeping up tbe demand
for house-fire consumption above the avemge, whilst the more or
less general unsettlement of operations at pits since the reduction
in wages, and the usual holidays at this time of the year, with extra
stoppages in connection with the Coronation, have necessarily
caused a serious r estriction of the output. Although there is,
perhaps, no actual scarcity of fuel, comparatively little is going
m to stock, with the probability that when the extra requirements
for winter come upon the mar ket coalowners will be short of their
usual reserves. This outlook, and the possibility of some more or
less serious friction with regard to labour and wages questions, is
tending to stiffen prices. That they have now touched the
minimum, as pointed out in previous reports, seems to be generally
admitted, and coalowners are becoming very cautious about committing t hemselves to forward contracts.
Business in house coals is moving on very steadily for the time of
the year, and the better qualities of round coal, of which very
little surplus is offering on the m~rket,_ are main!Aining thei r pri_ce.
Common round coals, although still fatr ly plent1ful, are not be1ng
pushed for sale quite to the same extent as a week or so back.
Although the inland demand for iron making, steam, and general
manufacturing purpoees is still only moderate, t be shlpping trade
is showing some il"lprovement. Buyers who are hold1ng back in
the expectation that prices might ~ibly come still lower a re
now placing out their orders. On mlsnd sales good qualities of
steam and forge cools are generally steady at Ss. 6d. to 9s. per. ton
~t the pit. F or shipme~t good qualities of ~~m coals ar~ fetchmg 10s. to 10s. Sd., w1th house-fire descnptlons for shipment
coastwise about 12s. 6d. per ton deliver ed ports on Mersey.
The engine fuel trade 18 maintaining the strong tone noticeable
of late, a nd many of the collieries r eport inquiries coming forward
from outsid e quarters which they are not in a position to entertain,
as they are barely able to meet the requirements of their regular
customers. There is no actnsl advance in prices, but the better
so~ of e~k are decidedly hardening, and &. 6d. to 7s. per ton is
be1ng read1ly got. The commoner sorts of slack, althouih still
fairly plentifol on the market, have stiffened from the very low
prices that were being quoted a month or so back, and only very
mferior sorts can now be bou~ht in 1..6ocashire at under 5s. at t be
pit. This hardening in pnces is scarcely d ue to any largelymcreased. demand, but ch1efly to th e restricted output that has
been commg on the market recently, and to the lessened compet.i tion from outside districts, which were previously puahiog surplus
SUEplies for sale here at extremely low-eut figures.
Quite a pressing inquiry for all deecription.s of coke is reported,
an~ lo;cal makers have t~e greatest dj~culty in keepmg up
delivenea to meet the reqwremente of th e1r customers. Tbe list
~ ra~ .remain without ac~nsl quoted advance, but makers are
m a poe:1tion to harden theU" p n ces where any new business is
offered. At the ovens foundry qualities remain firm at 22s. to 24s.,
and furnace cokes 13s. 6d. to 148. 6d. per ton.
B arrow.-'fb ere is a strong tone in tbe bematite pig iron trade,
and makers report a fuller inquiry all round. Indeed1 t he United
States and Canada are becoming IMie customers, and this means
that America needs more than the 1r0n she can produce for her
own consumption. Prices are steady at 61s. for mixed Beesemer
numbers net f.o.b., and warrant iron is at 60s. 3d. net cash sellers,
ld. less buyers. There are 37 fll.rii&008 in blaet, compared witb 35
in the corresponding week of Jut year. The fact that fuller con-
THE ENGINEER
fidence is shown in the market is to be seen from the accumulation
of warrant stocks, which t his week show an increase of 8980 tons,
being an increue of 6061 tons since tbe beginning of th e year . The
total stocks, now standing at 21,007 tons, are still comparatively
small.
I ron ore is in active demand, and prices a re 6rm at 12s. per ton
for good ordinaW' sorts net at mines, and Spanish ores are at 1&.
per ton net at est Coast ports.
.
The steel trade is busy, and is likely to remain so. The only
d eJ?Brtment which has shown weakness of late is that of ship and
bo1ler ~lates, but there are indications that a fuller demand for
shipbwlding material is likely to arise. Steel rails are in full
demand at .£5 10s. for ordinary heavy sections, and there is a good
busine!IS offering from home, colonial, and foreign buyers, which is
divided between British and German makers. Other branches of
the steel trade are busy.
Shipbuilders and marine engineers are well employed, but report
no new orders, except for repairs to H. M.S. Niobe and Leopard.
The old Ouion Liner Alaska, has been towed to Preston there to be
b roken up.
Shipping is well em ployed. The exports of pig iron last week
were 12,490 tons and 6992 tons of steel, being an increase of
4668 tons of pig iron and a decrease of 1145 tons of steel on the
corresponding week of last year . The total shipments to date this
year represent 260,264 tons of pig iron and 332,599 tons of steel,
an increase of 53,563 tons of pig iron and 55,202 tons of steel over
the corresponding period of last year.
THE SHEFFIELD DISTRICT.
( F r()m our ()'1011. Cqrrupon.dent. )
SOUTH Yorkshire, like other d istricts, :has been affected by the
Coronation festivities, t hough the holidays have not been unduly
prolonged. Continued cold weather, considering the season of the
year , sustained t he demand for house coal in the early part of the
week, and fair tonnages went to London and the Eastern Counties.
It is now considerably warmer, with less local requests for fuel for
household purposes. Quotations r emained unchanged, best Silkstones fetching up to 13s. and 13s. 6d. per ton; Barnsley house,
from 10s. to lls. per ton ; nuts and seconds, house, 9s. to 9s. 6d.
per ton.
Steam coal continues in good request, colliery agents findin_g
little difficulty in obtaining a market for all the bard coal that IS
brought to bank. Prices are as before, supp lies under contract
being delivered at from Ss. 9d. to 9s. 3d., according to locality and
agreement. In the open market 9s. 6d. per ton is readily given.
The whole of the railway companies have not made formal arrangements for supplies, the colliery owners generally holding out for
9s. per too, or 3d. per ton more than the contracts already made.
The rate last half-year was 9s. per ton, but it is not likely t o be
maintained, except under exceptions! circumstances.
I n manufacturing and small fuel tbe business done is not
i~portant. r:J;bere is more doing in good co~ slack , but oth e~­
Wl8e demand 18 dull, and values fluctuate considerably. There 1s
more call for coke, heavy tonnages leaving the district for the
smelting centres of Derbyshire and Notts. Rates a.re pretty much
as t h ose which have ruled for some time, with a tend ency to
harden.
In the general run of the heavy and light bmncbes business is
expected to settle d own now that t h e Coronation festivities a re
over . Inquiries are already reported to be more numerous, wit.b
every prospect of better business r esulting. In the iron industry
the outlook is rather better, th ough there is still much room for
improvement . In Lincolnshire the owners have d ecided to maintain their present lists. The armour pll\te mills were notset down
for any holidays, the workers haviDfi had too long a spell of
enforced idleness to desire further ' play." I n the pnncipal
engineering establishments there is much more work now be1ng
received, the department of electrical engineering being particularly animated. Tramway plant specialities are also in brisker
demand, with every likelihood of even greater activity in the early
future.
Excellent accounts come from the country as to tbe condition of
the crops, which are reported as much heavier than for many years
past. A good season for the farmer will tell favourably on the
markets of agricultural implements and machinery, and trade is
already looking up in these departments. Several firms wbo make
a speciality of malleable castings for farming appliances were but
indifferently employed up to the end of July, farmers having been
discouraged by tbe poor harvest of last season. During the last
ten days, however, fresh work has been received, and full emp'oyment is being jPven. One noteworthy feature is t.be call for South
Africa, which 18 chiefiy in sec· ions, knives, scythes, plough plates,
bester plates, and similar goods. I n these specialities, however,
the Americans a re found to be very keen competitors.
The Government, in order to relieve t he pressure on the
Admiralty dockyards, has recently given out Important repair
work to private shipbuilders, and among other firms wbo will
benefit by this action are Messrs. John Brown and Co., at their
Clydebank Works, Glasgow, and Messrs. Vickers, Sons and Maxim,
at Barrow-in-F urness.
Mr. J ames F. Hope, M.P. for Brightside, has elicited from Mr .
Arnold Forster the information that although no a rmour h as yet
been ordered for the cruisers authorised under the estimates of
the last financial year, the tenders have been receiving consid eration, and the orders are now about to be placed.
NOR TH OF EN GLAND.
171
Tbe scarcity of Cleveland foundry pig iron is a general subjectof
comment and those who need it for early delivery have the g reatest
difficulty' in securing what they require. The fact is that ever
since the latter part of June, when many of the furnaces were
stopped for a day, the production"ofifoundry iron has beenjlhort,
the furnaces having turned out a farge~ proportion. than usual of
forge qualities, which have not been ID such ~c.tive demand as
foundry sorts. No. 1 is the scarcest of all qualities, and whereas
for nearly two years it has only been about l s. 6d. per ton above
No. 3, it is now 2s. 6d. above, the usual difference being restored.
The price of No. 3 has been raised to ?ls. 6d. per ton 1 and some
of theJ.eading firms have put up the pnce to 5ls . 9d.; out buyers
can only count upon getting small q~ntities, an~ those wh<! want
prompt iron have to go to the public stores for It. Early ID the
week 6ls. 3d. per ton would be taken, b~t that is out of the question now when buyers have been offenng as much as 51s. 9~d.
per ton, ~vbich is the highest figure r eported since the latter part
of 1900. So pressing has been tbe deman~ for Cleveland warrants,
chiefly on American account, that the _difference between them,
which not long ago was 9s. 6d. per too, 18 now only 4s. 6d. par ton.
No. 4 foundry is at 50s. 6d .
.
..
Cleveland forge iron, being more plentiful than found ry qualit1_es,
has not improved so much in price, and thus _grey forge, which
generally is about ls. per ton less than N C!· 3, ~ now 2s. 6d. less1
and it is not easy to sell at tha.t. Mottled tron IS at 48s. 6d., a na
white at 47s. 9d.
The hematite pig iron trade in this district conti!lues very
unsatisfactory, and prices com~r~ unfavourably wtth those
obtained for ordinary Cleveland p1g 1ron, and also those of W est
Coast. Last year East Coast makers were able to realise as much
as their W est Coast competitors, now they accept~- per ton less.
If they were doing as well as the p~ucers of ordlll;BrY Cleveland
pig iron they would to-day be getting 6ls. 6d. for m1xed numbers,
but 57s. is all the majority can secure, and 57s. 6d. seems to be the
best. Such a price as this is poor, especially when both ore and
coke a re becoming deare~ ; in f~ct, Ru~io or~ is not no~ under 16s.
per ton c.i.f. Yet there 18 busmess domg wtth tbe Uruted States,
but the depression in shih!:i' ding overshadows this in the northeast of En~land, while it
little influence on the West Coast.
The sb1pments of pig iron from Cleveland are very good
this month considerably above even the good figures of last month,
and better 'also than those of August la.'lt year , in a great measure
because of the large American demand. '1 be quantity shipped has
been 39,296 tons this month, against 39,779 tons last month, and
33,837 tons in August, 1901, to 13th ult. T he stock of qteveland
pig iron in Connsl's public warrant stor es on Wednesday rught was
133,124 tons, a decrease this month of 1028 tons.
The Lackenby Ironworks, near Middlesbrough, ar e to be sold_ by
auction. They consist of three blast furnaces, at present makmg
Cleveland ordinary pig iron. For ten years past Messrs. Bolckow,
Vaugbao and Co. ha ve worked the furnaces on lease from the bank,
who took them over from the previous owners.
The Cleveffind Ironstone mineowners have decided to grant tbe
firemen an eight hours' day instead of the twelve hours worked
hitherto, but the men acceP.t reduced wages to counterbalance the
concession. At Messrs. Bolckow, Vaugban and Co.'s Eston ironstone
mines t rouble is pending on the ratchet drill question. Though
tbe question of their using the drill has been submitted to a rbitra·
tion, the referees being t hree of the employers and three of their
own representatives, when the decision was in favour of t he
employers, the miners have decided formally and finally that they
will not use the machine drill, as they consider it is not safe.
There is no improvement in any branch of the finished iron and
steel industries, except in that of rail making, and in that there is
little cause for complaint, as more busines.'! is in band than has
been known for two years past, and p rospects are fairly encouraging, seeing that rail orders may once again be forthcoming
from America, and South African demands are likely to be considerably extended for all kinds of rails and railway materials.
Some local firms have already received a fair share.
The
probability of a large trade being done in South Africa by
manufacturers in this district has led to the running of a line of
steamers from _the Tees to Cape T~wn fortnightly, and _g~
cargoes a re be1ng secured. The pnce of heavy steel rails 1s
strong at £5 10s. net at worb ; of steel sleepers, at £6 10s. net ;
and of cast iron chairs, £3 12s. 6d. net. The demand for plates
and angles is slack, and it is not much better for bars, but manufacturer3 cannot st!e their way to reduce their quotations.
The directors of John Spencer and Sons, Limited, Newburn-onTyoe, recommend a dividend on the ordinary shar es for the halfyear ended June 30th at the rate of 5! per cent. per annum,
making, with the 2; per cent. interim, a total of 8 per cent. for the
year. The Darlington Railway Plant and Foundr y Company,
Limited, pay 1\ dividend of 6 per cent. on the preference shares,
and 10 per cent. on tbe ordinary shares. Messrs. Wigham,
Richardson and Co., Limited, pay an interim dividend of 3 per
cent. on the ordinary shares.
The Cleveland Bridge and Engineerin.g Company, Limited,
Darlington, h as completed the contract for a new steel bridge
over the Mawddach estuary at Ba.r moutb for the Cambrian
Railways Company, a work on which it has been engaged
for two years. The new bridge has been built round the old
viaduct without interference with the regular railway traffic.
T he company has laid the first stone of the new high-level railway bridge which is to be built over the Tyne at Newcastle for the
North-Eastern Railway Company.
Fairly rapid progress is being made in the work of enlarging:
and reconstructing the docks at Seabam Harbour. The engineer
reports that 560ft. of the north _.Pier is now finished. Nearly onehalf of the work in connection with the excavation of tbe dock and
the building of the walls is finished , and a third steam navvy has
been started. Satisfactory work is being done at the North
H arbour, and the tlemporary dam across the entrance of t he old
South Dock, and as soon as these are finished the old South Dock
will be incorporated in the new works.
The coal trade shows steady improvement, especially on
export account, and the output on steam and gas coals hardly comes
up to the requi rements. Prices are firmer, best steam coals at
lls. 9d. per ton, f.o.b. , and best gas at 10s. 6d., f. o.b. Trade
promises to be active for tbe rest of tbe shipping season, and there
will be no holidays to curtail operations, which of late have been
much interfered with on this account. Recently the su~,>ply has
fallen short of the demand, and consumers have bad cons1derabl~
difficulty in getting what they needed. Coke prices are ruoving
upwards, and as much as 18s. 6d. f.o.b. has been paid for best
foundry, while medium has been raised to 15s. 6d. delivered at the
furnaces on Teesside. The directors of the Broomhill Collieries
Company, Limited . report a profit for the year endi~ June 30th
of £48,702, and a dividend of 5 per cent. on the ordmarv share!!
will be paid, while £14,772 will be cnrried forward. The directors
of Waiter Scott, Limited, Trimdon, &c., collieries, will recommend
a dividend of 2s:.,per share on the ordinary shares for tbe past halfy~r, making l;tt per cent. for the year. The wages of Durham
mmers have this month been reduced 2; per cent., making them
33j p~r cent. above t he standard. At tbe Lingdale ironstone
mmes m Cleveland Messrs. Pease 1\nd Partners are putting down
machinery for utilising tbe shale brought up from their pit. This
machinery will convert it into bricks at tbe rate of 9000 tons per
day. _The shale is br~ught up with tbe ironstone, a nd is separated
from 1t by a screerung apparatus at the mouth of the mine.
Hitherto the refuse ha'J been simply dumped down near the pit.
( Fr()m O'UT O'ltm Corrapon.dent.)
T HE pig iron market in this district is governed at present largely
' by t he business that is being done or expected to be d one with the
United States, and there is thus a repetition of tbe condition of
affairs which was reported at times about a quarter of a century
ago. Cleveland p ig iron makers have good orders booked on
American account, and inquiry is fairly brisk, so that they could
get more contracts if they were in a position tl> supply the iron as
promptly as it is required. But the qualities of iron most needed
by the Americans-Nos. 3 and 4 found ry-ar e scarce in producers'
hands. Buyers on American account are now wanting iron not only
for early delivery, but they are desirous of purchasing for delivery
over the first half of next year , and traders here appear to believe
that for at least the next twelvemontb.s America will be a good
market for Cleveland pig iron . There ar e excellent shipments from
this district this month to Philadelpbi!A and other por ts on the
Atlantic seaboard of the United States, and almost every day the
leading makers and merchants receive inquiries for further supplies.
One of tbe makers is reported t o have booked orders for 10,000
tons during the past few days, and 1500 tons of hematite iron have
been ordered from a merchant. The American demand cannot be
met out of the present production or from makers' stocks, and thus
the stock in the public warrant stores continues to be d rawn upon
while the depletion of that stock on a still larger scaJe is expected
in the autumn. J ust now nearly all the iron that is gomg to
America is being shipped at Est.on, as it is there the stock in the
public stores is sitnsted, and this month the wharves there have
never been without a steamer loading for Philadelphia..
It is satisfactory also to be able to report some improvement in
business with the Continent that has long been looked for.
Hitherto this year the demands especially from Germany have been
extremely poor, indeed we ha.ve to go back a considerable number
of years to find the trade with Germany so small in the first half
NOTES F ROM SCOTLAND.
of the year. But the approach of the autumn season appears to
(From 011.r own. (Jqrrupondtn.l. )
have stimulsted buyers, more particularly as it would seem t hat
no advan~e is likely to be reaped by waiting ; seeing that prices
THERE has been only a moderate business in the pig iron warrant
will probably oo higher in the autumn rather than lower, the market this week. The transactions are largely of a legitim!lte
chances are certainly in favour of d earer pig iron.
nature. Warrants are scarce a.nd in few hands, 110 that t here ia
172
THE ENGINEER
not m~cb scope for .spoculative operations. The market continues
to be mfluenced mntoly by advices from the United Stntes. It is
reported on 'Change t hat a large proportion of the sales of pig iron
now being made on American account are for delivery over the
first half of next year. Tbe iron is bought at cu rrent prices nod
makers are well supplied with orders.
'
. Scotch war rnnts have been selling about 56s. 6d. cash, and some
1~on bns also I e,•n disposed of at 66s. 9d. for delivery in twent1etgbt days. 'l be bulk of the business in tho iron market is m
Cleveland iron, which is now selling at 51s. !id. cash, and 5l s. 6d.
for doli very in seven d ays, 51s. B¥i· twenty-five day;o, a nd
51s. 1~. one ~ootb. lo Cum.bor~and hematito pig iron t here is
very httle domg, and the p n ce lS quot ed nominally 60<!. 9d. for
dehvery in one month.
There it~ a steady demand for Scotch homatite pigs, and these
ar e quoted by merchants 62s. 6d. for delivery at th e West of
Scotland steel works.
The output of pig iron is steadily maintained. There are 44
furnaces makintt homatite, 37 ordinary, and 5 basic iron, tho totnl
of 86 thus blowmg in Scotland comparing with 72 at this time last
year.
Tbo prices of Scotch makers' apccial brands are steady. Wisbaw,
No. 1, ts quoted f.o.b. at Glasgow, 693.; No. 8, 5~s. 6d.; Carnbroe,
No. 1, 60s.; No. 8, 56s.; Clyde, No. 1, 66s. 6d. ; No. 8, 68s.;
Gartshorriel..No. 1, 663. 6d.; No. 3, 58s. 6d.; Calder, No. 1, 67s. ;
No. 8, 68s. tXl.; Summerlee, No. 1, 70s.; No. 3, 68s. 6d.; Coltoess,
No. 1, 70s.; No. 3, 59s.; Langloan, No. 1, 70s. 6d.: No. 3, 59s. 6d.;
Gle~arnock, at Ardrossao, No. 1, 67<~. 6d.; No. 3, 58s. 6d. ;
EglintoJ?, at Ardi'OI!Mn or Trooo, No. 1, 69s.; No. 3, 65s.;
D~lmelbngtoo, at Ayr, No. 1, 58s. 6d. ; No. 3, 55s.; Sbotts, at
Letth, No. 1, 70s.; No. 3, 68s. 6d.; Carron, at Grangemouth, No. 1,
68s. 6d. i No. 3, 68s. 6d. per ton.
The snipm ents of pig iron from Scottish ports in the past week
amounted to 57'1:2 t~ns, being 1616 more than in the same week
of last year. The total shipments for the year to date are 205,57i
tons, which shows an increase of 38,535 tons over those in the
corresponding period of 1901. Tho arrivals of Middlesbrough pige
at Grangemouth were 7788 tons, showing a decrease of 574 ; but
there is a total increase in these imports for the present year of
46 490 tons.
The deliveries of pig iron on home account th is week have been
moderate and the reduction in stock less than for somo time past.
The past week's reduction in th e Glasgow warrant stores was rather
over 900 tons.
The business in finished iron and steel proceeds quietly. Tbere
is a fair amount of work in band, but nearly all the makers appear
anx ious for orders for th e futuro. The Scotch makers of malleable
iron havo just issued circulars intimating an advance of 5s. pe r ton
in prices, which are now on tho basis of £6 J 5s. per ton for crown
bars, loss the usual 5 por cent. discount. It is understood that
this advance has been rendered necessary by the high prices of the
raw material, and is not duo to any ex tra pressure of businoss.
I n the stool trade there hi a fair amount of work in hand, and
inquiries continue to bo made on American account, although
these have not so far led to much actual business. Stool angles are
quoted £5 12s. 6d. and ship plates £6 per ton, less the usual 5 per
cent. d iscou.n t.
There ha.s been a marked improvement in the past week in the
volume of shipments io the coal trnde. Tho aggregate clearances
at the ~ttisb ports reached 249,062 tons, compared with 209,389
tons in the preceding week, and 223,075 in the corresponding week
of last y6ar. Vessels for coal cargoes are being obtniood at lower
rates of freight th an have been current for a. long time, and this
ought to bo an inducement to shippers to in.:rease the a mount of
business. Curiously enough, however, it is often found that the
export market is busier when freights are rising than when tbey aro
very low, as at present. The home trade for coal is fairly satisfac·
tory for this season of th e year. The supplies ar e very full, and
t he busines! being done appears for the most part to be for immediate d elivery. Splint coal is quoted f. o.b. at Glasgow, 9s. 6d. ;
steam, 9s. 3d. to 9s. 6d.; and ell, 9s. 3s. to 9s. 9d. per too.
•
WALES AND ADJOI NI NG COUNTIES.
£1 15s., the Stipendiary advising tha t the only legal course was to
put in a month s notice.
Tho iron and steel trades have scarcely recovered from holiday
conditions. The demand for steel rails and tin· plate bars is fairly
good. Newport soot away 1600 tons mils to Pernambuco last week,
and the same vessel conveyed 700 tons coal and 60 tons nu ts. Bars
are being despatched freely from lending works to tio·plate
districts.
Tin·plate manu facturers have been busy, I have
remarked, u pon increased shigments to Russia. Last week over
6000 tons went to Batoum and dessa from Swansea, and the week's
work was represented by a despatch of 116,796 boxes, and a receipt
from works of 65,899 boxes. Stocks a re now down to 161,144 boxes,
and this week I note vessels load ing freely for America, Russia,
Rotterdam, and Mediterranean ports. At the Morriston works ten
mills a re ~ow in brisk work, the great alterations of tho last month
or so hnvtng been completed. The Mannesman tube works ar e
occupied upon 12in. tubes this week. Spoltor refineries active, and a
hopeful appearance ~eoerally a t all the Swansea Valley industries,
not omi tting tho engmeeriog sheds. At Llnnelly the steel trade is
in keeping with the prosperous state of the tin-plate works, and the
harbour opening promises to be under auspicious times.
Pig iron has recovered from the slight d r.>p I noticed last week ,
This week Ll'lnelly
and increased imports have taken place.
received large cargoes from Ayr and Millom, and two from H a r·
ringt?n of 900 tons, with 410 tons of scrap iron . Grimsby and
Wbitebaveo are sending pig iron to Welsh ports.
On 'Change, Swansea, com plaints were made that orders for
finished iron and stool were still slow in coming in. Tho leading
subject of comment was tho need, even in face of the large require·
meots of Russia for ~o-piates, to. ~id uously go on openi~ other
markets, as tb o act1on of Amenca ID the endeavour to wtthdraw
the •·ebato upon Welsh tin-plates was a cause of anxiety. & far
American demands have b een maintained . What is wanted is a
large business with Sou• h Africa, which excellent authorities state is
only a question of time, and must follow as u matter of course.
With regard to the pig iron market, it will be soon that prices
havo been recovered. Latest q uotations :- Glasgow warrants,
56s. 5d. cash bu1ors; i\liddlosbrough, No. 3, 51s. 5d. to 51s. 6d.;
other numbers ID proportion; bematite warran ts, 60s. 41d. for
mixed numbers, f.o.b. Cumborland, according to brand ; Welsh
bars, £ 6 2s. 6d. to £ 6 5s.; angles at usual extras; shoots, iron and
steol, £8 to £8 2s. 6d.; steel rails, heavy, £5 10s. to £5 15s.; light
sections, £6 1Os. to I:1 10s.; Bossomer stcol tin-plate bars, £5 ;
Siemens best, £5 2s. 6d.
Tin-plates: Bessemer stool coke, 13s. 3d. to 13s. 6d..:i. Siemens
coke, 13s. 6d. to 13s. 9d.; teroos, per double box, ~ by 20 c.,
24s. 6d., 25s. to~ .• 27s. 6d.; best charcoal, 15s., 16s. to 16s. 6d.;
big sheets for galvanising, 6ft. by 3ft. by 30 g., per too, f.o.t .,
£10 5s. to £ 10 7s. 6d. ; fini: hed black plate, £10 2s. 6d. to
£10 7s. 6d.
Block tin is at £1 2i to £ 124 15s . Srlter, £ 18 13s. 9d. Lead,
£11 7s . 6d. Copper, Cbili bars, £5• 5s. to £52 7s. 6d. All
Swansea.
Iron ore, Cardiff and Newport : Rubio, 14.s.; Tafna, 15s. i Almeria,
14s. 3d. Newport received this week 700 tons steel oars from
Rotterdam, 1000 tons from Antwerp, and another of 1468 tons
stool, &c., from the same port. Ebbw Valo imported this weok
7980 tons ore from Castro and Bilbao, and Guest, Keen and Co.
1550 from Bilbao via N ewport, and six large cargoes by way of
Cardiff. A good augury for business.
It is cur rently stnted in Cardiff that tho two new graving docks
at the South Dock are to be equipped by a syndicate. The
larger one is of sufficient size to tnke in the largest merchant
ve&~el afloat.
Preparations aro being made at Newport, Moo., for electric
traction. The work of reconstr uction of the lines i8 to bo undertaken by Mr. Kraws, of Bristol, whose tender of £33 000 has, 1
hear, been accepted. It is also likely that t he Llanelly traction
scheme will bo carried out.
The Garn Mill Anthracite Colliery has been floated ; capital
£10,000 in £5 shares. Promoters aro chiefly Swansea capitalists.
Port Talbot revenne return last half-year was £36,817, as compared with £30,037 the correspondi~ half of 1901. Lord \Vim borne, to tho regret of his brother dtrectors, h as resigned, being
unable to d evote the necessary time to the duties of the po.'lition.
(From our own. Corrupondnlt.)
WALES has been startled by a rumoured British steel trust
which puts all other combinations into the shade. This is no less
t han a huge syndicate for literally controlling the steel trade of
the worl d. Some of the great American iron masters, such as the
Dominion, the leading North of England irOnmasters, Guest, Keen,
Nettlefolds, and oth ers are named as principals. I simply refer to
i t ns rumoured, and as the subject of conversation in important
iron circles. It was mentioned to me by one, who, if anything is
intended, would tnke no inconspicuous position in it, but tbo way
in which it was referred to suggested that, if there is anything
intended, the matter is in a very nebulous condition . The capital
is given as 50 millions. Combinations of collieries in Wales is also
a subject of comment amongst leading coalownors and ironmasters.
Here, again, I can only g ive it as rumoured. Old firms may combine. As for new capitalists coming in, the present outl ook in
Wales, with unsettled collier differences, is not an inviting one.
The iron and steell!bipmeots for July from the Wels h ports was
confined to 3853 tons, Cardiff sending the greater part. In contrast with this somewha t meagre return the coal shipments for
June from all ports, coast wise and foreign, showed an increase
close upon 400,000 tons as compared with th e corresponding month
of last year.
The coal trade generally continues brisk and promising, and
prospects are good rigb t through this month and on m to September,
when probable a slight lull may tnko place before contracts a re
entered upon. It \vill be some little time before house coal shows
any improvement; bost nnd secood best steam coal pricesareveryfi rm,
and small coal i.q in good demand, with hardening prices. Coal for
bunker is in stro~ demand, with no falling off in quotations.
lAtest Cardiff pnces this week are as follows :-Best steam,
15s. 3d . to 15s. 6d. l o one or two cases 15s. 9d. has boon paid.
Seconds, 14s. 6d. to 14s . 9d.; dry, 14s. to 14s. 6d.; best small,
8s. 3d. to Ss. 6d. ; seconds, 7s. 9d. to Ss.; other kinds from 7s. 6d ;
best Monmou tbsh! re 1 la 'le, 13s. 3d. ~ 13s. 6d.; seconds, 12s. to
12s. 9d.; best seml-bltUlDJD0\1! small, ts. to 7s. 3d.; seconds, 6s. to
6s. 3d.; boet housocoal, 14s. to 15s.; seconds..!. 11s. 6d. to 13s. 6d.;
No. 3 Rhondda, 14s. 3d.; brush, lls. 9d. to l:t.s. 3d.; small, Ps. 6d.
to 10s. ; No. 2 Rhondda, 10s. 9d. t o lls.; through and through,
8s. 6d. to 9s. 6d.; small, 6s. 9d to 7s. Patent fuel is in good demand
at most ports ; one large consignment left last week for Gibraltar.
Latest Cardiff prices, 15s. 6d. to 16s. Coke: Trade animated.
Furnace, 17s. 6d.; special found ry, 23s. to 23s. 6d.; ordinary, 19s.
to 226. Pitwood: Consequent upon the r eceipt of largo cargoes,
prices dropped a fow days ago 6d. to 9d. Latest quotations a re
18s. 3d.
Quotations of anthracite were issued from Swansea Exchange
this week, couvled with the information that stocks are ample,
that a fair demand exis ts, but that forward business is not active.
Best mal tin~, 20s. ; seconds, 17s. 6d. ; big vein, 16s. 3d.; r ed vein1
lls.; maehiDe-made cobbles, 218.; ditto, nu tll, 24s.; rough ana
fine peas, lls.; rubbly culm, 5s.; duff, Ss ; steam coal, 16s. ;
seconds, 128.; bunkers, 9s. 6d.; small, 7s. Bituminous: No. 3
Rhondda, 14.s.; No. 2 Rhondda, lls. 6d. Patent fuel, 138. 6d.
coke, 17s. 6d. to 19s. 6d.; pitwood, 18s. 6d.
An important mining prosecution cnso was heard on Tuesday at
the Aberdare P olice-court, a number of Powell Du.trryn colliers
being summoned for illegal abst ention from work between July 4th
and 11th. Tbo men refrained from work "on account of the wages
n ot being 4.s. 9d. per day, plus the percentages.'' The result of
their not returning to work was tbo loss by tho company of
£122 19s. The contention of the moo was that a verbal agreement
was in force, allowing the colliers 4s. 9d. as a minimum. This t .b e
Bench showed wa.s incorrect, and each man wa.s ordered to p ay
NOTES FROM GE RMANY.
(From out· own. Corrupondtnl..)
'l:u .nhsenc.e of life in ~be market continues. The general complamt m the 1ron and alhed t rades, a nd the lack of confidence in
the future, is preventing all forward business of importance. The
sales effected upon the week were small, a nd almost all for
immediate consumption.
During the first two quarters of the present year about 16,500 t.
pig iron bave been sold in Silesia, and doliven es, during the same
~riod am ounted to 34,000 t . The demand for forgo and foundry
PJg continues regular and fai rly strong in Silesia, but quotations have not boon raised, a.s was being contemplated three weeks
ago. Heavy plates wero well inquired for; the activity at the
soe~t ~ills was likewise a tol~rably good one, and ~irders have
ma1ntamed the fi rmness preVIously noted. In Rhemland· West·
phalia the position of the market for iron and steel was moderately
strong upon th o week, exports to America havinjl boon regular
and, on the whole, heavier than in last month. Also in girders and
in rai ls a fair business was done to Am erica.
The endeavours to form a rail convention, which at one time
appeared unsuccessful, have at last led to a result , near ly all the
mil works havi~ now joined in a convention, which made agree·
ments with Enghsh and Belgian firms for the purpose of preventing
underquoting and a too keen competition. All the German works
that belong to the above·named export convention grant M. 5 to
the latter for every ton rails that has been expor ted. T he finished
ironworks and the hardwa re and tool factories a re, almost wi thou t
exception, indifferently occupied.
The situation of the coal market in Gerwany is languid and
altogether unsatisfactory .
Several explosions have recently
occurred at collieries in tho Rhenish-W estphalian di, t rict ; ono at
tho Camphausen pit caused tho death of one collier, while eleven
others were severely injured. At another \)it, near the Dutch
fron tier, five colliers were killed and four recenred serious inJuries.
For building material a fairly good inquiry is comio~ for ward on
th o Au.~tro· Huognrian iron mari(et, but all other a rttcles of iron
and steel a re decidedly neglected.
The administration of the
Hungarian Stnto Railways has recently ~iven out orders for forty seven locomotives, and contemplates the placing of contracts for 500
goods wagons. The Raabwagon a nd maohiDefactory in Hungary will
shortly send several hundred wagons and railway requirements, ci4
F iume to South Africa.
I n France tbo market for iron and steel it~ very 9uiet, especially
in the centre; a want of employment is complamed of. I n the
Ardonnes the activity has boon increasing slightly sinco last week,
but in the north next to no business is done. Merchant bars, No. 1,
are still quoted 18!. p.t. ; for some articles a tendency downwards
was even noticed bore and t here.
The rolling mills in Belgium complain of the slackness in demand,
which they are feeling all the more keenly now because the greater
part of the ordora previously secured have been executed. ln raw
1ron a better trade was done; several blast-furnace works havosold
thei r make in foundry pig u p to end of present year, quoting 59f.
to 60f. p. t. for large con tracts, and 56f. p . t. for small orders, and
they ar e so well occupied that they have been compelled in a
number of caaes to decline further orders t hat wero offered for
dolivory before tho ond of tho p resent year.
Last week's trade in coal on tho Belgian market was quiet,
without being weak ; fow sales have been effected but a good
number of inquiries have boon received, especially in house coal.
Prices have boon firmly maintained, d ry sorts fetching 9f. p.t.,
medium sorts llf. p.t., and steam ooai Hf. p.t.
A UGUST
15, 1902
AMERICAN NOTES.
(From our own. Corrupondent.)
N sw YonK, Aup1st 5th.
SHOU LD a ll the plans and schemes now und o~ consid~•at_ion and
manipulation among railroad managers bo ca.rnt!d out, 1t \VIII resul t
in the project ion of a largo amount of mtleage for ~ex t year't~
construction. Should t his mileage bo ~nde.rtaken, ~ 1t probably
will it will bo attended by n corr esponding m orease 1n demnn.d for
equi\'ment of all kinds for railroad purposes. Those ext~aord1n~~;ry
req111rements will also reflect favourably u.pon other mdU;Stnl!s
associated with the steel industry. Tbo evtdeoces of U1e mtentions of the railroad managers is soon in the rcorgani!a~~~ of .the
Rock I sland Railroad on a capital of 1 5~1 000, 000 dols. . 'IhlB gtant
railroad corporation is well backed. Jt 1s not yot dofimtely a.-!Cer tained whether these figures aro correct; but it is generally ~nder­
stood that the organisation
vas~ capital an~ v~ power ts u.ow
on its way. Two or three h1g ra1lro.'1 d combmat10ns ar o commg
along. 'l'be outcome of th~e developments will be. the co?Structioo of three or four new hoes, and the construction of hoes to
make certain connections between existing systems. I t is a
question whether tho steel mil capacity will bo in a position
to meet all the requirements that are likely to be presented.
It is ~enerally understood that the ca rac1ty for
t he coming year 1s sold up pretty n~ar to Juno 30th .. W e ha!e
still five months of the year to run, w1 th enormous r~utrements m
sight. The speculative tendency has developed withtu a week in
bessemer, pig, and to a certnio extent in steel billets. O th~r ~inds
of iron have similarly suffer ed, or at least have been stmllarly
a ffected . Found ry iron is very difficult to obtnin, a nd furnace
capacit y is sold all the war up from two to six months; in fac~, it
is asserted tha t Southern 1ron cannot be bad from seven to e1ght
months to come. The present tendency everywhere is to anticipate
known or probable requi rements for the next twelve months.
Machinery makers in nearly every line a re loading up with work
even in midsummer. The locomotive builders and car builders a re
naturally tnkiog the lead. Builders of electrical equipment and
supplies are exceptionally busy.
One very interesting feature of the situation is the multitude of
s mall demands coming up from little concerns with moderate capital,
employing anywhere from 50 to 500 moo. Plants of this character
are springing up, and plants existing are onl~og. There is no
telling where the limit of the requirements of th1s class of business
men will reach. At the same time, we are assured by leaders of
t he steel industry, especially by officials in the United Stntes Steel
Corporation, that tho prod uct ive capacity of iron and steel mills
and furnaces will be sufficient for all requiremen ts for the coming
year. Still, we have nothing to do bu t to accept these assur ances. T he details of the organisation of the Canadian Steel
Company, with a capital of 18,000,000 dols., have been published.
The company's plant will be at Welland, and it is said that a
5, 000,000 dol. bonus has been received from the Canadian
Government. Of the total authorised capitol, 4,000,000 dols. is
in preferred stock. The company will make contracts for
electric power with the Hamilton and Lake Erie Power Company.
The Penn~~ylvania Railroad Company has practically agreed
upon the terms by which it will enter New York by tbe projected
Hudson River Tunnel.
The Now York Central is making another effort to secure an
entrance into Pittsburg, which will he 100 miles shorter than the
one over the Pittsburg and Lake Erie road. An effort is being
made by tbe American T in -plate Company to induce the work·
men to accept a reduction in wages amounting to 25 per cent. in
order that they may accept large foreign orders for tin-plate. The
offer will probably not be accepted. No progress has yet been
mndo with reference to the settlement of tbe wage question
between the wi ndow glass industry. 'l'bo demand for wir e nails is
rather quiet a t present, and jobbers are doing very little. 'l' he
Cut Natl Association has re-affirmed old prices. The production
of barb wire has been reduced by the closing down of a number of
mills.
o!
TRADE AND BUSINESS ANNOUNCEMENTS.
LocAS AND DA VIXS, meobanical model makers, h ave removed
from 67, Far ringdon-road, to larger premises at 9, Wick ham-street,
Lambeth, London, S.E.
MESSRS. HOBDELL, Wt. Y AND CO., Limited, have lately changed
t heir address from 1 and 2, Rangoon·streot1 Crutched Friars, t o
more commodious offices at 63, Crut ched Fnars.
METEOR III.- Tbe German Emperor's new yacht, Meteor I I 1. 1
recently launched in America, is, we are informed, being fitted
t hroughout with Boyles' system of natural ventilation. T he system,
by the use of up-cast " air-pump " and d own-cast ventilators,
effects a continuous change of air between d ecks. Tho ventilators
aro w.a~r-proof, ~ that even in the roughest weath er they can
remntn m operatton. Our readers are aware that the system is
automatic and without mechanical movement of any kind.
LEEDS AsSOCIATION OF E NC TI<BEBS.- A. large number of the
members of this Association, under the conduct of the vice·
president, Mr. G. R. Goldsack, and the secretory, Mr. R. Luptoo
visited, on the 6th inst., the works of Messrs. Rustoo P roctor and
Co./.. Limited, of Lincoln, where they were r eceived by Captain
J. ;:). Ruston, t~e chairman of the C?mpany- receotly returned
from &uth Afnca- and .!\fr. F. H. Ltvens, one of the managing
directors. T he Sheaf Iron and Wood Works a re situated on t he
river \Yitha~ . and employ _u pwar?s of 2300 bands. They have
convemeot s1dmgs to the vanous rtulways, and cover about twonty~ix acres, to w_hich will be added th~ new boiler .works, five acres
10 area, now ~n course of constructiOn.
The \)nncipal. manufactures at the 1ronworks a re portable and tract1on steam engines
r<?Gd rollers an~ locomotives, ?o~otal and vertical steam engines:
h1gh speed engmes for olectn c light and power transmission winding engines, steam navvies, oil engines, &c. The visito~ were
shown .ro':lnd sho~ of an up·to-date character, and expressed their
appreciation. Owtng to the large amount of standardisation the
pattern shop is comparatively small, and iron patterns fo~ the
smaller pieces or..machinery are prepared in a se~rate shop.
From these .the VlSlto~ were after~ard s shown a rap1d process of
pl~te mould mg. The troofoundry I!' very extensive, and adjoining
1t IS another foundry for malleable tron, tho annealing being done
in a separate shop containing four ovons. On th e other side of
the found ry a quantity of F rench burr s tones were boing built and
dres;;ed for the corn·~rinding mills. After passing through the
brass fo1;1nd ry, co.ntaimng ~ight furnaces and a set of emery wheels
for fotthng, t he tron cast1ng stores were seen which receive and
despatch the work by means of a narrow-gauge railway. 'l'he
e~ecting and tu rning-sh ops consist of tbroo bays, each about 40ft.
~1de by ~ft. long,. where there is a special tool-room of particular
mterest, wtth machme tools for extremely accu.r ate work required
in ma~ing and . repairing shop tools, gauges, &o., and a fine
measunng m~chme capaolo. of working to !lu booin. T he boiler
sbop, . th.e s~1 thy, the testing department, the stores, and the
olectnc hgbt1ng and power pl_tint were ~lso inspected, and, finally,
the w~ works, where th rO!'hinp:, elevating, and stacking machines
were ID course of construct1on. Up to the present the firm have
soot out upwards of. 26JOOO s.tenm engines, 24,000 boilers, 2500
pumps1 2000 co.rn-gnndtng mllls1 220 steam navvies, and 14 ,000
thresbmg m~hmes. After the1r tour of inspection the visitors
were entertamcd a t luncheon at tbo Albion H otel by Captain
Rusto~, and. a let.tor was read from 1\1 r. A. Borne mann, one o ( the
managmg dtrector;;; who was unabl~ t? bo J?resent, in which bo
expressed t he belief tha t such ponod1cal vtsits wero bound to
favour "the object wo must keep in viewt namely, t he upholding
of t ho supremacy of English engmeering.'
;
I
l
•
•
•
••
''
•
•
I
'
I
I
f
-
16,739. STSAx ENOL'"E VALVIS, E. W. KolchanotT,
London.
THE PATENT JOURNAL.
16!.740. E ucrao • MAONKTIO .MOTOBS, A. Zebden,
Co1UUNecl fro'nl "T1t.t nl!Utrattd Offici4l J~ of
LOndon.
P~."
16,741. Cli:!<'TiliFUOAL GovaBNOR8, G. E . Lloyd,
London .
AppUoatlon fol" Lettel"'l Patent.
16.742. SBAt-r CouPuNos, R. B.add&n.-(f. LtJn,uu,
~When
inventions have boon "communicated" the
name a.nd addrC$11 of the communicating party are
printed in I tallea.
2Sth July, 1002.
16,1WS. BC>'!TU STOPPD R!liOS, T. M. Cockroft, Leeds.
16,&49. SA VINO L1n from FIRE, A. V. Spratley, L uton.
16,660. SICtl&I:NO Snu.PS to SANDALS, B . A. WallD.ce,
t!outhwick , 81188eL
16,&1. FAClliO BRICK for BOILDlNOS, J. Brodie, Leods.
16,652. OOTDOOR BuTS, G. R. Tnylor, Manchester.
16,633. CVcu TRAILER, G. J. \Vakemnn, Berkeley,
Gloucestershire.
16,~ Sllt.F·AC'I'tNO MUL&s, A. Ellis, H uddersfield.
16,SM. T!us, B. Richardson, Birmingham.
16.656. Sus~'DilB for 8TOCKu'I'OS 1 '1'. WUeox, Blr·
mlngbam.
16,657. Bnmn for MUSIC, B. T. B. Parry, Llnndudno.
16~ Ku:mo SluLL ABx CARTJUDOliB, G. J. Smith,
don.
16,659. Bu.• Bw:ABJ:NCS for SBA.PTS, F. Ro~ton, West
Bromwicb.
16,660. PAiCJII!\-o lLr•ru.UL for TIR&s, E . B. Raper,
York.
16,661. DUTISO RoD CouPLINCS, W. B. Barker, Stoke·
.
-·
OD·i.~-
16t~;l FAS~tr'IIL~~usus
for DRJVlNO B&LTS, F. J. Baker,
!Setr~Tyne.
16~;;.:_\"130 Soor, &c,
16,6M. Cou.IJ:rou for
Ven:ta, Vand!ester.
o.
E. Wilson, B uyton,
ELKCTRICAL VtmJCLll8 1 M.
16,66Q. ()l).xpoint<L'>:S for lJIITATION MARBLE, G. A.
Newum. J. lr. Soar, B. Dickinson, an.d D. Hitcllell,
16,~f~os
of SrwAOII:, R. Malabar, Liver-
pooL
JAS. 850.u Cctnso HACBIN118, T. and J. VIcars,
Ja....Ucapool
1a,CICS. ()<"•ss••s for HAKINo GAB, S. B. Clapham,
.......""'.
1a,-. 'bz•rJO::n of EsPABTO, J . G. F. Lowson,
Ghgoc.
14.fi'O.
~
173
THE ENGINEER
AuGusT 15, 1902
Fuos for PAVK¥D'TB, G. Venables,
BlaelclilD b.
1a,r.t. llftALUC PACKUIOB for PlsTON·ROD81 8. A.
"WarcL Sbeflield.
1G,672. PLATINo V usJc.u. UlSTRUJOtlml, B. E. Fugill,
Bristol.
16,673. StoBTINO D.IVICIS for Gm.-s, G. D. MacDougnll,
Wonnlt. Fife.
16,67(. DKOORATION GLOVIS, P. D6ppenschmitt, Barmen, Germany.
16,675. MoULDS for liL!.KINO GuaswuJ:, W. B&ley,
H uddersfield.
16,676. Dooa FA8Tlll'fiii8, F. Stan&lield, V ADchester.
16,617. CtraLINO the Bua, C. R. Blcaedale, Burnley.
16,678. HftAUJC LABII:UI for TB.ns, A. Cbandler, Blr·
mlngham.
16.679. T&sTu;o LIQUID81 A. E. Tanner, Gltfnock,
RenlrewshJre.
161 680. E LII:CTRIO ADAPTDII, B. Oppenhetmer.-{ktim·
q~lluhoft M iz and 0~, Gnm411.JI.)
16,681. DuST FuliL hnlnro, A. G. Brookea.-{P. B.
Bradley, U'lliUd Statu.)
16,682. Dui>T Fun hn>ao, A. G. Brooke&-{P. B.
Brad'ey, Unikd Sl4la.)
16,683. DuST Fm Fn:niNo, A. G. Brooke&-{P. B.
BI'(J,(Uey. Unil«t StaW.)
161684. RnloVII(O VATTD from LIQOloe, T. R.
Wollaaton, Ma.nchcater.
16,685. LKATlilta Po u siiiS, S. Skinner, London.
16,6&1. LUBRJCATOBB, A . F . J)o.vlcs, London.
10,687. Dono:R Pun, J . W. McCarthy, London.
16,688. PoRTABLK BooK Rur, B. G. Chamberlain,
London.
16,689. Sl:IIF'rnm TILUIWAY PoiNTfl, A. Dunn, London.
16,690. AIR CoJIPR:a.&OR8 1 G. W. Rhine, London.
16,001. CLOTB.Z8 BRUBIIIIl, B. Gutmann o.nd R. Schmidt,
Londou.
16,692. WllillOW 8AB11 F ABTII:Nllll. R. F. Smit.h , London.
16,698. HAIR CuRua, J. D. Smith, London.
16,~. SIONAL, S. C. Shaffncr, London.
16,69~. Hrrua, B. T. BarTI.eon nnd C. 0. Ba.stian,
London.
16,696. ST&rrouna, M. W. HacD. Crawford, London.
1 6~697. 0VD•&DOJ: S~INO MAOB:l)IQ,
A. Klemm,
LOndon.
16,698. FLYING HACIUNU, D. Sampeon, London.
16,6!19. CAR CoUJ'LI!SO D&VICII:, A. F. Kuhlmann,
London.
10,700. W ALJW!O DOLL&, 8. 8. Bromhead.-{Trt!«k and
a.
Metz, OmMny.)
16,701. BOOTS, J. Weaver, London.
16,702. I NO.t..'I])ISCKNT GAB Lt OUTINO, W. T. Sugg,
London.
16,70S. FtRJ:PROOP' FLOOB CoN&TROCTION, J. T. Simpeon
and H . ~. Sboomaker, London.
16l!04 P'raJ:PBOOI' PABTITION81 J. T. 8impeon and H .
~. Shoemaker, London.
16,700. T UBI EXPANDII:R1 The Albe.Dy Manu facturing
Compat:y, Limited, and F. Lamplough, London.
16,706. GALVANlC 0¥Ll..8, W. Strlcklalld, London.
16,707. WJ:Alli!SO API'AUL for CVoLISTII, W. E. Peters,
London.
16,708. DIBIOT•ACTINO ENOINU, A. F. Ball, London.
16l700. PBODOCTION o( PRlln'INO F OIUIIS1 L. Glllrath,
LOndon.
16,710. Anrms1n lU:DI UMB, G. Schmal!uaa, London.
16,nl. ELKCTRICAL CoNDUCTORS, Slemen& Broa. and
Co., Limited, a.nd W. Dleselhorst, London.
16,712. IU."J:ADI:NO HAOBINU, C. Wurster, London.
16,713. SoOTTI..liB for LooMS A. Kcrshaw, London.
16,714.. WtNDOw ScllU.'IS,
C. Harkll. -{A. L. TaJK",
U!tiUd 6taUI.}
16,716. WINDOW ScRUlfB, H. R. Skinner, London.
16l716. D&.l'VDIO H J:CBANlsW, W. S. Taylor, jun.,
LOndon.
16!.?17. RAISilfO L.wo&&a for FOI.liS, S. Hart, :Manor
G.
nrk, EaseL
16,718. PlrOTooRAPWO DJ:CORATION, L. Crabtree a.nd
B. Muon, London.
16,719. BwBOSSI:NO PRJ:88, A. E . Pope, London.
16!.720. DliPOIIITlNO :IIUTAU upon GLABB, C. Lauten.sall,
LOndon.
16,721. R.uLw.~ov Boou CARJUAOJ:S, B . R. Knlthley,
London.
16,722. Baa BIIOINIS A. Freeman, London.
16,723. TB.&,• .. aNT of FcKU, R. W. Western, London.
16,724. WIJwoow 1-'LY ScB.EJ:Ns W. Thompeon, London.
16,725. DuPLIOAT.tNO Booxs, L. Bu.timan, London.
16!.726. M.rmoo of PIU881NO PuT Bt.OOu, A. Dobaon,
LOndon.
16!.7:!7. Tat.KPuon llfBTRUlDYTII, L. M. Erlcsson,
LOndon.
16,728. IU.!ro~:-rnrnSB, J. P. SOrenson, London.
16!.729. DKvtCII for FA.BTmmJo BOOTB, B. 0. Ryland,
LOndon.
16,780. DRYmO Cunmau, J. S. Romey, London.
16J8l. P OBTABU AUTOliUTlO .A..I.ABJ11 0. Bei.ll!mAnn,
LOndon.
16JS2. R•LP·AortNO I omnu, 0. Nleolai and A.
tsuld.l.njJ, London.
16JSS. Yauoa for Ploruaa And lll rltBOBS, 0. Rohde,
LOndon.
16,78{. GAB L.uu>S, B. B. LBke.-{T/u 8. Bmutrin
Coo.tpany, UniUd Statu.)
16Li8b. S•PABATJ.NO OIL from &r&.u~, J. F. A. Br111\.n,
LOndon.
16,786. llAc:1nn for TBllSADDiO B&AJl8, P. Amana,
London.
10,787. Gul!l' RaT, R.umoD, and BAYO!JJ:T1 J. Wheeler,
1-.ndon.
l 6,7Slj. VIINTIUTDIO llAJ.I.B, l . D. Kelly, D. P. Fl.eher,
and lf. V. g, W~, London.
Un;ua Statu )
16J43. APPAJUTUS for GoLOlNO TOOLS, B . KlUx ,
LOndon.
16~744. TooL H oLDERS for LATB:ll8, &c., J . B1anckc,
LOndon.
16,745. H YDRAULIC PR&sSIIS1 K. Leasing, Londun.
16 746. TRJ:ATMn-r ot RAw CoTTON Ooone, W. B .
P erkin, jun., a.nd Whipp Bros. and Tod, Limited,
London.
16,747. TlPPINO RAILWAV WAOON81 W. F oullll, London.
16,748. Kl!l'ln-lillAJlPJ:NlNO APPABATUS 1 J. 0. N. Lind·
holm, London.
16,749. API'ARATUS for FILlllo L&I'IJ:R8, M. Callow,
London.
16t.!W. VENTILATINO ENCLOSED KLKCTRIO lllOTORS1 J.
J!;Ok, London.
29th July, 1002.
16,751. SmR!liO Cvcns, R. P. Kersh&w nnd J.
Smallwood, Manchester.
16,752. CoRD·WtNDlNO MACllllnS, A. D. Barty, Preseot,
Lancaehire.
16,763. Lli"TTNO JAcK, P. J. M. Wa.slyng, Kings~n·on­
Thames.
16,76-l. Cvou PJ:DALS, T. W. Gorton, Birmingham.
16t2'56. Lrnou~oRD for TRAMR, W. Garner and A.
HObcrt.P, Wlnton, near ManchMter.
16,756. SPI!Sl!I'INO MACWNIS, G. Skinner and F. B nrd·
ma.n, Bolton.
16J67. CoNBTROCTION ot W~JUU, R. B uet nnd J.
.Hoover , Sheflield.
16!.?58. S Ol'PORTB for MOUI.DilfO Bons, S. Wragg,
u erby.
16!.?69. Foo 8 IONAL81 A. G. BulllviUlt and R. Bury,
tsradlord.
16,760. Tuu-nmns Nrr P o LlS, W. G. Grenvillo,
Birmingham.
16,761. H ovllfo HrrAL Bons, W. B. Jones a.nd B. B.
Jones, Wolverhampton.
161762. OoLP BAL.t., W. Park, jun., Mus~~elburgh, Sootland.
16,763. CoUPLING RAILWAY WAOON8. E. Haokay, Glaii(OW.
161r64. EuCTRIO Tua: 8WITCKJ:81 B . L. P. Boot, Tun·
oridgo WeUs.
16,765. Co!lls, A. Ostlns, Urmston, near Manchester.
16,766. Pli&Y'&l-'TUIO DnUCTION in J OISTS, R. Bridgwater, Bristol.
16,767. HANSOJI OA.B, R. Evans, Gostorth, near Newcaetle-on-Tyne.
16,768. MrraoD of SIOBTlNO RIFLIS1 J. Armstrong,
Stafford.
16,760. On.-ntnrr, W. K. R ussell, R ugby.
16.770. APPLlANCJ: for 8 Tl1Allm10 P o LP1 J. D. Noble,
Bristol.
16,7n. Loox Saur1u Guroa, E . B olllngworth, !>obcross, Yorks.
16,772. IM PARTI.NO VBIIATION to the BODY, R. Petakey,
Giaegow.
16,773. INCANDII:IICJ:NT GAB B URll"liR81 J. and G. Kolth,
Glasgow.
16,774. APPARATUS for GALVANlsi:No MJ:TAL, Daviea
Bros. and Co., Limited, and E . A. Davies, Wolverhampton.
16,775. PODiTB tor TRA.K LI:Nu, W. A. Mc Knigbt,
L iverpool.
16,776. CLtJTOll for B o u;TB, U. B orsflllla.nd J. Crowthcr, :Manchester.
10l7i7. RoLLIRS for WlliDOW B LINDS, W. Scholes, jun.,
l\fo.ncbestcr.
16,778. CoMBill"liD BoTTU and DRINKDIO VUB&L, R.
Swordy, Cheltenham.
16,779. I:I&LP·ACTINO MULES, J . T. ConnoUy, Manchester.
16,780. Cvcu BRAK&, A. White, W. H udson, nnd A.
J . Swallow, Preston.
16,781. SLID& SPRINO for B.ui:J: CBALN, J. AUen, Darllll!ton, South Staffordshire.
16,782. ScoRE INDICATOR for G.uriS1 A. Kobrow, Olaa·
gow.
16,783. PRoDuciNo CARBONACII:Oua PlOXliNTII, D. J.
Ogilvy, Glaagow.
16,784. OloABJ:TU MAOUU."K, The United Cigarette
Machine Compa.oy, Limitod.-{F. J. Ludinqton,
Uniua State..)
16, 78b. GRAa8·¥0WINO MACBlNJ:S, L. Melvin·J ones, C.
McLeod, a.nd W. G. B unt, London.
16t~S6. SBAPINO MACWN.., J. K. Bogarth and T.
m caser, WaUsend-on-Tyne.
16!.?87. ABTu;TS' P ADIT Bona, L. A. L. Clarkson,
Kipley, Yorks.
16~788. MoroR CvoLliS and MoroR C&u, S. R. &taon,
J.ondon.
16!.789. UPIUOUT PUNOFORT:I ACTIONS, C. J. Coxhead,
LOndon.
16,700. Tov, T. Foster, London.
16,791. SULINO W u., G. G. Berry, London.
16,792. ScaooL DliBK8, G. B owarth, London.
16, 79S. BR.&..U Buloi.B, C. Vanderbilt, Blrm.ingham.
16,704. TROOK BOLBT&Ufor RAILWAY CAI181 C. Vnnder·
bilt, Birmingham.
16,796. WATCII&s, H . WUeox, Birmingham.
16!.?00. D&sTIIOVINO FOUL .A.lR in W&L.LS, J . Ridcnton,
J!ODliold.
16L797. M&ANS for OP&RATlNO SHlPS' Loos, G. Black,
LOndon.
16L798. SuPPORT for DBILLINO liACl:IINliB 1 J. M. H erring,
LOndon.
16,799. GA¥._, W. Andrew, London.
16~800. VAPORl8L'IO BYDBOCARBONd 1 J. Feathentone,
LOndon.
16,801. CVcu FITTtNos, J. F eath entone, London.
16,602. V&l L, M. B endrika, London.
16,808. AUTOIUTIO LU1lRICATOR, A. J. Boult.-{8.
A . Bol<U'II, F. B. Shmll<mt, and T. Couper, New South
Walu.}
16,804. Cvou BRAKEB, L. Colombo and E. Varcae,
London.
16,806. F oLDINO FIRJ:·ISCAPI11 G. B. and C. E . Va.st,
London.
16~806. AURIFilBOOII RIVJ:R PRoancroR, D. H cl. Reld,
LOndon.
16,607. Ov&Ns, H. Pootter, London.
16LSOS. F!TTI!SOS for EUCTRIO J...utPS1 H. McGowan,
LOndon.
16L809. KAoouriS for WABBlNO Dl8RIS1 B. F. Low,
LOndon.
16L810. lNSTIIOJimml for RKYL.II:CTINO, W. Youlten ,
LOndon.
161811. T OBAOOO PlPIS, B. M. WUI.ia, London.
16t812. APJ'LVI!SO EJJ:CTOR to BRAKU, F. Maseard,
LOndon.
16L818. Colollllll'liD VKN'!' Pllo nnd TAP1 A. R. Roe,
LOndon.
16~14. TRUTl!IO lNDIA·BUBBKB, W. Biggins, J. D.
1:1nnbury, and C. S. Gardne.r , London.
1 6l~l6. HANOVACTVR• O( ABTIFIOUL LII:ATl:ID, C.
Jto.rter, J. D. Banbury, and 0. S. Gardner,
London.
16!.816. lNCJI.IABfNO FURNACII CoXBU8Tl 01f1 J. Apsey1
LOndon.
16.817. FAOU. Siolf, A. Goldsmith and W. J . Bough ton,
London.
16L818. Box for BoLDtNo CoLL.AB8, &c., B . Bloom,
LOndon.
16L819. Oscn.uTINO Pl81'0l!l' APPARATUs, P. &main,
LOndon.
16,820. Powon P111'1'11, H . L. Gumacr, London.
16,821. )(oNo-II.Al.L 8YBTJ:.JI.8, C. Joly and C. C. B . MUlar,
London.
16L822. ENOI:ND, C. Jamee and J. W. B ornsby,
LOndon.
16,823. CoLOURll!I'O MATTJ:R8, R. B. Ransford. -{L.
Ca•~tllo. and w., Otrm4ny.)
16~!.!1 ELKCTM-PUATINO APPAJ\ATUS, A. J. A. G.
cha11 Londoq.
16. 25. Moox.oe for ABTifiClAL T&nu, T. Stee1o,
London.
16,826. ABTlfiCIAL Ta.rru, T. Stoele, Londou.
16,827. Buoxu, A. F. White, London.
16,828. STRAPS, L. P. Wollman, London.
16,829. BOILJ:8 FLOES and F'IRJ:·BOX.I8, D. B. Morison,
London.
16,830. LAIIIPS, J. Al!hwin, London.
16,831. SPUD 1NDICJ>TOR8 tor VxmcLIS, J. Delrcz,
London.
16~832. SMOKiil·CONSUJIDIO ArPA.RATOB, G. A. Doebbel,
LOndon.
16!.833. RI:PRODUOL'IO PooNOOllAM.II, W. F. Mes~r,
LOndon.
16,8!14. CoRlllSB RoLLs, A. J. Gates, L ondo n.
16,SS6. Pruto:nNo MACIIINJ:8, C. A. Bolknap a.nd
Automatic Addressing Macb.ine Company, London.
16,636. Sn.ut TRAPS, J. Bon.ar, London.
16 887. FRAJIINO DYNAMO MAOBINll91 Siomena Bros.
and Co., Llmltod.-{Si..,,lCn• arnt 1/CI.I•ke Akl~n­
Gutlllcha/t, Germany.)
16 8SS. FIRE Aullxs, T. S. Philpottand R. B utchison,
Lc;ndon.
16 839. MoroRS, Slcmenl! Bros. and Co., Limited, and
Lydall, London.
16,840. Po,aTADLK FRlliOBT CoNv&voRS, W. L. McCabe,
L iverpool.
16 841. PBOnUOlNO CoLOURJ:D E r••aCTS in FABRICS, Tho
Bradford Oyera' Association, Limltod, and P. Kl'als,
Liverpool.
16,842. ·r ov, B. Bardsloy, Liverpool.
16,843. CLOCKS, J . Butcher. Liverpool.
16,844. BOTTLE LABIWI, B. G. and W. B. Saunden,
L iverpool.
16,845. PRavn-ri:NO B o88as BoLTI!SO, F . Matth ew&,
Liverpool.
16!.846. SEAL LocK for Ml.tL BAos, A. A. S. Smith.
LOndon.
16l847. MOTOR CAllS, B . V. Weydc and B . J. Bonnell,
LOndon.
16,84S. BliUSll'II:S, E. M. Bello, London.
16,849. APPARATUS f11r :MurNo GAB, B. E. Oving,
London.
10l850. ELIICTRIO l ONlT:I!lS for B URN&Rll, B. B ergner ,
LOndon.
16,861. MOTOR, F. Prince, London.
16,8b2. PliBPOJV.TORS, J. Gell, London.
16LU8. PRODUCI NG MAOABOON PABH, A. Oetkcr,
LOndon.
1 6~864. CoLOURI!SO PL.UTIO MATliBIAL, P. Gonnclla,
LOndon.
16t!65. PRODIJOINO M&DIOINAL PRJ:PARATIONS, F.
J:1o.n.98on, London.
F.
-161914. LUBRICATION of 8BU'T81 A. J ungor, London.
16,916. BooTa and Saol8,
Cox, London.
16L016. DJ:Cx C&AIR8 1 R. L. Gamlen and C. A. Maby,
LOndon.
16 917. JILU,'UPACTORE of l NDIOO and [NTERKJ:DL\1'11
PBODOCT8, G. B. EUia.-{~Wt Cltin<VJI!t d.ll Uli!ltl
llu RMmt, £'Miti11Wilnlt Glllw.rd, P. Mmntl, et Carhtr,
a.
Franer.)
16 IllS. GRAXOPBONKII, J. B . Gardncr, London.
16:919. CouPLlNO TBAILEBS to Cvor..J:S, P. O'NcU,
London.
16 020. Fo&!Bl.ll D&VTCII: for AUTOMATIC FlAil Al.AIUCS,
B. Bowell nnd T he P earson F ire Al&rm System,
Limited, London.
16,921. RIIV.B811lL11 WAIJI'I'COATB, C. G. Grant, London.
1'}1 11:!2. PrrllOLKUK EN01Nll1 H. 0. Allsop. London.
16 923. fNCA.o'ID&seliNT ELECTRIC LAMPS, H. B. LBke.-
0.
(oennaL Hltctric Company,
United Statu }
16,924. EUICTBO·)(AONJ:TIO SWITCRJ:S, B. B. Lake.(Oe.teral Hlutric Coutpany, UniUd Statu )
16,926. CoNTRoL of E LII:CTRJO MoTORS, B. H. Lakc.(Ge>tn-al h'leclric Company, United Statu.)
16 926. RL'IovATlNO F ouNDBY SAND, H. H . Lake.-
(0L'71n-al Hltctric Company, Uniud Sl4ltl )
16,927. BTABTI.NO DxviCliB for H oro88, B . H . Lake.-
(GL'71eral Bltct.·ic Company, Umted Statt1.)
16 928. CoUNTII:R8 for ELECTRIC CIRCUIT BIIEAUBS, B.
B. Lnke.-(General.Bitrtric Company, United. Statu.)
16,929. RorARV MoTORS, 0. Dubols, London.
10.930. BRnCB·DLOCK MECBA.NIS» for ORDNANCII:, M.
Darmancler nnd A. Do.lzon, London.
16,931. PRODUCTION of Glii:L'I Dv&s, G. W. J oh.nson.(Kalle G1lcl
Germany.)
16,932. PBOD11CTION or SoLPsull Dns, G. W. J oh.nson.
-{Kalle and Co., Gtrm4ny}
16.933. MANOP'ACTURll of VAllNlliB, L . Koocbe and M.
Issleib, London.
16,984. Nn SuPPORTS for TABU T.&NNIB, T. W. Richard·
son and T. Seott, London.
16,935. SoUND·RKOORDlNO [N&'i1lU)~'T8, W. E. Clifton
and B. Oaksford, London.
16,936. FI...KllfBLK SBA.fT8, H. W. A. Fc~te, London.
16t.!l37. Boawo or COTTINO TOOL H OLDKRS, E. Nolle,
LOndon.
16!.9S8. Ll~OlD BJ:AT!NO APPARATUS, J. GodC3U,
LOndon.
16,989. E r..&CTRIO TRANBMlSBION, J. Lngardo, London.
eo.,
Sht J uly, 1902.
16,940. SoPPOBTB !~Jr BKJIR .BABRiilLS, B. Cox, London.
16t.94.1. I LLUllllfATION of OLOCu, J. T. Rarington,
I..evenshulme, neru- Manchester.
16,942. ADJ 08TAliLJ: SUPPORT, W. Wheeler, Lnngley,
SOli~ J uly I 1002.
near Birmingham.
16,948.
HACK SAWS, A. Cotton, Liverpool.
l6t!56. Cl:IAlN nnd GJ:AlliNO for CvCLliB, S. Mundell,
1611'44· Co\"J:RS for TR.ulcAR BuTS, J. T. Pearson,
JSOxeter.
tsurnJey.
16,8b7. FillliLlOBTD, A. Smiles, Bradford.
16,945.
DRIVDiO GLOVJI8, J. G. N!eol1 Worce~~tcr.
16,U8. TIIANSYITTINO E LliCTRIOITV, R. Po.ulson, B ovo,
16,046. Alii P uVl'B, P. ThoDillll ana J. 8. Marsland,
Su.a sex.
H alifax.
16,8b0. W1NDOW SABRIS, J. Lano, King's H eath,
I
0!.047.
1.98UINO TICKETS, R. P. Link and W. E. Rowlanda,
Worcestonhlre.
J.Jiverpool.
16,860. Conu;o PBJ:8S&s, F. Richmond, Burnley.
1d,861. INDICATING KLECTRIO COIIBliNT, W. A. Purdon1 16t!!48· ~PU.'NINO COTToN, T. Al!hworth and J. S. Gaunt,
Manchester.
J . Edmondlon, J . W. Daweon, a.nd Edmondaon ana
16,949. TSIIOUO B·WAY TAPS, J. Wcatley Manchester.
Purdon, Limited, Ballla.x.
16\,S:! P BODOCTION of Pll08PBORU81 T . Parker, Wolver· 16l~W. STOP H oriON, J. Chorlton and C. S. Lloyd,
m nnchaater.
pton.
16,868. Straoi CAL ELKCTRIO LAIIIPl>, B . J. Jaegor, Man· 16,951. RorARY ExlLt.uBTJ:BS, C. A. M'ackenlot,
London.
cheater.
16,9b2.
ENOAOJ:XliNT Rlllos, C. B. Cartmall, Blrml.n g.
16,864. DAVLIOliT·LOADtNo FlLJI S v&Tllll, J. E.1hornton,
ham.
Altrincham.
16,963.
MuLKB, J. T. Bo.ttenby, B cywood, Lancs.
16~.-865. PJ\EVENTINO PuNCTURE of TIAIS, S. Worsley,
16,954. BATCOE'T PllOTJICTOR, J . White, Pontyprldd.
.Huxton.
16,800. YA.Blf·SPINNINO APPARAT1'8 1 B. M. Oirdwood, 16,9M. TR&ATINO GAS Lu1x, J. J.,owdon, Bradford.
16,%6. CVLINDll.R PRI!STlNO MAODL,'J:81 B. P o.trlck,
Manchester.
Glosgow.
16~7. Pux..u~nrr WAva, W. F. Ooreham, Belvedere,
16l~57. OnRBliAD WIRliB for TRAKS, F. W. Bawdon,
.Kent.
NCWCB8tlC·UpoD·Tyne.
16,868. BOOT R&J:.t., W. Stoanoand C. Leo, Leamington
1G,l\58. CoMPRliBBID AlA BOTTLE, P. V. B aelen , Man·
Spt\.
cbcster.
16,Sil9. SxCURlNO BOOI'lliO PuTliB upon their BATTliNS,
111,959.
TRAN8PARliNT SION, J . B. Lambert nnd P. J. L.
E. T!Jrnor, Liverpool.
Woodtord, Londou.
16~70. CoRONATION Lli"K·SAVu'IO RAn, R. Chambers,
10,960. ScYTHE BLA.DJ: SIIAllPlll!l'llB, S. V. Boloussoff,
u umbarton.
Gial!gow.
16.871. Loo.JIB for WXAVINO LooPIID PILE F AB&IC81 S.
16~961. K.xvBoARDS, S. E. B unt and J. A. llacdonald,
Balme. BaUfa.x .
LOndon.
16~72. MAlroPACTOU of B.KABTIIRuos, S. Bo.lmo,
16,902.
ELliCTRICAL SwtTCIIll81 P. Kennedy, Wolver·
J::l ali!ax.
bampton.
16,873. R XCLODDSO DRArouTS, U. Tetlow, Bo.llfax.
16,874. TROLI.&Y PoLliS tor EUCTRIO TBAMWAYd, M. 10,968. PIANOPORT:I ACTIONS, E . Soubami and M. J.
Shimmell, London.
Small and C. Kerr.-(G. J. Tlum~.a~, UniUd Statu.)
16,064. EN VKLOPK8, C. J. RoUs.-{9. llf. Pltillippl,
16,876. TAPS, E . B. E vans, Gloucester.
United Statt1.)
16,876. STRIPPI!SO RoLLE.IIS O( CARDINO EN01Nll81 B.
16,065. REYOVlNO ACLO !rem WAT:I'll, B. Relsort,
CWJ, Oldham.
16,877. GRIP D1111BliLL, B. Roberts, Dublin.
London.
16,900.
RJ:VOLVINO PLATPORMB, W. E vans, London.
16t.878. VDTU.ATKD CVou B ANDU, G. R. Tbomaa,
16,967. RADICAL INSECT D&sTROl'liB, M. Meymon,
LOndon.
London.
16,879. .A.mrol.AR CBAMBII:B TvPliB o( RorABY ENOINU,
W. Buckingham Gls.sgow.
16!.968. RrroocsiNo NXOATIVIS, J. w. D'Antcr,
16&60· GUARDS for CIBCUUR SAWS, N. 8. Brown a.nd
LOndon.
16,009. WoRM WooLS, A. Rclchwllld.-(F. Krupp,
w . Dicldnson, Manchester.
16,881. RIFLK RANO&s, G. W. E dwarda1 London.
Gtrm4ny.)
16~~. VAlUABLE SPUD G.KAB for liOTOll V&mcus, 10,970. OoTDOOll SEATS, W. Waddington, London.
K. Sydenbam, London.
16,971. HAll:ll llR8, F. Donton, London.
16,972. GRAPl:IOI'BONll8, L B. Bogan, London.
16,883. Fl.eRI!SO BAIT, M. J . Boyle, Cavnn.
16,884. STOn or FlBlt B A.SK.J:T, J. J. Cartwrlght, Blr· 16,973. Oooa FAJ>Tll!Sllll8, M. A. Weir, Klngston-onmingham.
1 bames.
16t!Sb· CBlllli1IY8 for lNOAND&so&NT GAB LIOBTINO, F. 16,9H. WINDOW BAsS V&NTILATOR, T. C. Smith,
w. Bind.lc, London.
Castleford, Yorks.
16,975.
Wu;oow F AI>T&NERS, T . C. Smith, Oastletord,
16,886. SA VINO L IFE and PBOPJ:RTV from FIRE, C.
Winttln, London.
Yorkll.
16,887. Drn:CTOR8 of ELEcrao-JI.AONKTIO WAviS, J. T . 16.976. Loco, Tonkll, Umltod.-{0. Leurttte and H.
Armstrong nnd A. Orliog, London.
Poole, Natal.}
16!.688. HUDO UARD for J:iANBOJI CABS, R. Gough, 16,1177. TuRN8TILJ:8, A. M.anb, London.
LOndon.
16,978. SBA.RPKNI!SO and RrrooCHL'~O PENCIU, J.
16~,.889. PuBtFYlNO Fuiall and GABli'J, S. Elllott,
Landon, Wat ford.
16,979. TIIAN8»1TTL'IO Coii'PASS CARDS, Siemens Bros.
LOndon.
16~.-800. AI!CJ:RTAilllNO t he PITCH of MABrn Scuw
and Co.J. Limltod.-(Sinnenl and Ballkt Al:lim Omll·
.t'BOPJ:LL&Bil, A. a L owdon London.
1chfJ/t Citrm4ny.)
16,891. GAd APPABATU8, G. B. WhJttord, London.
16,980. Moani.NTL'~O WooL, 0. l mray.-{B. J1•11v,
16~892. GAB·B'J:ATI.NO APPLIAISCU, E. 0. B arvey,
Gmnany.)
LOndon.
16,\lSI. TaL&PBONE, C. Nord6n and A. B. Andcrsson,
16,893. SII:WlNO TBIM1lUB, H. Byron and B . J ohnson,
London.
Birmingham.
16,9 2. BOTTLIS, F. McLeod, London.
16,894.. EL&VATOR8 for Lo~oDDIO and UNLOAD£NO CoALS, 16t.!!SS. RAIL CoNNECTIONs for E t.llCTRIO TRAMWA \'8, B .
G. E . H olland nnd B . Johnlton, London.
.1:1. Lake.-{ContinuolU Bait Joint Company of Amn-~a,
16~89S. A HA..NY·BLAD&D TA BLE K.Nirx, G. Go.rda,
United Sto.U1.)
LOndon.
16,984. SKOONDARV BATT&JW EUOtRODliB, P. A. Gouin,
16,896. E LECTBJCALL V· CONTBOLLliD 8IOISAL8 for R.ut,.
London.
WAve, Slemen& Bros. and Co:l IAmltcd.-{S'irntm 16,0U. Un&.I I:LUASncn, B. Whltakero.nd H. Ebenrett,
and Bald:e .Aklie'II-·Outlllclw./1, Cltrm4ny.)
London.
16,897. SULPBUB181U> DYISTUYPS for P&UITINO FABRICS, 16,986. PRODOOINO Powaa GAB, B. H. Thwaitc,
0. lmray.-{Farb~&n-ke t•onn. Mewtn-, Luciu•, and
London.
Briining, Germany.)
10L987. ScoRliiO when PuYJ:No Ws1ST1 W. J. B ornby,
16!.898. TAPPlNO JAilS, S. J. Stiff and A. G. P . Trondcll,
LOndon.
LOndon.
16,983. H o&& J OUITS, A. L. Dugun, London.
16,899. !UcBANlOAL Tov, F. J. Satchwell, London.
16t!l_89. :KUCTRJO CABL.ES, W. T. H enley's Tel~graph
16,900. MACBIN"llll for GRINDlNO Gu..ss, W. W. PUking·
w orks Corupany, Limited, and B . Savage, London.
ton, Liverpool.
16,900. RoAD VII:UICr..&s, B:. Wakley, London.
16,001. RAPID 'l'aL'I&IT R.uLWAY8, C. E. Roth, London. 16,991. NAILS, W. P. Thompeon.-{0. M. J. 011L'71, li~
16,002. T&L&PBOl!l'& 8YIITJ:Illl, W. D. Watkins, London.
South Tl'altl. )
16,908. TimRMAL CBA.KBD CoNTAINKB for the SllKilN 16l9112. SIONALLINO, A. M. Martin and J. Tcnnant,
of AmllALil, C. B.. Bulah, Lond.o n.
J.JIvcrpool.
16l~· RJ:OOLATIIfO D&VICJ:S tor DYNAMO·&LII:CTRIO 16!.998. Coi'P&ll PuTJ:D Sn&.L L."'OOTS, S. Va.nstone,
.llAOillN'IS, B . B . Lake.-{General Bltctrie Company,
LOndon.
Uniua Statu.)
16!.994. CoNDUITS tor BuCTRIO WJRIS, W. L. McOowan,
16 005. CoNTACT FINoau for E L&OtBIC CoNTROLL&Bil,
LOndon.
H. B. Lake.-{Omtml E/cctm Co111pany, Unittd 16,006. F ORAOJ: CAPS, P . Stone London.
Statu.)
16,996. STllD:TPA.Vb:J:NTII,
Ft Lako.-{F. J. Warrt'lt,
16,006. ltUCTRtO CIRCOlT BRIIA.DB8, B . £1. Lako.Un iua sw.u•. }
(Omeral Bltctrie Company, Unittd Statt1. }
16,997. PAV&ll.liNTB, II. B'. Lake.-{WarreA BrotJ<t"rl
16,007. BYPOD&IIWIO Sva~o• for HXDIOAL P URP08ll8,
Compa11y, United Staltl.}
J . E. Bousfteld.-{M. &hacllmo.nn, .Roumania.)
16,998. TUBL~O JOINTS, F. B. Hathew8, jun.-{8. A.
16,008. CoKPRJ:811INO Ala, A. A. B umphrcy, London.
Mall~•. Soutk ~a.}
16~. H.loa~a for PRiliTlNO and l.98UlNO TIOII..J:TS, 16,999. P owaa ENOINII: Pu»P, J. R0881, London.
w. I. Ohmer, London.
17,000. ScRJ:W PRoPar..uBS, A. Lald.ler, London.
16,910. PuMPS for Bu,a, A. Crouzier, London.
17,001. A.o.IUBTABLK CaAIR8, A. Ad.lcr, London.
16,911. B1cvcu SuPPORTS, G. Brlaeoe, Liverpool.
17,002. Eucnuc CoNDOCTOBS, V. Ulwendnhl, London.
1611'12. TA.KINo and RI:J>BODUCI.No CLNliMATOORAPWO 17L008. S&LF·PBOP&.u.m Btcvcus, A. S. Blackman,
YIOTU11.1:8, L. F . B errmann, J. Swobod.a, and C.
LOndon.
Lutzenbcrger, London.
17t,Q04. ADVIlBTllllNO Al>PABATU81 A. W. zum Bach and
16r2~· l.NCBJI.ABnro the Px.ABTIO E f'P'lCT ot IUJ.JJU'II, H.
Y. W. Llchau, London.
~uee, Loodoij.
l7,005. 0Pmllf0 and OLOIIUIO 8l{l'lf MftAI. Box.IS1 G.
a.
•
THE ENGINEER
174
B. EUJ.s.-(.blanujad.•re DijO'I\Mi«du B~.«viu Pn711!t
Franrt.)
'
17!.000. LIOHTJNO Gu B01l.lnlla, 11. Schwab and H.
urcene and Son11, Llmlted, London.
17,00i. .Hnnoo of TR&ATJNO Eo<lll, C. &lnba.rdt,
London.
liLOOS. TswPUT for CosJNo Sro!lf'IB, P. Garrlguos,
LOndon.
17,009. B&ICit·PIUSSINO WEOJU.NI.Sll, L. and L. Bosson,
. London.
l 1t Auq•••t, 100"2.
•
•
17t.010. CoNliTROCTION of fi LKSCOPU, J. A. Collin.8on,
LOndon.
liLOn. CLARII'ICATION of LIQOIDI, T. L. G. Bell,
LOndon.
1'\012. .H&AY& for htPRKONATI NO Wooo, W. Angus,
LOndon.
n ~IS. SVliT&w or E LilOTRIC TRACTION, L. P. Grelg,
u ury St. Edltlund8.
l'Tt014. T811:ATINO INDIA·RUBB&a WASTE, B. B. Gubbln.s,
LOndon.
1'1,015. RoLU R BLIND FaRNITORE, J. J. James, Blr·
tnlngham.
1'1 01 6. BotLDI'NO BULB, W. R. Barcl&y and The
Britleh Unltod Shoe Machinery Company, Limited,
Lelcc!lter.
17,017. Wov&N FABRIC'S, W. E. H eys.-{Cllai:e F#Tru,
Franct. )
17~18. RooT& INDI OATOR8 for Ta.uul, G. G. Walker,
uradlord.
1'1,019. SIUI\PEN'ISO TooLS, W. Farnlsband J . McCann,
Bradford.
17,020. E xTnlooPaon, E. Clegg, Looda.
17,0'11. Eso rsu, A. B. Brown, Glasgow.
17.022. S&eoi\JNO BUTl'ON8 to BOOTS, H. G. Barkby,
Stoke-on·Trent.
1'7,0'.?3. WARP SI ZJNO 1'-'cnrn:s, E. Donn.ard, Man·
eh ester.
17,0'.?1. B ooa.w.uo'a HELP, A. H. V. Campbell, Nalfer·
ton, near Dritl!cld.
1'1:~25. ltlACBINIII for Cl.c.um;o BOTTLIIS, T. Hill,
l1111L
17!026. TRAXCAJ\ SEATII, W. T. Grant and W. H. Bill'·
ow, Mr.nelicatcr.
17,0\!i. VassJtL-SIJAPm GLASS Boon:s, 0. &bott, J ena,
GermDony.
17,0'2 • POST CARD, E . Blumonthal, Liverpool
17,0'.?!1. Powo~:a.I> MALT PREPA&ATION, J. J. Giles,
Oxford.
17,0SO. flARNKSS, K. WUrth, London.
17,031. MARINO WRUTU8 nnd GARI,oUfDS 1 J . Men7.cl,
Dreildon.
17,032. FRUIIS for MOTOR CvCLI:S, J. Featberstonc,
London.
17,033. HARIIEiB, T. M. Cannon, London.
17,034. B ATS, Coo}>llr, Dox and Co., Limited, and G.
Wlldman, London.
17 035. MACIII!IJtll fur CUTTINO SUOAB, F. Scbolbler,
London.
17,036. BULLII:T SCRRJIN8, W. A. Wetbcrall, London.
17,097. LoCKINO B&ADS or CvoLllS, G. A. and J. Dow,
Stratford, E KSex.
17,038. Looo•oE B oLDER, S. Goodman, Worksop,
Nottingbamah.lro.
17t.039. ATVOBPBERIO SPIRIT LAwP, W. R. Murray,
LOndon.
17,040. P ozzLE, L . ~onzwelg, London.
17,_041. StONA LLINO DEVTOE for LocKB, C. Franko,
LOndon.
17,042. SBAPINO HltAD3 OD META L UnCLES, 0. Lankborat, London.
17,043. MII:TAL BAR·COI ruro A.PPAAATO&, 0. l•nkhorst,
London.
17!.044. CoUPI.L'IO RAI LWAY WA001'o'81 G. Parrott,
LOndon.
17,045. SIOHTil for QOlCK·PUUl\'0 Ouse, E . H. D. Lloyd,
London.
17,046. STOPPOIO RONJ.WAV H 0881:81 a H udgeU,
London.
l'i,047. MLU18 for AERATTNO Bua, E . C. Harvey,
London.
1i,o.&S. CARIUAOU, S. H . Grover, London.
11,049. CoB811:T8, D. Kops, London.
17,050. Coasna, D. Kops, London.
17,051. APPARATUS for CoTTINO SoRIWII, E. D. Gowau,
A. W. iU. Keen, J. D. Hllonbury, and C. S. Gll.rdner,
London.
1'1,052. H 08TARD POT, A. H . Cotton, London.
17.053. SrovEJ, A. Dnvldov, London.
17~.5 l. RAiLWAY StONALI, A. Emerson and A. S.
u ovandcr, London.
17,055. DOWPINO CA8S 1 J . J . Soudor, London .
17Low. STuw ENOlN& P ACKINO D&vto'l, V. Schwabe
LOndon.
17L057. Swztl'rNO lllAOBINU, C. A. Green and H. E.
Larston, London.
17L(NS. WATCH POCKET for L ADIX.S' BE LTS, F. Speldol,
LOndon.
17,059. FrTTL~OS for Wumow BLTh"DS1 P. Philpot,
London.
17,000. TILINO, G. IJ. Bonnett, London.
17,061. RI: PAIRINO PNIOKAnc Tmxs, Turcat, H tlry et.
Cl e., London.
17,062. H &ASORlNO OUT or LIQUIDS, J . V. WUson,
London.
17,063. MARKINO lNK TllANc11'1t881 J. F. Tborpe,
London.
17,004. J~La CLOSORX.S, W. B. McCroslcy, London.
17,~. TRUCKS, E. Peckbam and W. 0. Price, London.
17,066. Loow SBOTTLI:S, E . G. Ferrolra, London.
17,007. Loow SBOTTLI:8, .E. 0. Ferrelra, London.
17,068. BALLOOS81 B. Mann &nd C. A. Bollason,
London.
17,009. DuP BoaL'iO A.PPABATUS, B . Verbunt,
London.
17,070. PRODUCTION of E:MBROIDUY1 B. Dallcbow,
London.
17,071. RAILWAY TICKII:TS, F. Spencer, London.
17,072. H A.!IliFACro a JNO EHVII:LOPI:S, C. B. Bcrgmann,
London.
17,073. Ta.oLLI:Y Svwn ncs, W. P. Tbompaon.- (.d.
Wauo11, Uniud Sto.tu.)
17,_fY!4. SI:ATS for Us11: ou TRAMCA RS, W. J. Kerr,
Lnerpool
17t.076. LIYI:OOARDS fo>r TaAWCABII, &c., 0. H organ,
Li verpooL
17,076. DI:YtOICS for LOWKRIJIO BOATS, A. G. Dunning,
Li verpool.
17,077. RJ:SIN S1z1, F. and H • .Arlodter, Liverpool.
17,078. CASll RJ:Ol8TE1181 B. H. ~ko.-{R. Y. Pwct,
Uniud Statu.)
17L079. HoLDlNO&nd Pausmo TaooRB8, Jk Sllvcnne.n,
LOndon.
17,080. BRAiliiS H. Ehrhardt, London.
17,081. PIPIIS,
McGIUL..London.
17,082. RJoJL J oJMTS, E. K.. A very, London.
17,083. RoLu, B. M. Gcrardln, London.
17,084. CoPPI:& BXTRACTIOif, Von G. Copper, Limited,
and A. von Gernct, London.
17!.085. RAamo C!Luu, W. H . AAh a nd H. Green,
LOndon.
17,086. E :oro1n GovrRifOM, A. J. J one8.-{Th.e Conv
pagn~ J>v.plu, Frantt.)
17,087. RJoJSI:NO CAJ\11JAOJ: Wuroowa, W. F. Wllllams,
London.
17,088. BoTL&R8, J . Y. J ohnaon.-{TM Sod.lU Bridri:z:,
Lt.dait't t1 Cit. Franu.)
1i,O!I9. GATI:S,
KJncald, London.
17,090. APPUCAnON of ACTO, 0. W. Jobnson.-{Kallt
D.
J
and
eo., Otrm4ny )
17,091. Borrot~e, P. J . Badorlf, London.
17,092. CARIUAOI:S for OJU)NAYCJ:, H. Ehrhardt,
London.
17,098. LATDI: AoCI:S80aru, J. Wright, London.
2n·l .A vlfl~t, 1902.
17 094. E L&CTRIO WALL CoOl'LJNO SocKlml,
A. 0 .
Davle8, H . W. Kent, B. G. Stewart, and G. Ewlng,
London.
17,09~. W01oow BLI ND Oono, F. R. B od(C81 Stroud,
Glos.
li,OOO. S &ATS, F. BIU'tt!bome, S&Hor <l.
o.
17~.
w...ooN
BJI.AJ(J:S, M. Barr and J. Betwick,
Huxton.
17~8. MII:T.AI.LIC BANns and BnTS, J. T . Whltehouao,
u lrmlnghAm.
17,099. L~:vus, G. H W&lt, Lolcc11ter.
17,100. KNITTINO lUc m Na, 0. Sowter, W. I. Jamcs,
aud W. H . Dorman and Co., Limited, Stalford.
17,101. Cauumy POTS, B . Blddlo, W11nchoster.
17J02. .APPLLUICE for Uu with MANI>OLJ!If'IB to
t'U:VL''T SLIPPtNo, J. Donham t.nd C. Calluru,
Sheffield.
17,103. Su PPO&T8 for CYLJND&liB, T . A. Judge,
ShefBold.
17,104. CABLVJ:T, A. T. J. Cutmoro and G. Davles,
London.
17,105. UouLLJoll, W. Smart and B. Spencer,
H &nche8ter.
17, 106. OVE1lB1LU> Ta.oU.&Y LINJ:S, IJ. S. Cowx, Man·
eh ester .
l7t!_07. PORTABLJ: WA LLS Or Ji'L'i01:8 1 W. Tbompaon,
wexlord.
17t!_08. CIRCULAR Jd.ACKJ.N'U for K-'IITTIN~ G. Sowter,
w. l. J amos, and W. H. Dorman and 1.;0., Limited,
St&lford.
17L109. Ta.&NswrTTINO:MOTJON, N. GoodlorandT. Polllt t,
Liverpool
17,110. MEANS for FJo.STENlliO BoOTS, J . J enning11,
Sidmouth.
17,111. Wuu:LE88T&LJ:ORAPHY REOI:IVEll, L. H. Waiter,
London.
17,112. CARBVTNO COllTJolN81 L. Summerflold,Newport,
Mon.
17,113. CYcU FaAW:SS, W. Stl.rloy, Coventry.
17,11 4. LAc E Jd.Jocnnra, F. N. Hobson &nd W. B. Cl&y,
Nottingham.
17,115. F RJti·WBIItL, W. Fteetn.sn and W. E . Stall&rd,
Birmingham.
17,116. SWJVJ:L Rn~os, G. Yardley~,..Birmlngham.
li,l17. Ton.n DJ:VIC,!, H. Frya.r, u erby.
17,118. lUJL·CJo&TS, !1. E. Llnd6eld, Derby.
17,119. PROITL~O for the BLnn>, J. W. M'l..areu,
Ola.sgow.
17,120. NJoll..~U.XDIO 1'-'on tNu, W. H . Dorman and
W. B . Dorman and Co., Limited, StalfoTd.
17,121. HOSPITAL WATER.CJ.Oeii:T, W. B. Seward, tainos,
Middlesex..
17,122. lNK BOTTLI:S and SPONOitS, J. Menagb,
Glasgow.
17,123. CBAJ\OINO Rll'LI: .HAOAZI!fi:S1 J. B. Tborncycrort,
Gl&sgow.
17,124. ALBows, J. McQuoent...GI&sgow.
17J25. SPINNTNO H ULx.s, J . H . Waln and B ow11rd and
u ullough, Limited, Accrlngton.
17,126. PBoooctNo APirRIENT HJtDICINI , B. Mondllcbt,
Manch ester.
1i,127. EU:OTI\iO RAILWAY CoND(1ITS, w. Cope, Blr·
mlngham.
17,128. .A.NcnoRS, J. P . S. Lawren ce &nd T. D. Zell,
Manchester.
17,129. J oos, H. B. Horn, London.
17,130. FIR&·ESCAPa , J. R. Boguo, Manch ester.
17,_131. CoNDEN8KIUI for DJSTJ LLAn ON, C. H. Crlbb,
LOndon.
17,132. M.ULNOPLAT& MOOLD81 H. WUkln.son, Stock ton·
on·Tees.
17,133. TaADI:Sv&N'B SAPrtY E:r PRI:SS, W. H. Dlckin,
Twickenbam.
17l~34. LAX P HoLDI:R8 1 L. H. Newton and R. R. F.
~evllle, London.
17,1~. SWJTCau, L. H. Newten &lld R. B. F. Nevllle,
London.
17~136. Ll.liPS, L. H . Newton and R. R. F. Nevllle,
LOndon.
17,137. R&ADiliO DaK.S, W. Davey and H . SmJth,
London.
17,138. LrNKINO 1'-'cmns, W. H . Bl&ckburn, E.
H ouldgate, &nd J . Davlo., London.
17,139. Hlt'llrBBilABTliiO HACB U."':81 W. J ackson and
H . N. Pochln, London.
17,140. Bilouu.nNO the DROP of the PLVDOLUitl
In CLOCKB, B. Outmann and R. Schmldt, London.
17~,14 1. AOTOXATlC BUCTRIC.U. SWITCUJ:S, A. 8. Adler,
LOndon.
li,l42. SwrTCRX.S for ELI:CTlliOALCtaoorTII, A. 8. Adler,
London.
17,143. E UOTRIO POWI:R SY8TEW81 A. S. Adltlr,
London.
17, 1«. PLJo vmo BALLI, E. Kompehllll, London.
17t.l45.
VAPOORISO TRouoa, W.
R.
Jeavona,
LOndon.
17,146. FLExrRLE SIUrrJNo, E . WUson, l..ondon.
17,147. STOPPINO LJtAKAOU in VA.LVIS, 0. w. Pblllips,
London.
17,148. Hoou and Evu, N. D. Garls, London.
17~149. SliOK& PREVENTJNO DEvtCE, W. S. H ughos,
LOndon.
17t.150. SOIL Loos&NTNO APPILIUT081 F. Pe.wol,
LOndon.
17,151. StrROICJ.L TRusSJts, J. B. Glpps, London.
17,152. H..&..>miNO Scut'OLDS, F. Neulold, C. Bartach,
&lld M. Schmidtt, London.
17,153. CLAitlP I RONS for 8oAPPOLD8, F. Neuleld and c.
Bnt.scb, London.
17,154.. GAB and AIR Mu:allS, D. J . Archer, Livcl'J)OOl
17,155. ELECT'Btc.u. FOOT Wuwi:BB, D. L. J . Broadbent,
Liverpool
17,156. CoLLAPSmL& SLmou , J . Hauter, Liverpool
17,157. TE.NTS, C W. H uson, Li verpooL
17,158. PnOTOORAPmc CAXIIUS, B. J. Colllngwood,
Guildford, Surrey.
17,159. C10AR B oLDEIIS, J. Penny, London.
17, 160. LI:Y&LLL'fO INSTROV~, J. Wetter, Croydon.
1it.161. TooL HoLDD for LATBIIS, J. 11. B. Colllng11,
LOndon.
17, 162. STO:~>"IS for PuvrNo GAXa, H. B. Woods,
London.
17,163. BLANKS for PHONOORA.PB.8, C. H. Kriegcr&nd
G. H. Burt, London.
17,164. AOTOioiATIC BnLINO Jd.AOBIBX, T. llcArdle and
J. A. H cKee, Bellut.
17,165. RooFS, B . Scbeurieb, London.
17,1611. DRAINAO& llfSPXOTION C11AWBI:U1 W. Il. Allon,
W. J. Elaworth, and W. Harriman ana Co., Limited,
London.
17,167. UlllnRELLJo CLIP, T. and J. E. Fazakerley,
Accrington.
17t.168. ENOINE V.u.vu, W. B. Lake &nd E. F. Elliot,
LOndon.
17,169. PRiliTINO MAOBDI'I:1 P. J on.scn.-{/. MClt'fiUckt,
Germany.)
17,170. DI:VtOII: for PowPB, E. A. WahletrUm, London.
17,171.
WATJ:Jl>TOB& ST&Alo! Bon.xas, J. Ballot,
London.
17,li2. BoRrNO H.&cnnru, G. WatldDJ, London.
17~173.
EUCTRIO STATION INDICATOB81 F. LoMdJ,
LOndon.
17,17-l. PatNTINO lfACBINU, Tbo Printing ArtAI Com•
pany, Limited, W. Bl&ck, &lld F. H. Vowbray,
London.
17,175. TRIATW&NT of G&KJ:N SoOAR, H. P11o88burg,
London.
17, 176. DooR Ca&eK.S, H . B eaaler and 0. Kron,
London.
17,177. Soou MouLDS, H . P81!11burg, London
17,178. CoVDLNO Soo.ur. In MouLDS, B . Paasburg,
London.
17,179. PoNCBTNO APPARATUS, F. Lloydand tbo Ticket
Punch and Beg!ater ComJ&Dy, Limited, London.
17,180. F1U·IISCAPIIS, J . W. Weddcrburn, London.
17,181. PuvTNO BA LLS, E. Kempshall, London.
17J82. CowB!Nm F8U·WIJUL1 W, WUey and J . W.
& yliBs, Blrmmgbarn.
5tlt AufiUit, 1902.
li,l83. APPARATUS for Bott.ll!O WATE.R, 11. H clntoah,
Glasgow.
17,184• .Hos1o.u. INSTROli'&NTS~,..O. F. Smith, Leods.
17,185. W&A Vt!IO Loowa, J . T. t'eanon , BurnJcy.
17,186. MAKINO FLOW&R·POTI, 0. B. 011o1100lgne,
Coventry.
17~18?. OlRctJLJoR KlnTTINo MAOHIN'L'I1 J . C. Moore,
LClcestcr.
17,188. NoSisAosfor fUJ>~NO B OJ'8JI81 8· P. p elaha1e,
f..ondon..
.
•
17J89. Dan'UIO G&AR, J . Collet and W. Scaddcn,
uorset.
17,190. H oa, R. P. Yatcs, Birmingham.
17,191. A.PPLUNCE for STORJNO 1011, F. T. Bond, Olou·
cest~r.
17,192. RoTARY MOTOR., W. H. Weight, PeJ>arth,
Glam.
17,193. B&Ncn Plr.os, B. P. Smith, Worcester.
171194. DB.AW·PI..IJI:8 for OVJ:n, J. B. Cox, Blrmlng·
nam.
17,195. KI:Tn.Jts, C. H . Archer, Ll vc.r pooL
17,196.. ELECTRIC HunB81 L. M. Waterhoute, Liver ·
pooL
174!~7. Mot"'''ll · aaXJNo 1'-'c a ln, P. W08twater,
u yaart, Fileshlre.
17l198. TRA PS for BATHS, J . J acklion, Hamilton ,
Lana rkahlre.
17,199. SPROIXLJtllS, J. Ttlylor.-(0. Dittlerit'i, On-·
many.)
171200. SAJ>oL&S, J. P. Blcaoa &nd J . Janson, Blrmlng·
nam.
17,201. Boa~ A. A. Arnott and Tbo Arnott ldght
a od Burner Companl• London.
17~202. DYNA:IIOS, li'. 'I. Weldl&w and F. L. Barnoy,
LOndon.
17,203. RBSILIENT DEVICE, C. A. AlliBon.-(C. .A. Bar·
nard, Uniud S tate1.)
17t.204. FLE.'UBLE CoNDUiTS, 0 . A. Lutz and T. E. Qulnn
LOndon.
17,205. LAora' Dsass·HOLDI:R, W. Tretter, London.
17,206. FLosarNo CL6HBN8, G. A. Clork, London.
17,207. N'OT·LOCKS, J. B. Uren, London.
17,208. DISrNFZCTINo a ... ra.oa asJtBs' rmTRow~:NTS,
A. Schamba.cbor, London.
17~209. JiANOJt·KUPlNO TI:LI:S('()PJ:, T.
Y. Baker,
LOndon.
17,210. BJoJR·Pil!S, K. D. Stevenson, London.
17,_211. Ph'TOKAnc TIRJt CoVIM, L. Jobn.stone,
LOndon.
17,212. Wu vll!o Loows, J . Crawebaw, Coloc, L&nca·
shire.
17,213. Ptntf7VINO GJoSU, A. G. Bl'Ookee. - (Tiu
Dro 11ch •Lu.umbu rqi4dt.t lkr(11Urh·1•7UI. ·Flu tlt'lt ·Attitn·
OtMU«ltaft, Gtnnany.)
17,214. TaaTLI: TRAPS, E. J . Rusk , London.
17t!111. Lin:.oo.u~oe for TlLAJoiWAYS, E. Spencer and
w . Forber, London.
17~16. '' l'\OltOKBINO BuM, " J . F. Lanlni and C. B.
t'ost, Cleveland, Ohio.
17,217. Lln:·SAVIl!O A.PPARATOB, D. Wllao~ Dundee.
17,218. MltonAYJc.u. MOTOR, M. F . Jonea, LOndon.
17 219. TREATMENT of MII:TALS, A. A. Fris and The
British and West African Agen cy and Trading Corn·
pany, Limited, London.
17,220. EUCTRIC RAILWAVB, H . H. Lake.-(Otneml
Blutric Comp~~ny, UniU:d Stalu.)
17L221. APPARATOS for Ru•u PRACTIC&1 C. A. Sporrong,
LOndon.
17,222. ELECTRIC CRA.'O:S, F. W. S. Stelces, London.
17!!23. SIONALLrl!O H AOB.Jl!ll:l!, H. L . .HcGowan, Now
Hrunswlck.
17,224. Cona for MANBOLJC81 E. Parry, F. W. Bidder,
&nd E. J. Scown, London.
17,225. B&Lnl!O for Jd.Jocann:Bv, H . H . Lako.-{J. (}.
Jorda.n, UniUd Staitl.)
17,226. ST.LBTil!O TIIJoiNs, J . B. Blood, London.
17L227. Co~>'STROCTJNO TuNN&LS, J . Breucbaud,
LOndon.
17,228. Caos DINo lhLLS, T. Plll'ker and The Ollvcr
lUll Compon,y, Limited, London.
17,229. T&I:·&QOAJ\11:8, R. Ball, London.
17,230. VJJ:LOCIPJtDitS, 0. A. NiBbet, London.
17,231. BltCEl \'INO STOCK (rom a Pan.'TtNO KACBtllll,
C. G. HarriliL London.
17,232. RIVII:T l1L\TTIIO &nd DI8TliiBUTJNO SYI>Tnlll, V.
R. Browning, London.
17l23S. RJtVIlRSil!O FRICTION CLOTCIIIIS1 A. H. Swoder,
LOndon.
17t234. Boctu.n, J . B.lllk'hcll and L. A. Dame.ln vWe,
LOndon.
17,235. CLEA.."llNO the I NTJJ:RIOR8 of CASKS, A. J . Boult.
-{L. Brou.~: a7UI. R. Ortqoirt, France.)
17,236. 0LASS·PR.I:S81NO MACJJDI'K, B . Sefton·Jon ca.(J. A • .A .'Mid a7UI. C. ;}/. Cla rh, UniUd Statu.)
17,237. BOT·WATER Hunso A.PPARATOBI8, B . V.
J orgensen, London.
17,238. AoroWAn CALLY LIORTTNO GAS LAWl'S, T. F.
Westenbolz, London.
17,239. Wnmow SASH, J . Mosa, London.
17,240. TaE.ATWn.'T of OB.JtS, 0 . B. Blenkinsop, London.
17,241. BASK.ET-loL\KINO HACBINU, E . Horton, London.
17~242. Taucx FaAXI for RAILWAVCARll, J . M. Ha.n aen,
LOndon.
17L24S. TaocK FB..um for RAI LWAY C~LRS, J. H . H anson
LOndon.
17~. OIL CAPS for WHULS or VJtiJICLXS, J. A. B.
wcsJey, London.
17,245. FILTEB BAo, L. R. Payno, London.
17,246. AoroKAn o DooR-OONTROLLJNO MltCHANISw for
BoLLrNO STOCK, A. Ftoabtn.sn, London.
17,247. :M.uroFACTORE of WRA.PPxa.&, J. McKoa.n,
London.
17,248. Do011LL~O CLOTH, J. H cKoa.n, London.
17,249. Da.oP BOTTLI:S, Dr. Becberu ot Cie.l. London.
17,250. RocK DRILLS, W. Brady and W. " · Spencer,
London.
17lUl. SuPP08TIUI8 for GAJ\)(DTS1 W. L. Dinsmoor,
LOndon.
17,252. ME"-~8 of l NYt.AnNo BALLOONs, X. T. Braarup,
London.
17~S. E L'IlCTRIC.Al.LY NONo()()NDUOTL'IO GLOVI:, F.
t;ckert, London.
17,254. SJtCURINO ELJo8TtC Tula, W. F. Wl111&me,
London.
17~255. CooPLINO BJon.wAv TaocK.S, J . T. Woode,
LOndon.
17,256.. PuJtroTAnoN LocKB, W. Beebe, London.
17t.257. PaoJ&CTL'iO tho Tu111: on WALLS, Dr. F. H1rt.h,
LOndon.
17,258. SI:PJoJU.nl!O CJoSEL'i 1 A. Spitteler, London .
17L259. Mn.u. TAO·WAitll!O ltlACBL~U, F. C. Crowe,
LOndon.
17L200. E u:cnnc LJOBTJNO A.PPA1UT08 1 a McGilllvray,
LOndon.
17,261. STux SuPERBI:ATilll8, W. SISBOn, London.
17~262. F'os..~AOI:S for Sn.u~ Bon .I:BB, C. A. J ones,
LOndon.
17t.26S. SEPARATTNO OIL from WAna, D. B. Morlson,
London.
17,264. APPARATUS for REI'RIOE8ATIN0 1 N. W, Condlct,
London.
17,265. GAS Paoooci:BB, J. A. H errick, London.
17,266. DI6TA..~OE IIIDIOATOR (or VI:IIJCLIIS, 8. Stllckgold,
London.
A UGUST
15, 1902
17,288. 8K I8T FUTm~w.&, G. W. Romalne, Olas~w.
17!..284. MOTJ \"11: &ANo n RlFL• TAROn , P. 0 Carroll,
~utheea..
17 285. RoLI.DJI &lld Bou.&n CoVDINO, J . W. Camp1
ocll, S&ltalre, York&
1 7~,..286. FLVTNO MA.csurss, A. Weczera and L. W.
uroadwell, London.
17,M. CoaJUCLJ: 8.ABNJ:s8, J. Colca, Taunton.
1 7~,..288. DRil!KlXO FoOl>"UU.'B for POOl.TRY, W. G.
& xter, Great Grimeby.
17,209. FoLDtNO Boxa, G. E. Davies, London.
17!.200. H.urtri'ACTUBJt of an IKPROVJ:D On., W. A.
omlth London .
17t.291. OccoLORIBINO FtB&I:S, W. M. Binnle and 0.
Lugo, London.
17,292. SNAP LocK or FA8TilNINo, 0. 0. &nd G. A.
Joeeph London.
17.293. STUCCO and PLASTJ:B WoRK, L. B e uvelB,
London.
17~,..294. CoVJJ:RlNO up th e EYU of RUNAWAY H OB8118,
JIO. F . Schmldt, London.
17,2!15. R~:oouTil'IO DJtVIOJt for E :tPl.OSIOII MOTORS, F.
F. Rolchcnbach, London.
17,296. TltA CoNTAnor.R, H . H udgcll, London.
17~,..297. GAS..OitNliRAnNo A.PPAJUTOS1 F. Bau k o and 0.
Jf\Jchs, London.
17,298. ATTACBINO TiCXltTfl to H oSiltllY, G. Hugbcs.(B. Rndd, Cape Colony.)
17t299. Ta.uTlln.'T of CoKYlNUTEI> Wooo, A. Clae.<~en,
LOndon.
17,300. AIR Cox PRI880B8, J. Vlvian, London.
17LSOl. GOLF B.u.L M.uroFACTORJt, C. T. Kingzett,
LOndon.
1i ~302. UTt LISil!O LIQUID Full:I., B. H. Tbwalto,
LOndon.
17,803. BoRNIM, L. Boil, London.
1 i lS04. H .&can."EBY for STAJ\l'INO BACitS, L. BeU,
LOndon.
17t~· B aa~cltll for H EAl'INO GllNI:1UTOB8, The Albany
.ll!lnufacturing Compr.ny, Litnlted, and F. Lamplough, London.
17 S06. H ANT'PACTOU of FlBE·LJOKTEliB, J . M. Andcr·
am, London.
1i~:11)7. CIOAB MAKL~o, B. H . Snaveley &nd T. B. Keller,
LOndon.
•
•
SELECTED AlriEBICAN PATENTS.
J'rqm tM UniUd SUJlu Patent-ojflu 0.8feial. GtJUttt.
693,629. CooLJNO E XPJ.Oei VE MOTOIIS, T. lofyn-1, Ntle
l'or.l:, N. Y.-Filtd Ftb1-.•C1r!l 14th, 1001.
Claim.- In Rn explosive motor, the combination Gf a
cylinder, a plurality of ribs extending longitudinall y
upon the same, a j&ckct surrou n ding the cyllnd<'r and
provided 1'ti th an air inlet near the exhaust, a n
annular SIJ6CC arranged between t he jacket and tbo
cyllndt.r surrou nding the lower part of fho latter below
the ribs, a fan mounted upon the crank shaft to rotate
therewith, a cuing for said fa n , and a puaage
communicating from the aforesaid annullll' space to
1111ld fan cuing, together with ribs u pon the bead or
tho cylinder aurroundln~ tbo exhaust plltsagc, s&ld
ribs being arranged to deflect a current of &lr Into tbo
pR888ge l'xilltlng between the various longitud inal
ribs.
693,231. DJ:VTCE POll SEVJJ:RlNO BoLTS, Rrvtml, &o.,
F. A . Cartn-, Chkago, ilL-Filed April 24th 1901.
Ctaim.- Jn a device &dapted for m&nual operatlon u
a tool or implement for cutting bolts, rivets, or the
llko, the combination of cutting memben, a handactuated force p ump, & fluid re8Crvolr having a v&lvod
paa&aiO communicating With said force p ump,
bydraullc-preaure devices adapted a nd arranged tO
com m unicate power and motion from eaid band·
operated pump to u id cutting membenJ, &aid p ump
h&vinf a v&lved peesage comm ui>icating with said
b ydraullc·presaure devices, the vslve between the
pump and rc.eervolr opening when the valve between
(693,231)
6tll AVQUit, 1902.
17,267. BLECTJI.OSTAnc VoLTlaTI:B, W. Tbomaon, Glaa·
gow.
17,268. Coucnl8 and BltD8TlW>e, J . Watklns, Kingll·
ton-on·Thames.
17~69. RnoLVINO Wnmow·s.un:a, H . J . Bl&ckweU,
Worcester.
17,270. BA.NDOI.rns, 0 . W. Smart, Birmingham.
17,271. ELI:CT.RIC TR.UICAR Go.un, T. E'. Ren frew,
Gl&agow.
17,272. N&eD for OIL DlUJllS, W. A. Ml tcb ell, QJu.
gow.
17,273. Loows, Butterworth &nd Dlck.IDJIOn , Limited,
and T. Brooks, H&llfax.
17,274. OUTSIDE S&Al' for TRAVCAM 1 A. llack le, Glu·
gow.
17,275. Cvcu CtoTCn, A. H. Glllllon , Leeds.
17,276. CARD CABJt, T. WUcox, Birmingham.
17,277. BAO for B oLDOIO WooL, B. E. J:iugh 011, Newton ·
le-Willows, La.ncuhire..
17,278. AD.r08TABLI: CiLull8, W. S. McLonnan, Ola.a·
gow.
17,279. MOLnPLYil'IO BACK.S for CA;~BRAB, J . H. Tr.ylor,
Cambridge.
17~. Wuvn;o T onED P rLll FABRICS, C. H . Landen·
ger, lil&ncbester.
17,281. STEAM Ta.u>s, W. J . Poole, Glasgow.
17,282. Fa.uta for PuOTOOurus, A. B. Goodbf, Blr·
flliD~batn.
-
the pump and hydraulic-pressure d evices cl06e&, and
the v&lvo between the p ump and b ydraullc·pr C8Suro
devlcos opening when the valve between tho pump
rmd roser volr closes, wh ereby fluid may be drawn from
the re8ervo1r Into the pump &nd then forced from t he
l&tter Into tho hydraulic.pressure devices, and & port
or passage whereby the ftuld le returned from thQ
llrdraullc·preasure dcvl~ to t h\1 ~Id r~rvl>tf·