1890 October 10th

OCT. 10, 1890.
THE ENGINEER.
THE MANCHESTER SIDP CANAL. l
No. 111.
IN laying out the shlp cana.l, the engineer had ma.ny
p oints in h is favour ; indeed it would be difficult to find
a.nother entrance into a thlckly p opulated district left so
open for the enterprise. The Duke of Bridgewater's
Trustees having purchased the l\Iersey and Irwell
Navigation Company, in 1844, allowed the route to
stagnate. They could deal with the Manchester traffic
on the Duke's canal, m ade by Brindley, and only used
the river in times o f frost and for an m significant tra.ffic
with Warrington; indeed , la tterly, a. few boats carrying
night-soU from Manchester were nearly the sole users of
thls na~·igation. Manchester stood by and allowed the
competmg wat erway to be a bsorbed, and for the
ndvanta~e of possessin~ the resources of their riva.l to
prnctica.lly close the mwigation, the BridgewalerTrust ees
285
lengths of straight and curves, with a radius of a. mile
or upwards, except in two places.
The Parliamentary plans showed the p osition of the
Eastha.m locks to be near the foreshore ; in fact, the outer
a.nd larger one was entirely below the dry land on the
side of the estuary-Fig. 1- but Mr. Foster 's Committee
altered the line of canal, and the lock is being built
100 yards further inla.nd, in accordance with this d ecision.
From Eastham the canal follows somewhat the sinuosities of the shore, cutting through projecting points
of land at Pool Hall, Sto.nlow, and Ince; these promontories, as well as the one below ltuncorn Bridge,
being carefully preserved so as to prevent the embankm ent of the canal, when formed below high-water
mark, acting as a. training wall and inducing a. flow
of tide along this portion o( it. Above ! nee the canal
cuts through the marsh land opposite Frodsham, where
o. low embankment is formed-page 157, &ection No. 1-
on the n orth side of the estuary, and from the incursions of the sea. r overs from below.
The demands of Parliament entailed a. heavy expenditure.
Owing to the land on the L ancashire side being below
the level of a. 21ft . tide, a nd to the contour of the
land on the Cheshire side, lofty viaducts, numbering one
hundred arches in o.ll, bad to be built ; and thls branch,
seven and a -half miles in length, cost the rail way company
£600,000. As a solatium, the company was empower ed
to levy an additiona.l toll as for nine miles on all
pnssenners and goods carried over the bridge. This
ponta.g~ has been upheld by the Board of Trade on their
recent inquiry into railway rates nod charges.
l~uncorn Bridge was completed in 1868, nod was looked
upon a.s a. great engineering work, surpassed only at that
date, in this country, by the Britannia and Sa.lte.sh
Bl'idges. It will always remain o. cred1t to the late 1\fr.
W m. Baker, the engineer-in-chief of the railway com-
Ftg /.
M err.ey
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gave upwards o ( half a million of money.
Thls
purchase was m ade shortly alter the Mersey and Irwell
Navigation Compa.ny had extended their system, which
formerly d ebouched into the estuary above Warrington
to Old Quay immediately above Ituncorn, by the
construction of the Runcorn nod L atchiord Canal,
thereby avoiding a. tortuous a.nd sho.llow navigation, and
placing themselves in e. position to accommodat e the
trade of the district m uch mor e thoroughly, and to
compete on better terms with their rival waterway,
pa.ny, 1\Iessr.s. Brassey and Co., the contr actor s, and all
connected with the undertaking. The bridge set the
gauge (or all fixed spans crossing over the ship canal, and
the various railway viaducts as well as the one fixed
road b ridge crossing the waterway, will all have
75ft. between their soffit and the surface of the water.
It also sh owed the Parliamentary Committee the mode
adopted by the railway company, and the gradients
selected, when bound to raise their line of rails to cross a
navigation. W hen the viaduct was built, although the
to keep the spring tides from flowing in and out of the
ca.nal over the side; above the Weaver estuary is reached.
H er e a. noticeable change in the centre line was again
m ad e at the instigation of the Parliamentary CommitteeFig. 2-the curve being quickened from a radius of one
mile to h alf a. mile, driving the canal a quarter o f a mile
further up the Weaver estuary, and increasing the length
of the r everse curve, which was necessary to carry the
ca.nal round the docks and basins of the Weaver Tntstees
at W eston Point. The change has not only hampered
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whose entrance was only e. mile lower down.
A great legal battle was fou~bt over the
construction of this canal. As 1t was carried
for portions of its length below hlgb·water
mark, m any of the objections r aised by
Li~erpool to the passing of the 1\la.nohester
Ship Ca.nal Act were advanced and confuted
when the opponents failed to obtain the
injunction they applied for in 1827. In a.n
important m atter the Bridgewater Trustees,
while doing the best for the interests of their
proper ty, rendered e. public service to the
district, a.nd Mr. Fereday Smith, who for so
ma.ny years was manager of the Trust, is to
be r emembered with respect by all concerned in u pholding the rights of inland
n avigation authorities, for whenever r ailway
companies applied for a.n Act of Parliament
t o cross the Mersey , they were compelled to
submit to a clause requiring them to make a swing
bridge over the na,·igation if at any time it should be
improved for the purpose of accomm odating sea-going
vessels. Even m ore than this was accomplished, for the
original Warrington and Crewe Railway obtained their
first Act without the Swing Bridfe Clause. Subsequently, h owever, the L ondon and North-Western Railway Company, who had acquired a.nd n ow own the line,
were saddled with e. clause m a de applicable to this
railway. Although the promoters of the Ma.nchester
Ship Cnoal did not press Parliament to put the S wing
Bridge Clauses in operation, still the fact that such
powers bad been kept a.live was no d oubt considered by
the Comm ittee as a set-off against the inconvenience
that the railway companies will be p ut to owing to ~heir
lines ooing r aised. A precedent was folmd for this, the
L ondon a.nd North-Western Railway Company having
been compelled to carry their loop line to Liverpool
over the estuary at Runcorn Gap b;y a. hlgh-level bridge,
to avoid unnecessary interference w1t h the navigation to
Widnes, Wo.rrington, a.nd the old Quay Docks.
The Mersey valley is practically unoccupied by
manufactories or buildings, or, where occupied, as at
W arrington, the level of the adjoining land is low enough
to enabl e the engineer to make e. choice of routes without involving very heavy cuttings, and to pass the lines
of three railway companies without raising the surface
of the canaJ above the level of the Eastham pond. The
bcnttc line of the ca.na.l was, therefore, laid ont with long
1 For prcecdiDg nrtlclo eeo p.1go l 6i-
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the Cnoa.l Company by introducing sharper curves,
but has also deprived it of an area of upwards of
ei~hty acr es of estuary which would have been admirably
smted for a Boating dock, to which we sho.ll refer on e.
future occasion. Power to acquire additional land in this
locality was obtained in the last session of P arliament.
A considerable n.rea will be dredged in the W eaver
estuary, so as to affor d facilities for vessels r ounding this
curve, while opposite Weston Docks the ca.nal will be
250ft. wide.
The course is in a straight line past the Bridgewe.ter Docks
below Runcorn , nod is incr eased to upwards of 200ft. wide,
to accommodate their traffic, and a short curve of 82 chains
radius brings it within the span of Runcorn Bridge on the
Cheshire side of the Mersey ; the canal is again widened
where ~his curve occurs . Rtmcorn Bridge was built
under an Act of Parliament obtained by the London a.nd
North-Western Railway Company in 1861 ; the n o.vig~tion interest~ were so strong, that, ha~g secured the
md o~ t he Ad_m1raJty, they compelled the rml~ay company
to build a. brtdge w1th three spa.ns of 300ft., m the clen.r,
a_t an cleva.~ion of 7?ft. above h igh-water mark of a S,Pring I
t1de, the t1de 6 owmg 21ft. above the old d ock sill o.t
Liverpool , the remainder o f the tideway to be bridged by
six arches of 60ft. span. Moreove~ the compan! was b ound
to.compense.Le for the are~ oc~up1~d by the ~ners, and for
t.his purpose Castle Rock, JUtt mg mto the rnrer , was cut
a. way. On this rock the castle, built by Ethelflcda,
daughter of Alfred the Groat, formerly stood, a frontier
fortress of the Saxon kingdom of 1\Icrcia, to afford
protection from the Dtu1es, who were estn.blit,hed
red sandstone rook is on the surface above low-water on
the L ancashire shor e, t he pier s were sunk lOft. into it,
with a view to the rook being lowered a.t some future
time.
'rhe estuary is fino.lly left at the Old Quay D ocks at the
east end of Runcorn, t he terminus of the R uncor n and
L atchford Canal. The canal will occupy the site of the
Old Basins, and arrangements were necessarily made with
the shipbuil~rs and other frontagers at Run corn. A steam
corn-mill, wh1ch bad not been worked for som e years, has
been removed near Old Quay, another mill at Barton has
been demolished, and one or two others interfered with;
and with the exception of these, a.nd about a. dozen h ouses,
no indust rial or other buildings have crossed the p ath of
the engineer, a signifioa.nt comment on the treatruent
the Mer sey and Irwell Navigation received a.t the hnods
of its stepfather, the Duke of Bridgewater's Trustees .
Fig. 2 shows the site of the Weaver sluices and tida.l
openings, as well as the two locks for the accomm odation
of the Weaver traffic .
The lock a.t Weston Point, 600ft. by 45ft., is for the
accommodation of all trnffic using the Mer sey estuary ,
whether from Liverpool, Garston, or Widncs; the other,
upwo.rds of a. mile to the !louth, is 227ft. by 42ft., and will
form a. connection between the \Veaver Na.vinat10n and
tho Man chest er Ship Cana.l, and will be largely ttscd by
the \ Vca.vcr craft, whose chief trade 1ies between tho sa.lt
districts a.nd Liverpool. 'rho course will be more direct ,
a.nd as the use of the ship ca.na.l is secured toll-free up to
500 tons of cm·go, no doubt vessels will largely avail
themselves of this rontc, and larger craft will be found
using the W eaver, as the shifting ~hannels a.nd dangerous
sand banks of the upper Mersey a.re a danger and an
im~~~iment to navigation, which will be a voided by
loo ·· g out at Ee.stham.
I
ELECTRICAL
ENGI NEERING AT THE EDI NBURGH EXHIBITION.
TnE overhead conductor system of working electrical
t~amoars ~ow so general on American street lines, a.nd
t1ll now v1ewed with so m uch apprehension as far as
concerns the adYisa.bility of its introduction in this cotm·
try has, we are gratified to notice, receh·ed at the hands
of the E lectrical E ngineering Corporation an introduc·
tion to the notice of enfrineers and the publi~ ~enera.lly
by o. fu~y equipped l~n_e_i n operntion on this principle at
the Edmburgh Exhtb1t1on. That the public are ever
r eady to avail themseh es o f nny novel modo of transit
on show at exhibitions is a.n ackn owledged fact, a.nd espe·
cially so when, like lho Dcco.m illc R ailwav in P aris last
year, a com·enient means of getting from one end of a
Ocr. 10, 1890.
THE ENGINEER.
286
largo Exhibition to the other is otTered. It is to the
interest of the electrical tro.ction industry generally that
this consideration be kept in view in all Exhibitions on
any scale, where also it must be e,·ident that for the individual systems themselves there is a.n immense advantage in exhibiting them in operation. As far as practical
men and engineers are concerned, a system in operation,
althou~h working under difficulties of a. purely local or
tmfore con nature, and possibly of rough construction
owing to the temporary character of its installation, is a
F/C.I
---much more welcome sight than the most carefully painted
and most constantly cleaned and dusted specimens of car
or truck sta.nding inert in some enclosure. In this
respect, as regards electric traction, the Edinburgh Exhibition is in advance of that of l 'arts, for while several
systems were on view a.t that great and comprehensh·e
show, not one line was shown in operation.
Notwithstandin~ the hindrance to participation in outdoor attract10ns caused by the inclement weather in June
and July, the public have freely ava.iled themselves
during the spells of fine weather of the electric tramway,
the total number of passengers carried from the time of
opening up to the present month being no less than
15,000. The traffic, however, is found to be adequately
met by running only one car at a time. The track,
"hich is three-quarters of a. mile in length, skirts the
TON SHAFT
FIC.2
and allowing the shoe or travelling contact on the ca.r to
pass the supports easily. In this figure the lower part
0 of the support is shown at right angles to its ordinary
position in order to make it clear. The electrical circuit is completed by the
rails, so that by t his sys' JIIUQ&CN 014 ND
tem the cars on the line
arc in pnmllel circuit with
each other.
Current is supplie~l to
the overhead conductor by
two Stattcr, shunt wound
dynamos, connected together in series a.nd run
off countershafting in the
engine-room. The engines
driving this oo1.mtershaft,
which also supply power
to run o. large constant
current dynamo, are two
0
16-horse power doubleacting Stockport gas engines. The shunt machines
41
developo together 300 ,•olts
F
c.
in the engine-room, the current absorbed by the motor
being from 30 to 35 amperes when the ca.r is fully loaded
and on the straight and nearly level portion of the track,
upwards against the conductor. The tra.velle~ is groo,cd
to contain the conductor, and makes a rubbmg contnct
against the under side of the same .and the support!;, ns 1t
passes along. The current rece1ved by the traveller
passes through an insulated conductor attached to it, t\nd
enclosed within the steel tube, and is led down to the
motor and regulating appliances, the return being by Lho
rails.
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FIG. 8
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wb1le about 80 amperes is absorbed when on a gradient
of 1 in 47 and curve of 130ft. radius.
The shunt dynamos referred to are of the type shown
in Pig. 10. The pole pieces, which are ca~tings, arc
tightened up against the forged iron field cores by set
screws, the heads of which form the slinging rings. The
armature coils are wound
on formers, and after being
tested are slipped on to the
core, which has been previously well insulated. The
core also is insulated from
the gun-metal hub. One of
these machines wound !or
110 volts a.t 1100 revolutions,
o.nd a continuous current
of 90 amperes, occupies 8 square feet floor space, including pulley, stands 2It. Sin. in height, and weighs
approximately 14 cwt.
The Ctlr is fitted with the travelling conta.d gear shown
la.rger portion of the Exhibition grounds, and is laid with
ordinary ro.ilway metals. Tho dynamo and engine-shed
is situated near the centre of the track, the line at this
point being straight for some distance either way, a.nd
then turning at each end in a direction at right angles,
-through curves having a. radius of 130ft. At the two
0 0 r~0 0
termini sidings are laid, and a bye-pass at about the centre
'£?
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_j
The cars are provided with seats on the inside only,
,.--'
--the roof being fitted with gear for collecting the current
··n-Fig. 1. Twenty-six persons are carried by each car,
the seats being arranged facing fore and aft like those on
c
the top of our metropolita.n trams. With this size car
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::::;;.--there is much less strain in starting and stopping and, of
course, much less need for stoppages than with the ordine<'
nary size car carrying about forty-six passengers.
Current is supplied to the motor on the car through a.n in Fig. 3. An upright iron post stayed centrally on the
insulated overhead conductor suspended centrally over car roof serves as a. fulcrum to a. long steel tube carrying
at its upper extremity the trM•eller or shoe which engages
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Each car is fitted with ono Statter motor, connected to
the driving axle by e. double set of spur gearing for redu~­
ing speed-Fig. 2. The armature core of the motor 1s
built up of iron discs in the form of a cylinder with Pacci ·
notti teeth, and the field is series wound. One end of the
framework carrying the motor and gearing is supported
by a spring resting on a. cross tie bar, while the other end
has bearings on the driving axle.
Current enters the motor armature by
the brushes shown in Fig. 4, these
consisting of four upright metal strips
FIC. !J
on each side of the commutator with
contact pieces attached to the st\Ulo
bearing on the commutator at right
angles to its surface. These nre held
against the commutator by rubber
bands stretched a.cross the top ends of
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the strips as shown, forming a good
armngement for exerting a constant
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pressure and minimum of wear and
vt ~ A tear under reversals. For the purpose
of reversing the direction of runnin~,
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the s witch shown in Fig. 7 is used.
ua
This is a. solid piece of work, consisting of an outside wood frame support(
ing a.n inner plate of slate, on which
.=! F~ ~ the gtm-metal contacts are mounted,
the whole being braced firmly together
by cast iron brackets.
There arc
three contacts and two levers insulated from each other, but moving together when the switch lever above is
-~
turned. The levers are made with
jaws, which by adjustable set screws
can be made to grip effectually the contact lugs to any
required pressure. The cttrrent through either the armature or field is reversed by this switch, and thus the direction of the motor reversed. If the former, the four wires
brought to the switch are the two leads from the brushe!;,
one lead to the field and the lead snpplyin~ the current.
The strength of current is regulated by the insertion of
resistance, regulated by the switch shown in Figs. 8 and 9.
The lever grips the contact lugs in the same manner as
in the revex·sing switch. To its upper end is an arm A
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the track. This is of No. 2 phosphor bron;~e, and suspended in the manner shown in Fig. 5. To the ordinary
telegraph posts at each side insulators arc bolted horizontally, and these serve to support a. wire across the
track 'fo this cross wire is attached a. central support C
for the conductor, the upper and lower parts of which
nro of brass, but insulated from each other by the insulator shown. On some overhead systems, such as that
between l\Iontreux and Yevey in Switzerland, the insub.ted conductor is suspended entirely on one side of the
track, e1ther by cross arms on telegraph poles or brackets
a.lta.ched to hou~oe sides. The insulators mentioned above
a.re made in America. by a process of compressing mica
and shellac together in moulds, according to the Lehte
patent, and are fitted with a. tapped gun-metal bush for
screwing on. The lower part of the support for the
conductor is formed with a. lip, in the manner shown in
Fig. G, for the purpose of holding the conductor in place,
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F I C. 7
with the overhead conductor. The tube is of what is
known as " Credenda" steel, manufactured in Birmingho.m, a.nd is of very springy nature. The lower end of
this tubular lever is also l<cpt down by a. spiral steol
sp1 ing and counterweight, so thn.t the upper end is prcs3ed
projecting upward, which, upon reaching the end of its
travel, comes in contact with the leYer L and forces it
outwards, with the result that the carbon points seen at
the upper pa.rt of the switch are rapidly forced apart.
These carbons being in parallel with the leYer and lnst
contact, and only breaking connection after the lever has
left the same, take the a.rc caused on breaking circuit,
which would otherwise consmue the metal. All terminals
and contact lugs on these switches are cast with prOJE.'C·
tions having cylindrico.l holes into which the ends of the
heavy cables are sweated. One journey oYer the track is
performed in three 1\nd n-half minutes.
•
Oar. 10, 1890.
•
T H E E NGINEER.
Of the three principal methods of electric tramcar
propulsion, viz., by the use of accumulators, or an underground or overhead conductor, the latter is acknowledged
to be the most favourable as regards first cost, maintena.nce, facility for keeping up good insulation, a.nd the
f'Wo.ll loss of energy between dynamo and motor. On
the other hand, the stretching of bare conductors overhe~ ~or t~s purpose is fraught with many practical
obJections m towns. It has yet to be seen, however , that.
the method might not prove of special utility in outlyina
dis tricts. No more inconvenience could be brought about
~y the ~onstru~tion _of sue~ a. line on the high road than
hi expenenced m a line, for mstance, such as that between
Swansea. and the Mumbles, where both as to locomotive
and rails the character of the line is not very different
from tha.t of an ordinary r ailway. We learn that the
Electrical Engineering Corporation are now complet.ing
the construction of an overhead conductor t r am line in
Rowe, w here the cars will be connected electrico.lly in
series and the line in sections. The tram line described
above, together with the Telpher line, form the mos t
prominent examples of pra.ctlcal electrical work at the
Exhibition, and the corporation is admittedly to be commanded for bringing these systems before public notice.
The constant current dynamo referred to above supplies
c urrent to motors on the stand in the Machinery Ho.ll.
The regulation of this machine is by the well-known
Statter-Brunton automatic r egulator , which, through the
action of a solenoid, two pawls, and r atchet wheels,
shifts the brushes r ound on the commutator by the
necessary amount to maintain the current constant. The
heavy sparking which ordinarily r esults from such a
method of regulation is almost, if not entirely, obviated
b~ grooving the inner fa~e of the poles at the p olar
diameter, which reduces the original strength of field in
that region.
On rails immediately adjoining the electric tramcar
track is to b e seen an ordinary railway passenger coach,
such as used on the Glasgow City and District R ailway,
the same being fitted with incandescent lamps in each
compartment, und worked on Carswell's patent system.
By this system current is supplied to the travelling coach
by an insulated rail laid between the metals, contact with
which is effected by m eans of a wheel attached to the
body of the coach, and maintained in electrical cont act
with the rail by means of a s pring.
THE TOKIO WATERWORKS.
•
Tw: City of Tokio is one of the largest in the world, and a word
or two concerning its supply of water should be of interest to
readers. It is nearly 250 years ago that a large canal was constructed from Hamura, some twenty miles or eo up the Tamagawa,
to lead water to Y edo, and to irrigate the great plain on either side
of its course. This canal is a bold piece of engtneering work, considering the crudeness of the surveying iMtruments-one might
almost say the absence of all surveying inatrument&-in the country
at the time. Tbe water as it enters Tokio is pure, except that 1t
holds some clay in suspension, originating in tbe sides of the
canal, which a re not stone lined. Tbe water as it reaches the
houses is, for the most part, anything but pure. It is distributed
over the whole of the city in wooden pipes, which for tbe
most part discharge the water into shallow 1wells. It is in
both the pipea and the wells that the contamination takes place,
there being no sufficient safe~ against the soakage of the highly
contaminated water of aubeo1l of Tokio into both these. Moreover
the supply is not of course a higb-preasure supply. Tbe want of
improvement in tbe supJ?ly-or rather in the system of distributionha.& been felt for some t1me, and1 to our knowledge, some five or six
schemes have been made by fore1gn and Japanese engineers during
tbe la.st fifteen or twenty years. Some three years ago a company
proposed to undertake the work, offering terms that appeared
generous enou~b, but they were not granted a concession,
as tbe autborit1ea were almoet unanimou.sly of opinion that ~rucb
undertakings aa the public I!Upply of water should remain in the
bands of tbe municipality. I t WM considered that in the case of
Tokio the work would bost come within tbe control of the City
Improvement Commission. Accordingly, about two years ago, a
sub-committee of this Commission was formed, with instructions to
report to the Commil!sion. Prof~«SSr W. K. Burton, of the College
of Engineering, Imperial University, a member of tbe subcommittee, wa.s entruted with tbe work of getting out a draft plan
of the proposed works. This rough draft wa.s taken by Mr. K.
Furuicbi, Director of the College of Engineering, to Europe, where
it wa.a submitted to various experts in water supply. These, while
exp~ng ~n~ral approval of tbe scheme, ~ruggested . ce~
alterations m ~n~nor pomts. On tbe return of Professor Furwchi,
the whole gueation wu ro-comidered by tbe sub-committee, and
Profeuor Burton wa.s instructed to prepare a revised plan, incorporating certain of the pro_po_eed olteratioOB. The modified plan
waa adopted by the CommtUioo, and received sanction from1 the
Cabinet eo.rly this month.
Tbe population to be supplied at once ia estimated at 1,300,000,
but the worka are to be capable of rapid extension to SUpPlY
1,500,000, and eventually 2,000,000. The quantity of water 11 to
averaHe 4 cooic feet per head per twenty-four hours-about
25 gallons. The work is greatly facilitated by tbe fact that
the water is already brought to the vicinity of tbe city in a fair
state of purity, so that all requiring to be done is to filter it, and to
distribute it through iron pires under preasure. Tbe main works
will be at Hamura, a disbict JUit outside tbe city on tbe north-west,
at an elevation of a little more than 100ft. above sea-level, where
there will be rettling roaervoirs, filter-beds, &c., covering an a rea
of about ICO acres. Tbe purified water will be distributed direct
from there to the hi~ther part of the city, preuure being obtained
by ~team PWD{>S· There will also be two mains, each 42in. in
diameter, carry1ng water to two other pumping stations intended
to Euprly that rart of the town at a level only a little over that of
tbe eea-tbat is to aay, tho larger and most populous parts of the
dty. It is proporcd to construct one of these at Shiba, and the
other on the ele'"atioo whore the Imperial University stands. At
each of tbe three pumping Jtatioos there will be a cle:lD-wn~r
r< "orvoir, holding a ball-day's reserve of water. Tbe pumps will
pump into main• of diameters varyin(f from 42in. to Ull. The
totnl length of mo.ioa will be ove r 400 m1les.
Rpeciaf attention has been paid to mcnna for the erlincfioo of
fi re•. There "'ill ho toeveml tbouEand tire bydrnn~, and tho
diameters of tbe mains nod aub·mainll bavo been eo proportioned
thnt, in the cue of a fire, all tbe hydrants around a burnmg building wiJI throw water from under pressure. There has OO;en 60
much variation in the rate of e.,;cban~te lately, and tbe pnce of
iron baJO fluctuated 10 much, we are told, that it is impouible to
c!'.timnto tbo price of I be work otbor than approximately. We are
told, bo1rover, that it will probably be n little on one side or tbe
other of 7,000,000 dola. Aboutoo&-half of this will be for imported
goods, tbe other ball for material! bought and work e:xecuted in
Jo.ran.-T/.e Japan &<:tH.Itt.
287
CEMEN T M I LL PLANT.-FEED HOPPERS.
complete engravings were
given of the wash mm &nd
wet grinding stones. The
dry grinding stones, with
their gearing, are shown al
page 294. A plan of the
upper floor of the mill,
showing the clinker &nd
limestone
hoppers &nd
elevator, is given below.
The slurry pumps a re
those usua.lly m&de by
the
firm.
They are
plunger pumps, designed
specially for cement a.n d
....,
brickfield
work.
Tl>e
'
whole of the ma.chinery is
... ----'1of tho most solid construc·~
tion , and steel is la.rgely
employed both in the castings and in the plate 'vork.
.
In the process of manu-------5. 7---- - -· -- •);
facture adopted, limestone
I
I
is first brought irom the
I
.
quarries &nd reduced by
11)
I
I
the
Ma.rsden
crusher,
'
I.
thence elevated and conveyed to the bins over,
and ground by the row of
stones nearest the crusher.
The ground limestone is
then wheeled by native
labour to and incorporated
in the wash mill, the "slip"
or overflow from which runs
down to the overhead driven
" wet "
stones,
which
grind into a. brick trough
inclining to a. pit, irom
which the pumps lift the
~>lurry to the drying beds.
From the beds it goes to
the kilns, a.nd the burnL
clinker is brought again to
the crusher and then eleON:ITU::J:fJAL SECTICN
vated to the bins over and
ground by the row of stones
PLAN T F OR THE MANUFACTURE OF CEMENT. furthest from the Cl'Uliher, the reduced material from which
is the finished product.
IN our impression of the 26th ult. we published the first of a.
Our readers will see tha.t the process will be the same as in
number of engravings showing the arrangement a.nd construc- this country, except that instead of mixing chalk with the mud
tion of a complete set of machinery plant for the manufa.c- they will grind the limestone they find out in that country,
tu re of Portland cement. We now publish the further engrav- and which in this case does not require burning, and mix it
ings then referred to. On page 290 will be found longitudinal in the wash mill instead of chalk. All the other operations
and transverse sections and plan of the buildiDg, showing the are just the same as in this country. The wet stones grindarrangement of the machinery, including twelve pairs of ing the mixtur~, it goe~ straight to the drying floors; but in
stones, _wash mill, slurry pumps, stone brea.ker, conveyor, the old process 1t went m to " backs," a.nd was then a.llowed to
settle and the water drawn
oft, when it was cut out
and dried and put into the
Wmdow
Window
Window
kilns ; but the wet stones
-::
save the trouble of the
j
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" ba.cks" and the room they
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TOWN REFUSE DE·
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STROYERS.
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D URING the rece nt meet.
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ing of the British Associa• •
.
:
•
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tion some of the members
•
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visited the destructor works
·....
of the Leeds Corporation.
At Armley-roa.d twelve fur·
• •
• •
••
na.ces are a.t work, dealing
-7--.' 6
~"··-- · IS 1- · · 1- ·· 1--lf· --- "ll 1
with
seventy tons in
,_
twenty-four hours, including de&d pigs, dogs, and
c
every kind of rubbish. The
furnaces are kept going by
. ,..
()
the fuel in the refuse, and
~ ' :
steam is produced as a byeproduct. This steam is
used to drive an engine
n
and mortar mills, and these
convert the cinder and slag
,_
...:J;
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into mortar, one part of
••
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lime being worked into
•
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three of ground clinker .
'
,;• • £ &
B I i
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8
This sells at 5s. per ton,
•
and readily.
It nearly
!
j
.....
pays the cost of the works.
The old buckets &re picked
.
out, and sell for about 10s.
per ton ; tin ca.ns for 20s.
per ton to a man who
melts oft the solder and
'
••
. ...... .......... .................... ;... •:.... ....... ........ ... ~...:.. .. •• 3-1 6 .
~ -- - - - - - - -- ·- - ·-1·---- ll~·--· t·---- t /8
finds some use for the
1 e ~--·--· --··
•
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sheet mete.l, while many of
'•
•.
the tins go to oilmen for
••I
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'
the sale of sm&ll qu&.ntities
••
'•
•
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of paint.
An excellent
•'
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•
•
•
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•
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••
form of rocking fire..bar is
•. '•
~
•
•• ••
.
here used. It is the invenI
•• ••
•
,.
tion of the foreman of the
~
\vorks, H. Uttley.
The
Leeds destructor works
' L
l
i ••
very
satisfa.ctorily, but
Wmdo•
l'&ther more smoke is
emitted than would be
flan of Upper Floor.
tolerated
in
London.
Four men are employedand eh:\'"&lor. 'The "hc.le of lhi3 ma<.Liuery has been l wo at night and two b) day-each at 30s. per week. The refuse
arranged and constructed for an Eastern country by Messrs. destructor, erected as an experiment by the Hastings CorpoWhitmore and Binyon, Wickham Market, to the order of ration for burning town refuse, has been working ten months,
Mr. J. Whit tall, of L ondon. The machinery, shown on a and from a special report by the borough engineer it appears
small scale in the general drawings on page 290, is shown to that the proJect, which cost upwards of £4000, has proved
a. larger sca.lo on page 261 of our recent impression and on highly successful, and has eftected a sa vi ng of several hundred
page 294, and by the above engraving, which show the pounds to the rates. The destructor has recently been inarrangement of Lwo of the ten pairs of clinker-grinding spected by the representatives of sixteen local a.uthorities,
atones. Another ' iow of two pairs of stones, showing the and eight have decided to adopt it. The steam produced at
hopper and feed arrangements, is given on tbe rlgh~hand Leeds only uses part of the available heat. If the whole wore
side of page 291. 'On page 251 of our recent impression used, a la.rge total of steam power would be available.
I
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ABSTRACT S OF CONSULAR AND DIPLOMATIC
REPORTS.
A1'(Jtnlint Republic: Emig-ration to.- The U nited States
Consul at Buenos Ayres reports :-Of the Europoa.n emigra.nta
arriving last yea.r, 21!),000, about 45 per cent., came from
Italy; S7 per cent. from Spain, 4 per cent from France, and
S per cent from Grea t Britain. The great majority were
agriculturists, and a t once passed from Buenos Ayres into
•he farming districts of the interior. Among the emigrants
were about 1200 in one lot from England and Irelo.nd, nearly
all in straitened circumstances. Being unable to spoa.k
the langua8e, they soon became a. cha.rge upon their countrym en in Buenos Ayres, who finally succeeded in placing them
in a. colony by themselves in a. country wild and uncultivated,
about 800 miles south on the line of the Grea t Southern
Jltailway. They are established in wretched ra.nches, a.nd
with good luck may finally succeed in their farming operations; but when it is considered that thoy have bought their
farms on credit, a t a.bout £5 4s. an acre, and that they a.re
charged for food and implements supplied, it will be seen that
they are weighed down with obligations much beyond what
they will be a ble to meet, unless they sha.ll be favoured with
harvests far beyond what ha.ve been known in this part of
the country. llla.ny with whom I have conversed "heartily
wish that they were back in Irelan d." The Argentine
Government does not offer any pecuniary inducement, a.nd
not only does not give land to ne'v comers, but he.s not made
any provision for even selling it to the.m in a.ny accessible
parts of the country in such quantities a.s they can a.ftord to
puroha.se. The public lands here are sold by the square
league, or in lots of several squa.re lea.gues, which only the
moneyed m en or speculators ca.n a.fiord to buy. The
British Immigration Agent a.t Buenos Ayres, in o. later
report, observes :-Due in a. great measure to the curtailm ent of assisted passages, the monetary crisis, and the
depreciation of the na.tional currency, the number of immi.
grants during the first four months of this yeo.r greo.tly
decreased, though the ho.rvests were superb, a.nd thouso.nds
of lo.bourers were required for the provinces. The neighbouring State of Uruguay o.ttracted considerable numbers of
t he better clo.ss immigrants, who did not consider that the
p rosperity of that country was ho.mpered by the position of
this, nor that it wa.s seriously compromised by the so.me
evils. The value of paper currency a s compa.red with gold
in the Argentine R epublic is very smo.ll. Still, for immigro.nts
who do not require imported luxuries, the doprecia.tion for o.
transient period is immo.terial; besides, tho increased wages
bear a favourable ratio to the necessary expenses incurred.
The greatest inconvenience experienced by newly-arrived
immjgrants, especially with families, is the dearness and
deficiency of house accommodation. Until proper workmen's
h ouses are constructed, so as to lower rents to o. reasonable
amount, much anxiety and suffering ,vi)) ensue to immigro.nts
here. Englishmen are accustomed to the privacy of e. homo,
a thing, generally speaking, unknown to the It&lia.ns forming
the greater po.rt of the foreign population of the oo.pital and
country towns. Those not knowing the Spanish language
should not break up their homes on the chance of bettering
themselves here unless possessed of ample meo.ns. Farmers
with mea.ns o.nd enterprising business m en will find a.n o.mple
field for thei r energies in the R epublic, but they should
p roceed with caution at first, and explore the ground before
oommenoiog any undertaking. Too many failures have been
eaused by over-sanguin e expectations based on first impressions. F or engineers an d surveyors lucrative employment
offers here. Architects, builders, a.nd exper ienced contro.ctors
with mea.na will find competition here not so keen as in
other pa.rts. The m ining resources of the country are
n ot such as to warra.nt the encouragement of mining
engineers or miners. l\Iechanics and others coming bound
by contract should be most particular to insure that such
contra.cts are not only lega.lly and properly drawn up, but
that they a.re duly attested by an Argentine Consul, so as to
stand good in evidence if necessary. The terms of payment
should be in gold ; but when a.ocepting other conditions, the
value of Argentine currency for the time being should be ascertained. Steady a.nd sober agricultural labourers and navvies
without families o.re sure to get almost immediate employment;
but they must be prepared for a complete cha.nge in customs,
food, and living. Others with special trades or vocations
must be able and willing to take anything offered un til a
favourable open ing occurs. The Britisb I mmigration Olerk
at Ros&rio reports :-This country offers ma.ny advantages to
the labouring class. The province of Santa. F~, of which
R osa.rio-population 65,000-ls the largest city and principal
port, is the centre of agriculture in the Republic. Ca ttle
a nd sheep farmers have given wo.y to the colonist, removing
their stock to m ore distant and cheaper lo.nds. The immi·
grants most suited to this district a.re those understanding
agriculture. On a.rri~al, the immigrant with his family and
baggage is sent, at Government expense, to a.ny part of the
country he mar choose to settle in. The nominal current
ra.tes of wages m the djstriot are for : "· d. s. d.
f "oundcn1 . .
Masons
..
.
..
.
..
•.
..
Per day 8
•• . .
"
1!!
.. . .
"
16
.. ..
"
10
.. ..
,
20
M cchankM..
..
..
..
..
..
Lnbourcn1 ..
..
..
..
..
..
Bricklnycrs
OCT. 10, 1890.
THE ENGINEER.
288
..
C.""rpcntcnt
..
Eugtno drivel?
..
..
.• ..
.. ..
..
..
"
0-16
0-28
0-24
0-12
0-32
16 0-24
6 0-10
0
0
0
0
o
0
0
Owing to the fwaucia.l currency crisis, it is impossible to give
the exact value of tbeso sums-probably from on e-third to
one·ha.lf their nominal value.
Chili: Stramships i1~ Cltilum u·atcrs.-Tho {jnited Stales
Minister at Santiago reports :-The n umber of steamship companies plying between Chiliau a.nd foreign ports is seven, owning
seventy-three ships, sailing under Ch i] io.u, I•;nglish, French ,
Oermo.n, and Italio.n flag~;, witu o. gross co.rryiog capa.oity of
200,000 tons, a.od having lheir headquarters in Bordeaux,
Genoa, Greenock, Hamburg, Liverpool, and Vo.lparaiso.
Most of these lines ha\'e good passenger accommodation, o.nd
between some of thom thoro is sharp competition in freights
and passenger ro.tcs. The regulo.r freights from New York to
Va.lpaxaiso via P anama nrc : -.Meo.surement goods, Ss. Gtd.
per cubic foot; heavy good~;, .f:. 7 to £7 5s. per ton; length of
voyage, 30 to 35 days. 'fh el>O rates, owin g to competition
betw~n Panama. and Yalparo.iso, can be somewhat modified
by special agreement on large shipments. Tho rates by
steam, Now York to Yalparo.iso vid. Hamburg, o.re :-Measurement goods, £4 lls. to .£4 15s.; hea vy goods, £4 7s. to
£4 lls. per ton ; length of voyage, 50 to 60 days. N ow York
to Valparait.o t;ia Liverpool :- 1\Iea6uremont goods, £ 4 15s.
to £4 19s.; heavy goods, £4 lls. to £4 15s. per t<>n ; length
of voyage, 45 to 50 days. The freights from Europe by steam
from Bordea.ux, Gltl.sgow, H amburg, Havre, Liverpool, London,
ate :-1\Iea~urement goods, £2 l e. 6d. to £2 Hs. per ton ;
heavy goods, £1 2s. lld. to £1 !>s. 2d. per ton. Somo large
lots !rom Glasgow and Liverpool, at the end of last yea.r, were
carried at : -Measurement goods, ill lls. 3d.; heavy goods,
£ 1 Os. l Od. per ton ; length of voyage, 86 to 40 days. By sail,
New York to Valpa.ra.iso, the rates are : -Measurement goods,
£17s. 6d. to £2 ls. 8d.; bea.vy goods, .£ 1 11Ss. 5d. to £119s. 7d.
per ton; length of ~oyage, 90 to 180 da.ys. Glasgow or
Liverpool to Valparaiso:-Measurement goods, £1 2s. lld. to
£1 9s. 2d. per ton; heavy goods, .£1 Os. 10d. to £1 6s. O&d.
per ton. Hamburg to Valparaiso :-Measurement goods,
£1 Os. 10d. to £1 5s. per ton; heavy goods, 18s. 9d. to
£1 2s. lld. per ton. The h igh freights from New York vid.
Panam a., and the difficulties of handling some classes of
goods by that route, aro almost prohibitory. The imports
from tho United Sta.tes consist ohie6y of rough stuffs, of
which 80 por cen t. como by sailing vessel, 10 per cent. vilt
Europe, a.nd 10 per cent. vid Pa.na.ma. The Ohiliao line,
"La. Compania Sud Amerlca.na. do Vaporis," between the
coast of Chili and Pa.na.ma., receives from the Government a.
subsidy of £25,900 e. yea.r, on condition of carrying mails,
Government officials, soldiers, and stores o.t reduced rates,
a.nd of being employed as transports in time of war. This
line, by its keen competition, ba.s done much to induce
shipments from the United States vi4 Pa.na.ma. The Pa.oifio
Steam Navigation Company receives o. subsidy of £ 10,350 a
year for carrying mails. The Chilio.n Government in the
early part of the year received thirty-eight locomotives and
800 cars, ma.nufactured in E ngland on Americo.n models.
This order was placed in Engla.nd in preference to the United
States solely on account of the cheo.per freight a nd more
ra.pid delivery.
Colombia railways.-The United States Vice-Consul a t
Barra.nquilla. reports : -A line of railwa.y has been surveyed
from Co.rtbagena. to Oala.mar, on the Magdalena Ri ver , as
the first step of introduction to capitalists in the U nited
States after its rajection by those of England. The first
basis on which a.n en terprise of this kind must rest is the
population a.nd wealth of the district to be traversed by the
line. Cartha.gena. is not, a.s is commonly supposed abroad,
the chief commercial port of Colombia., but owes its fo.me to
its antiquity. The prospects of success for the La. Doro.do
Ra.ilwa.y were ba.sed upon a. surrounding agricultur al, mining,
and trading population of over a. million in the four a.dja~ent
departments, Antioquia., Cauca, Cundinimarca., and Tolima.,
the twenty-three settlements and towns closely traversed by
the line containing 40,000 of the most industrious a.nd
thrifty people, and the locality being one of the most hea.lthy
and wea.lthy in the Republic. Of this line but fourteen miles
ho.ve been constructed. I n the fifth yea.r of working the
receip ts wero .£8795, and the working expenses £18,296, a
deficiency of £4501. Barranquilla., with its 30,000 inhabitants, a. large proportion of foreign residents, and having
eighteen river steamers in service, finds it difficult to sustain
eighteen miles of railwa.y. With these officio.) faots and statements e.s the accomplished result of railway construction within
the radius of the most enterprising communities and the m ost
populous centres of the R epublic, we may predict the issue of a.
railway of fifty miles long to compete with steamboat transit
vid. the dike, there being no local tro.ffic, in agriculture, mining,
or other industry to be developed, the total population o.long
the line o.nd at both termini not exceeding 17,000, and outside
the walls of Ce.rthagena three-fourths of the people e.re of the
peon, or labouring class, living in adobe buts. Probably no country is in greater need of r ailways. Greater comm ercial expa.nsion is o. prime necessity to llring the products of the pla.ins of
Bagolo., the mines of Antioquia a.nd Tolima, the rich and varied
resources of Cauoa in close contact with the no.vigo.ble wa.ters
of the Magdalena, but they are n ot required a.long a. spo.rsely
settled and unproductive region and e.mong the mla.smatio
swamps and lagoons of the coa.st. 1\I. Cisneros, the most competent authority on the ra.ilwa.y enterprises of Colombia, a.nd
an enthusiastio advocate of enterprise in any section tha.t
promises remuneration for capital invested, in reply to
inquiries on the subject of railwa.ys in Colombia. observes :
-The most important ra.ilwa.ys in Colombia. are: Puerto
Wilches to Bucaramanga; to extend the Antioquia railway
to 1\Iedellin; to extend the La Dore.do ra.ilwo.y n orth to Buena.
Vista, a.nd south to Giardot through 1\Ia.riquita a.nd the mining
district of Tolimo.; to finish the Giardot railwa.y to Bogota.;
to extend the Ca.uca railway to Culi. These involve an extension of 420 miles and o.n outlay of £8,105,000. Lo.ter on
these ro.ilways could bo connected and become the most
importa.nt system in tho county. In these districts are the
best lands, healthiest plo.oes, o.nd greatest population of the
Republi?; ~hese railw~ys properly managed will pa.y from
the begmnwg. A ra1lway from Co.rthagena. to Ca.la.ma.r
vid. the dike settlements would be the reverse of economically
advantageous.
The line will be through a swampy
country, and on a.n average cannot be constru cted for
less tbo.n £5175 per mile. At this rate the amount will be
£414,000, \Vhioh at 6 per cent gi'l'es £24,840. Assuming that
the wbolo traffic would take that way, they would ha.ve to
charge the same rate a.s on the Ba.rranquilla line- Os. 7d. a.
ton-which would a.mount to £22,715. The minimum
expenses ca.n be estima ted a.t £621 per mile per year
amounting to .£49,618-showing a deficit of £26,903. Tb~
Ma.gdalena River from Cale.mar to Ba.rro.nquilla is so good
that the steamship companies charge the same from Ba.na.nquilla as from Ca.lamar to any port south or t·icc versa.
Two trains daily, a.nd occasiona.lly an express as extra, are
enough to carry the whole traffic of the country by the
Barran~uillo. R~ilwa.y. The rea.son i~ cleo.r. The R epublic of
Colombia. conta.ms 500,000 squa.re m1les and a. population of
4,000,000. The Bolivar department conto.ins 27,000 square
miles and e. population of 823,000. The great dra.wbaok of
the country is want of population; the laws a.re not intended
to invite immigration, and during revolutiono.ry times there
is no guo.ro.ntee whatever; therefore it will to.ke some time
before the populo.tion increases, an d the ea.sier way is to
construct veiJ: econoJ;tlico.~ r~wa.ys in the more popula.ted
parts. A ~roJected 1mmJgrat1on scheme in Costa. Rica
recently fa.iled, and any compa.ny rushing here on such
matters will surely fo.il. It will take years and a dea.l of
la.bour to mo.ke a. successful business of immigration to this
country.
C1tba:. Ir01t mines of Santia.go.-Tbo United States Consul
a.t. ~a.n~1ago reports :-The l~~v of 1885 secured to the iron
mmmg JUdustry the same pn VJ!eges as in Spain. All gro.nts
and concessions wero extended for twenty years, and to be
held exempt from ground ta.x. Metals a.nd minerals mo.y bo
exported ~uty free. AI! stone coal imported for mining or
meta.llurg1co.l purposes IS duty free. Iron mines are exempt
~om the ta.x~ti.on of 3 per cen t. on gross/ roduot previously
unposed. Mmmg products of the isla.n are exempt from
taxes of transportation, but o.re subject to the rules imposed
b~ ~be Custom Hous~. ~Ia.terials a.nd machinery u sed in
mmmg and m eta.llurglc mdustries may be imported du ty
!reo. Vessels arriving in balla.st and lea.ving with iron ore
pay navigation and port ch~rges at the ~te of 2&d..a ton.
Ea.oh ton of m ining ma.ohmery or m a.tenals Ulled m the
metallurgical industries pays 6s. 3d. port charges. The grant
to the Jura.gua. Iron Compan~ has r esulted in tho ~nc~ssion
of other grants for m ining, railways! e:nd the establ.Lshmg of
entry and clearo.nce ports in the VIOtnlty of other mwes, thus
making the preliminary work easy and free from the long and
discoura.ging delays in obtaining concessions whic~ characterises such work hero. These fa.ots prove the destre of the
Spa.nish Government to furth~r the mining in~ustr_y and
insure its success, and should mduce those seeking mvestments in iron mines to consider a.nd examine the wonderful
mineral wealth of this province. That such wealth exists
has been proved by the work of the Juragua Iron Comp~ny.
The ore is n ot mined but bla.sted, and removed with p1ck.s
and shovels by cutting into the bill sides. The southern
coast between Capes Cruz o.nd Maisi is extremely mountainous, a.nd is t raversed para.llel with the coast by a. high
ridge called the Sierra. l\Ia.estra, broken by the bay of
Sa.ntiago o.nd that of Gua.ntanamo fifty miles eastward.
Nearly all the minerals have been found in the hill foots
running down to the coast between these bays, but ore has
been discovered to the westward of the harbour of Sa.ntio.go
a.nd at an excellent ha.rbour on the n orth coa.st between
Bara.ooa. and Nipe Bo.y. A concession for the construction of
a. ra.ilwe.y from Bacona.o to Sa.ntia.go, twenty-five a.od a-half
miles, which will benefit the system of mines claimed along
the south coast, has been gran ted. Bra.nches running to this
maln line can ea.sily connect the mines in the group with the
ba.y of Santiago, and thus facilitate the transportation of the
iron ore. The first o.nd second groups, Nima Nima., 887 acres,
Cuero, 771 acres in extent, a.r eJto the west of Santiago Bay
where, unless the ore finds an outlet at an a.rtificia.l part a.t
Aceredero, it m ust be brought for shipment. The construction
of a. railway along the coa.st offers no topographical obstacle.
The thi rd a.nd fourth groups, La. Dorotea., 593 acres, Seville.
a.nd Oco.11a., 1260 a.cres, are in such close jroximity to this
port, that if the oro be of the so.me kind an quality a.s that of
the J uragua mines they are o. highly desirable investment. The
fifth group, Arroyo de lo. Plo.te., is considered by Mr. Graham,
1\I.E.," as being among the finest in the world; the amount
of ore in sight not requiring development on one of the six
p~;opcrties is estima.ted at 500,000 tons, while that belo\v the
surfa.ce is beyond conjecture." In connection with this
group there is e. project to construct e. short minjng ro.ilway
from four to ten miles long to the lagoon of Bacone.o, and
then connect the Ja.goon with the sea. by e. canal, thus allowing sea-going vessels to load ore in the ba.sin so formed. The
sixth group, Jura.gua. and Victorians., 3698 acres, including
the mir.es worked by the Juragua. Iron Compa.ny, who export
the mineral to B a.ltimore, Perth Amboy, a.nd Philadelphia.
has given substantial proof of the wonderful riches of the
Cuban ore ra.nge. The company owns 1927 acres of mines
which they bought for £60,000, agreeing to pay a. royalty of
2;d. per ton of ore exported. They have constructed a mining
railway seventeen miles long with twenty-four miles of
bra.nobes and sidings, a.nd are working the mines in thirtytwo workings, employing 1200 men in the mines and 200 on
the ro.ilwo.y. The a.n a.lysis of the ore, which ma.y be taken as
the standard of that in the whole range, is :Alum!no. .. ..
Co.rbonic o.cld ..
Lime .. • ..
Mo.gnC3la .. • •
Mo.ngADeao ox ldo
Orgnnlo matter. .
Poroltldo of iron
Pboephorlc o.cld
.. . .
.. ..
.. ..
.. ..
.• . •
• • ••
.. ,.
" ..
Per cent.
.. o·ss
.. 0'98
.. 0 67
.. 0·111
. . o·so
••
. . 95·65
.. o·oo
Potash
..
SWe& .. . •
Sulphur ..
Tttan.lc acid
..
..
..
..
Total
Metallic iron ..
..
..
..
..
..
..
..
..
P er ceut.
..
.. 1 '90
.. 0•07
..
••
•.
. . 100·53
..
..
..
--
66i15
The ore is conveyed by rail to the company's dockatLa Cruz,
where it is dumped into steamers under the British flag for
the use of the Bethlehem Iron Company, Bethlehem, and
the Pennsylvania. Iron Compa.ny, of Steelton, Pa.. The company are sa.id to be contemplating the con struction of another
line of ro.ilwo.y, as while sufficient ore is always ready to be
blo.:'~e~ a.nd taken fr~m the mount~in side, the tra.nsporting
fa.c1ht1es a.re not sufficient to cope w1th the enormous demand
for .the ore. T~ere is ta.lk of constructing a port at J uragua,
wh1ch would 1ovolvo great expense. The quantity of ore
expor ted from the opening of the mines in 1884 to November
20th, 1889, amounted to 732,338 tons. It is estimo.ted that
£5.27,500 ha:s been spent .in this enterprise, which, it ma.y bo
~a.1 d, has reJuvenated this part of the province, and given an
1mm~nse e.dva~tage to nav!ga..tion and trade. Groaps 7 and
8, owmg to thetr ~lose pro.nm1ty to the J uragua. properties, do
n ot n eed a.ny spec1al ment10n. The ore seen on the surface is of
almost fo.bulous qua.ntity, and offers an excellent investment to
capitalists. The ra.ilway to Bacone.o Lo.goon, in connection with
Gro~p 5, would o.lso bencfi.t ~roup7. TheLola.mines in Group7,
haVIng been under negot1at1on a.nd their sale almost assured
a Cleveland, Ohio, capitalist brought here some of our best
engineering talent, a.nd it we.s agreed to construct a.n artificial
port in the bay of Daiqueri, some two or three miles from tho
road, which was ino.uguro.ted by the ca.pta.in-general of the
islanci. Group 9, 1\foa, 1116 &~res, on the north coast between
111o.ngle Point a.nd Sa.gue. de Tano.mo, deserve especial m ention
both for their advantageous position on the shore of a magni~
fic~n t harbo.ur, and for their discovery having proved the
eDstence of uon ore on the nor th coa.st. The ore is free from
pbospllorus a.nd sulphur, and easily mined. Our public have
be?n. almost absolutely ignorant as to the minera.l wealth of
th1s IS!o.!ld, and th~ owners of the mines have asked fabulous
and nd1oulous prtces for them. . rr:o-day this is to a great
extent oho.nged, a.nd owners are mlling and glad to listen to
any ~ea.so~o.ble offer. The number of working poople in this
provwce, madequo.te to supply the dema.nds for sugar estates
1s un~s~d o.nd often unwilling to perform hard lo.bour such
as mmwg. The authorities, alive to this cri tical situation
!I-re encouraging emigration from Spain. The soldiers on th~
1sland c~n be a.nd are employed as labourers in mines with
the Spantsh Govern1nent's con sent. Thus the labour question
n ~d offer n.o obstacle lo th~ work~ng of ~ines here by capitalists. It 1s hoped tha.t thlS bumed rev1ew of il-on mines in
the J?rovin<:e of Sa.ntiago will draw the attention of our
pubhc to this wonderful country . According to tho foHowing
later repor t of the British Consul-Gen eral at Ha.va.na tho
abovo expectation has been rea.liscd.
'
91~ba: Mineral dtlX>s its.-Since t he discovery o{ iron in
thilf 1slo.n~, I ba.ve on ~e:vere.l occasions endeavoured to call
the o.t~e?t10n of the. Br1t1sh public to the opening Cuba offers
for mmmg enterprtse, but hitherto the field has boon left
to tho Amerioo.ns, who, during the last deco.do, ho.vo made
som o profitable returns. The Juragua iron mines ha.vo for six
years been successfuHy 'vorked \vith America.n capital and
recently another large group of similar mines h&\'e 'beeu
bought by,~ ~hiladelp~ia.n syndicate, ca.lled the" Signa. Iron
C~mpa.oy, wttb a. co.pttal of £1,085,000. The price paid is
sa1d to be £31,050 cash, with a. royo.lty of l s. 3d. per ton on
Ot.'T.
10, 1890.
•
T H E E NG I NE ER.
the first 60,000 tons of oro, le. ~d. on tho next 40,000 tons, the aeuon tiokot journeys to thOEe of tho ordinary pa.ueogenr ;
and lOd. per ton on all oro extracted above 1000 tons during and in a communication which be bu subeequently addreeeed to u11,
the first year's working. Operations a.ro to commence in it appears that on further consideration ho is himself somewhat
October this year by the construction of a bridge ILtld artificial dispoeed to yield tbo point. A3 a furtbor contribution to the
harbour, and a. railway thence to the mines. Fresh mines etatistice of the subject, wo append tbo totals obtained by adding
the llei\SOn ticket journeys, according to tbo calculation of our
are being eagerly sought for and claimed, and several oorTeSpondent, to tbo three cluaes of ordinary passenger journey11,
apparently '"aluablo mining properties a.ro in the ma.rket, ono a.s gi• en by the Bo~~ord of Trade. Pa.."'lenger journeys : -1-'instor two of which a.ppear to be of brilliant promise ILtld are ola.U, 81,013,210; second·claSI!, 112,221,527; tbird·class, 735,680,336;
easy o f a.ccess. Ono of these mines, situato on the coa.st, is grand t otal, 928,916,073.-ED. E.J
•
estima ted to yield 6000 tons monthly for the next fifty years,
The ana.lysis of the surface or e gives 28 per cont. of iron o.nd
BRAKE INDICATOR DIAGRAlllS.
29 per cont. of manganese meta.llic. The cost o f breaking
Sm,-Jn answer to J. P. Bath on "Brako Diagrams," I think
\ he oro a.nd its shipment to the States is calculated a t from the enclosed would bo the diagram undor tbo conditions I havo
£1 6<~. t o £1 13s. 4d. a ton, which should leave a profit o f stated.
£1 9s. 2d. a ton. Ton distin ct groups of iron mines have been
A CAINST STCAI\f
disco,,ered and claimed fo r working ; two ha.ve been sold to
America.ns, one of which gi\•es 67 per cent. of pure iron. The
r emainder are for sale, their owners being too poor to work
them, o.nd are sa.id to conta.in neither phosphorus nor sulp hur,
another to havo 500,000 tons of ri ch iron or e on the
surface, and o.ll a.re r epor ted by both native and American
experts to be m oro or less extensive and valuable some
exceedingly so. The Americans have mado a good beginning.
German Con sular r eports have already drawn attention to
them, and it w ould be a matter of regret should Englishmen
-who o ften travel fo.r to make doubtful investmentsneglect good opportunities nearer home.
Ecttador: Trade of G1tayaq_uil in 1888.- Although there
we.s nothing of special interest m t.he trado of Ecuador during
1888, the fa.Yourable sl~Lnda.rd o f the two preceding years
CXHA UST L fN£
wa.s fully ma.inta.ined. B r itish shipping entering the port
- - - - - - --~C)(HAIJS T OPC NS
increased by 10,859 tons, or 14·6 per cent., over 1887, but
decreased in proportion of the whole from 7·6 to 5·75 per
cent., owing to a. largo increase in foreign shipping, the
coasting and river navigation having been opened to a.ll ftags.
Though there a.re no statistics a.va.ila.blo, there is no doubt
that British imports maintained a. superiority in value t o
t hose o f a.ny other country. The limited compiLily formed to
construct theDura.n to Yagnuchi railway was m erged in a company ca.lled the Compai\ia. do Ferrocarril y Obras Pullicas del
Gua.yas, which finished and opened tho lino at the end of
tho year. The hea''Y rain fiooded the lino and temporarily
interrupted the traffic. A considerable amount of work was
done on tbo railway from Chimbo to Sebo.mbo. The lines of
tho Government telegraphs were extended throughout MILila.ti
to Ge.ruma and Loja in the South, ILtld the charges r educed
one-ha.lf, viz., to 10d. for the first ten words and 5d. for each
additional ten wor ds. The lines w ere also connected with
those of Colombia. The Now Gas Company was esta blished
in June, and the business keeps increasing.
Mt:rico: American mi1~ing i1atcrc.sts.-Tho United States'
Secretary of Legation at Mexico reports :-The object of tho
following report is to show as fa.r as possible the number of
I = position of cut-off ; 2 = exhaust opens; 3 = exhaust
American owned and worked mines in this country, their closes ; red circle = crank circle ; trovcl of ' 'nlve, 4in.; stroko of
na.mes and situation, oba.ra.cter of or e, yearly output of ongine, 2ft.; cut off.l ~ stroke ; outsido lap, 1 ijin.; insido lap,
ea.mo, means of transpor tation, cost of labour in the various !in.; por t opening, 11in.; crank circlo, 1 in. to foot;, valve circlo,
f OM W AKE.
districts, cost of chemicals, &o., and especially the ex tent to lull size.
60, H igh·street, EMt flartlepool.
which American-made machinery is used and the sa.tisfa.ction
it gives. The m ines reported on are :-State of Cbihahua :
Ba.topilas Mining Company, silver: El Rofu~o, silver and
Stn,-Tbe indicator di11gram given hy " J . P." would be quite
gold ; Philadelphia., silver; Santa. Eulalia., silver; Torreon correct, if taken in either of the cues mentioned. Tbe clMroncc,
m ines and smelter, copper, silver , and gold. State of however, '1\' 0uld bnve to be exceedingly lnrgo-nbout three-quartcnr
Sioa.loa.: El Carmen mine, silver, with a small percentage of of the capacity o( the cylinder. This is ovidont from tbt lnrgo
gold; Ta.go, gold and silver . State of Sonora : Croston and nmount of work done on the piston botween what would be, in tbo
Colorado mines, gold and silver in equa.l parts; Ga.vila.n, vrdinary r unning of the engine, tbo points of admission and corn·
pression, with little or no lead. T he cut-off, as given by tbo
s ilver; La Dura., La. Prieta, La Roma.no., La. Union, and diagram, is a littlo lator than balf stroko, ond the J?&rticulanr of
Oso Negro, silYcr, carrying lead and zinc; Noche Buena., the val'"e are approximately proportional to the folloWlllg:-Travtll,
Santa Ana., and Santa 1Nl, silver and lead; Prieta.s, gold and 5in.; steam lap, lftin.; exhaust lap, 6in.; lend, Tory small, if a.n y.
silver; S anta Clara, coal. Territory of Topic: L&s Aminas It is p robably needless to say that. tlie nrea of the diAgram rcpre·
mine, gold and silver.- " U nited States' Consula.r Reports," senu tbo amount of work done against the pitton.
FE.'>CAURD.
Portsmouth, October 7th.
No. 105, pp. 1-12.
THE UTILITY OF BNGINE TRIALS.
LETTERS TO THE EDITOR.
(We do Ml MU uvr#lftl rupo7'!ibk for tlw opi1li<ml of uvr
~-)
SEASON TICKET HOLDERS.
Sm - 1 venture to point out a serioua orror in your calculations
os to ~n ticket troffic. You have apparently taken tbe 1,271,212
boldons of seMon tickets 08 all yearly controctons, whoreM they
must include hnlf-yearll, quarterly, and poSI!iblo some monthly.
Pages 90 and 91 of the Board of Trode Returns give statistics from
ten English and two Scotch companies who gl\'0 th~ number of
equivalent annuru tickets. I have extrocted the reeeapts of these
com~nies, and find that the lint-class receipts were £i3,234,
obtatned from 10,198 yearly contracts i aecond·clnss, £15,155, from
24i6 yearly contracts; tbird·clMS, L78,854, from 20,239 yearly
contracts. If the same proportion obtained throughout the
kingdom, we have the following results:A TOI'Ilge Fare.
Pur
P er "• car. Journey.
J ourncy~.
Rceclpb.
Co ntnact.e.
Flrat .. .£914,502 ..
&cond £i67,662 • .
Third.. .£blii,2GO ..
•·w.
12i,S.!S .. 60,1!38,•00 .. £7 8 7
128,834 • • 4!1,683,600 . . .£6 l! 6 3'6id.
183,160 .. 63,260,000 .. .CS 1i 10 2·3Sd.
In the above I ba•e adopted 400 journeys per year u the ba8ia of
t hat pert or tho calculation ; but 1 coDllider it much too low. I
will not, by adding the abo•e to ordin~ry traffic, cndea.our to alter
the relations o( finrt, second, and tbird·cl~ p~cngenr.. When
we consider that tbo ordinary average faro per JOurney ts-finrt·
cla.u, 211. ld.; second·claM, IOU.; and third·claSI!, id., i~ must bo
conceded tbnt the two oln.t'!es o( traffic-seneon nnd ordmary-aro
J. P.
llUitodi.stinct.
Soacombe.
[That portion of our article to wbicb reference i:s made in tbo
foregoing letter waa written for the puryoso of sbowmg ~e C). tent
to '1\bicb the third·clua po.saengcr traffic really prcdummotet'. A
lottor bad been published in the Timu giving statistiC!' intended
to pro•o that by making allowance for tbo season ttckeu, tho
t bird·cla68 p~enger jou rneys only amou?led to t15 pe r cent. ~f the
total, instead of 88 per con~., 08 otherwts~ np~:red. In vaow of
t his statement, we entered mto a calculation, whtch ~;bowed that
t bo third·clus troffio wu 66 per cont. of tbo total. Our corre·
apondent bu adopted a method ditie~ng from the.one wo employ~,
and ha•ing much to recommend 1t. Colculatmg on tbo bo.«is
furni1bed by bit figuro-, wo find .tbot tho third·class JXlS;!engor
journeys are raised abo•o our ealtmnt.e , eo as t~ bcc:ome 18 per
cont. of the total. Tbo rigid reckonmg oxcrcaacd m the !ore·
going letter also abows that e'"on among tbo eeaeon tJckot
boldenr, the tbird-claas posaeo~r jou rnoyl! constitute ?4 ~r
cent. a nry ditioreot reckorung from tbnt of the wntor 10
the
who considered that only 5 per cont. of. tbo season
ticket holden! appertained to the third clu•. By a d!fie~nt procell! we Mtimated the proportion at33 per cent. Tho wbJeet ta neces·
arily a complicated one but it ia evident that any rea.110nable cor•
rection due to the diltribution of tbo aeuon ticket.lo, trtall loavea the
tbird·olul traffic largely in tbe majority o•or the finst ~d aecond,
though the exeese ia not 110 great aa when the aeaaon tackel8 aro
oot aUowed for in tbo reckoning. We do not MO the force of tho
objection mMio by ou r corrcspondont, M ngnin~t tbo Mldition of
h nm
S!n.-I. bnve .r ead Y.our a~ticle quot~tioni~g the acie~tific '"aluo or
engme tnals w1tb eatJI!faction, for 1 beart1fy agree wtth you that
the •cientilic value of such trials, as ftODerally reported, is •ory
small. But I cannot accept you r opimon that the insertion of a
multitude of figures in a report is wuto of energy, although no
immediate conclusion can be dra'\1\'ll from them; ratbo r would I call
it wRSte of energy to mnke the trial itself if the report is to be
limited, as it too often is, to a moro statomont of steam consumed
per indicated bortte·power per hour, with n eample diagram by wny
of illustration. Tbo par ticular reports alluded to in you r a rticle
contain much moro than this. Tho indicator dingrama ore not
sample diaJrrt~ms, but true mean dingmms which can be used as a
buis for aoy calculations. The tables show the distribution of n.e
beat between the steam, tbe wator, and the metal, at each one·
twentieth o( the stroko during the expansion in both cylinders; and
bl\d it been possible in the time available to bavo calculated similar
tables not Cor each twentieth of the stroko, bu t for each tbirty·si1tb
part of tbe re•oluti on, and to ha•e calculated the beat nbeorbed by
the meW per unit of time, I would bavo addod to the multitude of
figures given anotbor multitude of. like proportions, and thereby
made my report more nea rly wbat 1t should ba•o boen-a comploto
exposition, a.s far as 1 oould give one, or the action of tbo cylindons
upon the steam. Would this have led to any proctical result 1 No,
not immediately. The number of olomonts nffect.i ng cylinder conden..oation are eo many that it '1\·ould be a.s wise to expect to percoi•o
any general law from isolated experim ents, auch u these, u to
attempt to detormino n unknown quantities from ono equation.
But, bad all tbo experiments which ba,·o been made upon
stoam engines bcon workod out as I fhould li.k e to bnve
worked out tbot~e, and bad the results, the IJiultitudes of figoret~,
boon plotted out on largo scale curvo&-not the more P.Phio
sketches I bavo given in this report and in that on tbo trial of
Mes.!MI. Mayall'a engines in 1884--tboo I think the 'fMt amounts of
time and money which haTo boon spent oo ongine trials would not
hue boon so unproductive. My 6ma conviction is tbat ongine
trials have failed to repay tbe labou r epent upon them because tbo
fruits ha•e not been gathered in, because the multitude of figu res
harvested baa boon too small and not too great ; and I roar it
will always be in tbo case of trials of engines in daily work
conducted by engineers who have to oarn thoir living by their
business, for the prospect of placing ono point upon a ~reat
curve of results to be traced by some compiler in the future 11 not
•ufficicntly attrncti• e to produce the neceS~~ary onergy or wuto or
onergy, a.a you caJI it. Nor ia tbo time at the diaposal of eucb
mon aufficiont for tbo work. So far aa I know the only man who
haa yot looked at the quoation from my point of view it ProfOIISOr
DweJqbau•enr Dory, of Li6ge, who recently publiahed some cu.rves of
a eimilnr cbnractcr to thoee gi•en in my roport.; but aa far M I
know these cu rvo- rotate to equal divisioDll of tbo piston's etroko,
not. to the moro important equal interval11 of t ime.
It ia to moo like tbia that we mu.st look for tho solution o! tbo
p roblem of cyliodor condoDMtion, to the prores.oons of ou r eogi·
nooring colleges, for tboy nlone havo the moans of isolating and
invc.stigating &epnrntoly tbo effects o( such elements 08 tho follow·
ing :-Range o( tomperature, periodio time, ratio of ex.J>l':Dsil)n,
woight of steam admitted per unit o( anrfaco oxpoeod. during
admission, tomporaturo in ji\Ck.eta if t horo bo jackets, porceotage
of moisture in 11tonm. To ostimato correctly the &eparato effect of
oooh of those olcmon~, a certain numbor of tho exporimonwl
289
onginc.s, differing M widely M poSI!ible from oaoh other in rati03 of
cylinder diameter to stroke, should bo &elected, and programmes of
uperimenta should be drown up to aacertnin the effect of (1) vnry·
ing the periodic timo, a'.t., the number of revolutions per minute,
all other conditions constant; (2) "Variation of temperature in
jnckets, all otbor conditions constant ; (3) nriation in tbo point or
cut-off, nU other conditions, including back pressure, constant·
(4) variation of bo.ck pressure, all other conditions constant; (5f
•nriation in quantity of moitture in steam, all other conditions
constant; and so on.
In calculating tho resulu of tbo ox_porim ents the diagrams should
bo divided not only into equal divis1ons of piston tmvol, but u 1
have above explained~ into equal divisions of time. Tho beat
nbstmcted and restor0<1 by tbo metalebould be calculated for oacb
interval of timo. Now, these ascertained quantities of beat should
be calculated, tbo rate of abeorption or reat()ration per square foot
of surface per unit of time per degree difJereoco of temperatu re,
the temperature of the metal boing a.ssumcd to be constant
and equal to tbo mean of tbo tomperotures e xisting during
each of tho time divisions on tho diagrams, or being l\88\Jmed
to ' 'nr y in suob a way as tbo experi ment s themselves may
seem to point to. 'l'bo results of oncb series of trials plottod
in cUrTes, which would show clearly the effect oC the grodual
•ariation of each separate infl uence. Special diagrams should
also be taken with a motion deri•ed from the Tolve spindles,
in order to study the compression curves, which wonld be clongnted by this means. These curves, worked out u 1 !hould like to
see them, would be specially valuablt, bocnuso the I!Urface ex~d
to the steam during compreiSSion, consUlting M it does principally
of the piston nod cylinder cover, varies but slightly in extent while
tbo compression is going on. Tbo results of su::b systomatic series
of expenmenta would probably not apply to large engines, but I
think they would onoble the experimentens to perceive tbo oxist·
once of Eomo general laws which might serve as the fonndatioDI!
for empirical formulro, such M Major English attempted t o C6ta·
blish fo~ estimatin~ the amo?nt of cooden~tion in t\DY gi'"cn ~c.
Then w11l be the t1me when ISOlated expenments on largo ongmes
may be useful if '1\'0rked out M I think tbey ought to bo ; then,
possibly, the multitude of figu res in my report, imperfect and
mcomploto as they nre1 may have 11omo significance.
Tu carry out tbo sen es of trinls I have suggested with accurocy,
and to reduce tbo labou r of calculation to a prncticablo qoantity,
two things aro necessary. First, to contrive a trustworthy appnrotus
for o.scort.ainiug tbo q_uantity of moisture in tho steam supplied to
the cylinder; this 111 ~sentiaUy a question for the profe..~rtl.
Would it be JlOMiblo to detect moisture by the a nalysis or a beam
of light passed through tho main st-eam pipe f Second, to reduce
the timo required for making each experiment. Tbe ordinary
motho<l of measuring the feed·wnter, even with boilonr of 6mall
water surfnco, must occup)' some hours, because it is noccs.oary, if
tho error is to bo reduced to 2 per cont., say, to p ump into tho
boiler nod cvnporote a quantity of water equal in volumo to fifty
times tbo product of the water sur face multiplied by tbo po~Sible
error in reading tbo lovol of the water in tbo glass. Probably the beet
moons of getting round this difficulty is to conduct the experimentl!
on onginea with surface condonsenr, ond to meMUre tbo discbnrgc
from the air-pump. In this way an experiment might be made in half
an hour or less. But in order to further mmpliry mattenr, and to get
at tbo general results or progressive 1'arintion of tbeaevernlolemont.tJ,
probabl y tbo simplest plnn would bo to gnugo the injection nnd ejection throu,rh ciroular ori6cos whose coefficients or contrncti<>n bad
been p reviously dotorm ined; or it might be possible by keeping
the head over t bo orifice in both tanks con11tant, by means of nn
overftow 'vier on the ejection tank, to measure the ditrcrouco
between the injection and ejection1 which is tho important quantity. Tbe..co motbods, tbougb no doubt wanting in ex treme accurncy, would giTo fairly trustworthy results; nnd tboy possess this
enormous advantage, that a single set of indicator diagrams aud
one observation of the roto o( flow from tho tanks would, in ono
minute, givo all tbo data required for obtaining a point on the
curve of effioioncy under the given conditions. If only ono series
of curvet~ from each of the selected engines were drown, bnving the
power and tbo steam consumption (or ordinates, eacb ourvo of
the series showing the effect of t bo progressive varinti<>n
of ono of t bo clemont.s nfiecting cylinder condensation, and
if the selected engines bad cylindcnr of somewhat widely different ratios of dinmoter to stroke, tbeso cur'"es nlono " 'ould, I
am certain, throw a li~bt upon tho important question of cylinder
condensation, and if, m addition, tbe diagrams were analysed as I
have suggested they should be analysed, 1 believe "'0 should
~~odvance a long step t owards allocat ing the quantities of beat
present, not only during the ex~nsion and compr~ioo, which we
can do now, but during the penods of admission and exhaust, which
is M yet impoSI!ible.
·
I cannot enter into tho question of pumping engines now, but
speaking off-band, I think the extroordinary economy obtained in
some ca.sos hne boon due to bi~h ex~ion and thoroug h jacket.ting
oombined with long periodic tune, \.c., low number of revolution@.
Such engines oro too expensive iu fi rllt cost for manufacturing concorns, especially where c~»~l is cheap. For mill engines thoeo at
Messrs. (;oats' new mill ore, in my opinion, very economical iu work·
ing. A consumption o( 16·l lb. of feed·wntor with 80 lb. prcMure
is bard to bent.
In conclusion, I would point out that my nnnual reports are uot
writton for omioont eoginoonr, but for millowners and manu!octurenr bnving tboi r engines or boilers insu.red by the oompnny I
serve, and to many of them such proofs of the exiatence of cylinder
condensation, and illustrations of ita effects a.s ore furnished by tbo
tables and diagrams from Me.."'!rs. Coats' engines, aro no•el and instructive.
Mien. LoNoruooE.
Manchester, Octobor 7th.
T HE ATLANTIC " DEAD BEAT."
S1n,-Will someone kindly explain bow it is that the recent Atlantic
passage mM!o by tbo White Star steamer Teutonic waa a " doad
boot" with that of tho City of New York, becauao it is etated, not
only in your •oluablo paper of this weok, but it has also aproared
in several other journals, that such is tbo caae. Aocordiog to your
report, as well M tho otbens, the Tcutonio started twenty minutes
after the othor 'fessol, and yet, although sho is only twenty minutes
behind he r nt the ond I)( tbo pMSOgo, having coTored a counse
twenty mil~ longor, it was n "doad heat." If the Teutonic's speed
is about eighteen miles por hour, ought sbo not to bavo arri•cd at
Quoenstown somo'l\•boro about ono hour behind the other 'fe6801 1 in
ordor that tbo t~rnt "dead boat'' might nccurately repre..oent tbe
actual facta 1
Judging by tbo account.s given, it 11eems to me that t he Teutonic
has again mode a fnator po..."SS\ge than the other vessel.
October 4th.
A NTIQUAltY.
THE VALUE Olo' EXPORTS AND IMPORTS.
Sm,-W ill you pormit mo to nsk n question through yonr
columns which 1 aaked once boforo and failed to get answorod sat is·
faotorily 1
Any of your roadors will find, if they look at trado at.ati,tiCI!, tbd
e•ory country or any importaoco imports more commodltlos thnn
it exports, except tho United States. I t~ball bo •ery much obligcrl
for an explanation of this. How aro l bo goods paid for I J nm
told that England ca rri~ for tho world, nnd that frei~hts ropro·
soot tbo difforonco to tbo oxtont of about .£66,000,000 per annum
but that explanation will not do for .!o'ronco nnd Germnny.
London, Octobor Clth.
A T l1.\ Ollt.
STRES ES TN CRANE POST!>.
m 1-Ponding the publication of the re!ults of "Crane Post"s"
expenment., will you allow me to ask your corrorpondont
"Graphic" if bo has over beard of or u8ed tho method of
"an'l'"'ontcd momenh .. for determining the diroction of l't~t
Oot&ber l8t.
J. P.
OCT. 10, 1890.
THE ENGINEER.
290
C E ~I ENT MILL PLAN T.-G EN ER A L ARRANGE }tl ENT.
MEl;8H~. WUlT:\lOll~ .\~ J) DINYON, WICIO I AM MARKET, ENG INEEit::;.
( For clucnj1tion ut
p«[Jt ~i. )
l'usl ror loy sh<Jf'lo"c:.lr/llol?--
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Longitudinal S ecti o n .
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Trans v e rs e Se ction of' Wet Grind i n g
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T ransverse
Section.
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EDI NBURGH
EX HIBITI ON.-Q U I GG I N'S EVAPORATORS.
TilE Ll\'EI1POOL AND LO::\DOX C'OXOE::\:{ER
$ CCfiNDIIRY
OUTLE
r
70
<'O~[PAXY, EXOI~EERS.
fla.tness of the dome causes the top of the mounting to bo
very difficult to see or to strike with a.rtillery fire, and the
roof or dome rcc;ting on the glacic; ring, thn impact o£
F ig. 18
VAPI1UR 11UTL£T
VIII'OIJR
T/1 FRESH WATER
SI'RINC
CDNDEN\CR
LOADED NON RETURN
VALVE DN
291
THE ENGINEER.
OCT. 10, 1890.
NAIN
&DNDEIJSER
STEAM
l EVELLIN~
"PES
11DUBLE
AU108AiiC
r
DF VALV£
BOX
FEED
BLOW
projectiles can produce very little m]ury to mounting or
armour.
D-.F~F~t:-·
TO Bll.C•
THE PROGRESS OF WAR MATERI AL.
FIRST
TO
EDINBCRGH
VAPOUR
HOT
OUTLET
WEl.l.S
(;~
EXHIBITIO~.-QU IGGIN 'S
EVAPORATOR.
Tm: eva.porators illustrated by the a.bove engra'l"ing a.re exhibited by the Liverpool a.nd London Condenser Company
amongst other exhibits of a similar class. The evaporators are
designed to produce pure water from salt or other undrinkable
water, the heating agency being steam taken from some boiler
of any working prc!'lsure. This steam, after giving up its latent
heat in the evaporators, is sent back to its boiler separately without loss of water. The evaporators are made of single, double,
a.nd triple type, the general features of the single apparatus
being preserved in each type. The illustration shows partly
in sectionoJ elevation the compound type of evaporator. Each
type has an automatic feed regulator for preserving a constant
level of water in tho evaporator, and also e. feed-water beater.
The heating surfaces are composed of coils of solid drawn
copper tubes, tinned inside and outside, a.nd with a sectional
area, which is gradually diminished from the inlet end to the
outlet end, while, howovex·, the coils are of a tapering section, I
the surface is ma.inta.ined constant and uniform throughout.
This is done by giving the tubes a. section somewhat crescentshape, the crescent being decreased in thickness from the
entrance to the outlet end, the object being to keep the sec.
tional area. proportional to the steam enclosed. Each coil is
interchangeable, and spa.ro coils may thus be readily fitted .
The method of attaching the coils to the inside ciroula.r trunk
pipes is as follows :-The collars of the coils a.re grooved ;
these grooves fit into corresponding grooves in the metallic
joint, which is made of soft metal, thereby producing a. steam
a.nd water-tight joint. The evaporators he.ve very la.rge steam
!lpa.ce, and have been designed with a. view to ease and rapidity
in cleaning and renewing parts. The trouble attending
priming-which is said to be a common thing in machines of
this kind-has been overcome with a working pressures up
to 12lb.
These evaporators are in use on board ship for making up
the loss from the main boilers, so as to avoid deposit therein
of salt, a.nd giving them a higher average steaming capacity.
Machines of the same type have also been fitted in steamers
for the production of drinking water for cattle. In some
cases, it is said, these plants have a capacity of thirty tons
per twenty-four hours. Apparatus of the same type are also
in use abroad, where fresh water is not acccssibl&-the pla.nt
including evaporators, condensers, a.nd pumps. The water
produced has been used for drinking purposes, a.nd for the
production of ice, for which latter purpose distilled water is
found, as a rule, superior to ordina.ry town's water.
The fresh wa.ter condensers, made and exhibited by the
firm, are adapted to any pressure of stea.m. It is claimed that
they require no safety valve. The cooling surfaces are of coils
similarly made and fitted to those used in the evaporators
e.bove described, but of smaller diameter. The makers sta.te
that the coils have a bursting pressure of over 1500 lb., and
are equa.l to a working load of 200 lb. per square inch.
ARTILLERY EXPER I MENTS AT
TANGERHUETTE.
HEREWITH
a.re given the figures of two shielded Gruson
structures, which took part in the Magdeburg programme,
and which arc sufficiently good and characteristic to deserve
to be added to our report already published, from which they
were unavoidably omitted last week.
Fig. 18 is the movable shielded mounting for the 5·7 cm.
(2·24in.) 25-calibro quick-fire gun, weighing in all 2·85 tons,
which was driven about tho ground with three horses and a.
detachment of eight men, and put into position in a pit dug
by the gun detachment, as mentioned in the last report,
The sheet iron side!! of the chamber a.re covered by the walls
of the pit, and only the flat armoured dome-shaped roof
is exposed to attack. It wa'l mentioned in the case of
a. 81Daller mounting, that for tho 3·7 cm. gun, tba.t very little
effect had been produced by the impact of three 8·3 cm.
23in.) projectiles, slight indentl> only being made. The
door and back of the mounting is of thicker metal than
the sides and front, so as to resist a considerable blow from a
piece of shell striking it at the opening left at the back of the
pit, which, however, would not be a. contingency likely to
arise often. For firing perma.nently in one direction, the
mounting is pro,·ided with a brake, a.nd against skirmishers, a
dispersion can be given by an a.rra.ngement limiting the rotation of the mounting to a certain angle. The ammunition
is placed in tin boxes, which sta.nd on the floor of the
chamber.
Fig. 19 shows the disappea.ring shielded mounting for the
5·7 cm. (2·24.in.) gun of twenty-five calibres, being, in fact, a.
different application of the same gun. As stated in the
report, this mounting i'l \'ery easily ra.ised into position for
action or lowered into the position of eclipse or cover. The
Fig. 19
•
THE Director General of Ordnance Factories-Dr. Willinm
Andorson, M. Inst. C.E.-presided on Saturday night last at tho
annual dinner of tbo Royal Arsenal Foremen's Association, at tho
llolborn Restaurant, and gave an interesting account of the }Jr<o·
~rcss of the national war materinl. He statod that during the pa"t
yea r the Government manufnctories nt Woolwicb, Enfield, Wnlt
ham, nod Birmingbnm bnd employed 17,000 people, nod ba,J
turned out work to the value of £2,500,000, the amount spent in
wages being £1,300,000, while £1,015,000 bad been employed t ..
purcbll8e mnterials, tbo lattor sum largely representing wages nl~"·
Thoro might be ndded £17,000 expended in sick pay, and £2800
medioo.l charges. With the exception of very few stores, such n-.
sulphur, saltpetre, nnd gun stocks, all materials bad been purchiiS(.'<l
in the United Kinf;dom or its Dependencies. There had been
no great inorense 10 tho capital account of the Ordnance Fnc·
tories, the Secretary at Wnr having observed the pledge
given by Sir John Pakington to that effect in 1868, but con·
stant demnnds for new guns, rifles, torpedoes, :wd powder
compelled them to re-adapt their plant to meet requirements,
nod although the value of their property remained normal, its
efficiency had immensely extended. Their policy wa.s to encourage
privato enterprise, but they kept well ahead of the trade, for the
Royal Small Arms Factory at Enfield, starting fair, had produced
sufficient magazine rifles to arm all the home troops, while the
trade bad not issued a solitary weapon. In like manner, the
Government Powder Factory at Waltbam Abbey had completely
beaten all competitors. Their balance-sheet showed that they had
also done their work moro cheaply than before, and though paying
tbe ordinary wages, their produce cost less than the same goods pur·
.:hased from the trade. This wa.s to someextentaccounted for by the
fact of their hnving to P.ay no profits to sbnreboldors; but the Govern·
moot works could erunly pay a dividend of 10 per cent., and show a.
handsome reserve, all of which went into the pockets of tbeta.xpnyel'!'.
In some kinds of ammunition and projectiles they were not more thnn
half the price of their rivals. Tbts superiority he attributed to
the va.st scale of their operations, the steadiness of orders, and
complete orgnnisatio11 and 11k.ilful workmanship. In the Royal
Lnboratory they hnd perfected the manufacture of the ·303in.
ammunition, nod were turning out more than half·a-milliou
rounds per week, in addition to the usual supplies of other
cartridges, and they wero layin~ down machinery for solid-drawn
cartridge CII808 for riDes and qutck·6ring guns. Success bad also
followed attempts to improve the smaller kinds of cast steel shells
and shrapnel by the introduction of nluminium. The Royal Gun
Factory had produced weapons of all calibres up to 13!in., and of
a quality unequalled throughout the world. Not a single mi.shnp
hod occurred either in construction or at proof, and they hnd
again beaten all their rivals in cost and speed. The Royal
Cnrriage Department bad done good service, especially in meeting
the sudden nod violent recoil consequent on the long range and
high· angle fire of modem guns. The Royal Small Arm!!
Factories at Enfield and Birmingham were steadily at work,
completing ono magazine riJle every hundred minutes, every part
of the complicated arm being so perfect 118 to be absolutely interchangeable. The deplorable explosion at Waltbam Abbey had
reminded them all of the risks attending their labour in all its
branches, but it had also shown, in a marked manner, the courage
and discipline of the workpeople. The manufacture of smokeless
powder bad been commenced at the Royal Arsenal, but would bo
transferred to Wnltham Abbey. Though spoken of a.s a powder, it
wll8 in tbe shape of cord, and waa called" cordite." The charg(~
for the quick-firing guns up to the 6in., and for the 12in. field guw,
bad been practically settled, butsometimemustelapsebeforetbo new
explosive could be generally adopted, because they bad yet to fio,l
how it would be affected by long nod severe climatic change~. Tbo
cordite bad stood tbo arti6cinl tests well, but it bad yet to undergo
the ordeal of prolonged expoeure to the sun of India and the snows
of Montreal. The public were ,Probnbly getting impatient at tbo
tardiness of tbo procc"-q, cspecJally as they read such wonderful
accounts of the foreign manreuvres, in which the powders used
were not only 1.1mokelc , but noiseless, and actually without
recoil. They wero almost led to expect that the next great battle
would be fought between invisible armies, but tbe fact wa.s that
the fl.a.sh of the &mokelcss powder was particularly brilliant, nnd
ea.sily 10on, even in daylight, while tbe crack was rather louder
than tho report of the old powder.
Colonel O'Callnflban, secretary of the Ordnance Select Committee· Captain Younghusband, R.N., snperintendent of the
Royal Gun Factories; Mr. Rigby superintendent of the Enfield
Ritie Works; Mr. Engelbncb, C.B., late of the War-office; and
Colonel Bugbes, M.P., were among the speakers, and nearly all
the beads of departments nnd other officials were present, together
with nenrly 200 foremen.
recoil of the gun is absolutely checked when the sea.t on
which tbo gunner bits is turned down, and the mounting
cannot be moved to descend, until the scat is turned up and
tho gun withdrawn into the mounting. The whole construction is balanced upon tho pivot column, which moves
up a.nd down in the cone, and rests upon a. lever, such as is
1>bown in Fig. 24 of the report, whose counterweight bala.nces
the mounting. The gun re ts with its trunnions in a. frame,
I sliding backward and forward in guides. Bolts, which hold
the gun from recoil, enter grooves in these guides, a.nd are
connected with a lover, on which the seat of the gunner
pointing the gun is made fast. When the bolts are drawn
back the scat is raised, a.nd when pushed forward it is
lowered. The efTect of firing is to press the a.rmoured ring
against the glacis armour, after which it recovers its position
aga.in immediately, owing to the situation of its centre of
A Pnoi'O~RD G£RMA~ E\ltiDITto:s. - Tho next of the series of
gravity. The glacis ring is of chilled iron, resting on sheet nntional oxbibition8, which hegnn \\itb the American Exhibition in
iron plates and girders. In the position of eclipse, the 1887, will bede,•otod to the nrtA nnct industries of the German Empire.
SOCI ETY OF ENGI NEERS.
SEWER VENTI LATION.
AT a meeting of t bo Society of Enginoon, held at tbe Town
H all, Wostmioat.or, on Monday evening, tbo 6th October, Mr.
H enry Adams, p resident, in the chair, a paper wo.a read b_r Mr.
W . &ntoCrimp, M. Inst. C.E., F.G.S., on "Sower Vontilataon."
Tbo author firat pointod out that much had boon written with
r egard to sower ventilation, but that few experiments bad boon
mado, and, a11 a result, methods bAd boon suggested that would
almost certainly reault in failure. It bad, for inatance, been con·
atantly a.st~umad that the movomonta of sewer -air were almost
entirely duo to tomporaturc, an Maumption which the author
found did not aubsiat. upon a satisfactor y basis. H o then refe rred
to t ho exporimonta of Millor 1 Bootz, Miquol, CJarnelly, and Holdano,
which wore made moreospccaally with a viow to ascertaining the number of micr~>-organisms prosont m sower-air, relatively to those in tbo
atmosphere. Jn the result it was found that sower-air contained
fewer ; but tho au thor pointed out tbnt their natur e might. probably
differ widely. W ith regard to tho exces11 of cnr bonic acid generally
found in sowers, t ho au thor suggested that it was p robably lllrgely
duo to t bo mingling of tho ground air with the sewer air, in cnses
whore aowon woro not air tight. Referring to other gases found
in sewers, be pointed out that tbeso gasoa were in themselves incnpable of p roducing fevers of t he zymotic type, and argued thnt
such fevol'il, when cnusod b y aowor air, were due to the germs of
disease p resent in tbo sower air, and suggested that it was undesirable to sot np rapid air cunonta in the aewen, in the absence of
which those ~terms woultl fall back into the aewage from which
t hey arOI!o. Dividing aewon into two ciMIIes, namely those into
which men could not enter, and t he larger ones in which they were
frequently employed, he suggested that the smaller ones
should simply bo provided with vents, cnr ried high overbead, and eufficiont in number to prevent the houso traps
being forced ; although a properly d rained house should be
The large sewers of
proof against the most aevoro test.
courso had to be very fully ventilated, at any rate while men were
employed in them. The author then proceeded to a con.s ideration
of the forces cnuain~ movemeuta of sewer air, and presented an
epitome or the ox pen menta made by him at W imbledon during the
year 1888. The oxperimonta wore carried on continuously th roughout t he year, and wore modo on sowers of all sizes up to 4ft. by
2ft. Sin. Ono pipe sower, constructed in a hilly road, was continuouslr experim ented upon, whilst tests wore constantly made on
others, mcluding nlso surface water sowers when t hese were free
from water. f n the result, the author found t hat the only
cu rrents measurable by nn anemometer wero t hose p roduced by
t ho wind, nod that tbo direction of t he sewer-air currents varied
wi th that of the wind, being sometimes uphill and as frequently
d ownhill. Tho amount of movement of the sewer -air was also in
accort)anco with the velocity of wind. Having regard to these
facts, he sugg08ted that in the ventilation of sewers the fullest
advantage sbould be taken of the wind as a motive power, and
t hat it should be deflected into the sewers, or made to mduce outcur rents, as may be found desirable.
It will doubtlO&S be or interest to give t he total figures for veaaels
unde r construction, at the principal shipbuilding centres of t bo
country, now a5 comp.1rod with thoso for t ho 83mo period la t
year : 30th September, SOth September,
1800.
District.
I Do&cripllon.
LLOYD'S REGI STER SH IPBUI LDING RETURNS.
- - - - - - -;- - -:;- - - - 2fli
Bcltru.t. aud l.oudon - Steam
dcrry
. . .. .. tlall . •
Description.
I
tonnage.
1- - -
Stool . . . . . . . . .. ..
I roo
.. .. .. . . . . . .
Wood and compoHito . . . .
Total
..
..
2i0
6tJ
I
No.
I
Gross
tonnage.
Clyde ..
..
..
••
••
..
..
Wood and composlto
0
•
•
•
••
••
I
-------·
McrAcy..
..
..
TcC8
6~. 2'20
H ,G9G
75!l,532
&;.~•!i t
1,001
200
•
•
•
0
0
•
•
•
•
•
•
•
1
i96,683
HI
C.70,9i7
1---.- - - -·- - - - --
.. ..
•
••
0
.•
••
88
H
7
i 4,821i
s
2,760
:1,(}96
ss
;u
S2
iS,417
9,99ti
I
2,~4
so
81,2i l
80,066
""
20
;s.~s
27
120, iOO
GS
->v
8, il ~
3,000
23 1 01,601
••
••
Toll\! . . ..
1 St enm
• • l:la11 ..
I
------------
..
94 1 1811,029
21
48,9SO
88,:.80
1- SS -,:-165,2Sd
--
I
ll!o
I
.1
229,9~9
- - -1·- - --.------:- - - 13,SOcl
7
l!,820
5
.. 1- 1_s_J_I_O_,I_2tl- 1 12
.•
•.
Total ..
1 StcoU\
.. , lSI\11 . .
11
..
..
..
2
9,4M
----!-----
~ l lOS~S!i
..
•• . .
2,Si0
i ,O'.l!i
• 50 1 100,072
4, i20
2
-108,4J.)
- - !.2 1-104,-7!U- - - -- -·- -----------.. : ~·~. :: ::1 ~ 1-----12~~!>8 : ~ 1, 110.::34
Tyne ..
Towl . . . . 04
122, 1!>8
&J 1
------------------:---Stcru11
0
•
•
•
•
•
'fowl . .
..
4S
_____
Wear
••
••
••
.. • &.u .. ·.._ .·.·1
3i
,
2
85,609
5,000
I 60
90,009
Gl
1
---4------
j- - - -
Total ..
. -I 89
1
1~,7!19
Fomuox SaJrnr:rLDJxo.
The followin~ table shows the number and tonnage of vessel~,
excluding warships, under construction a t various foreip port.:l
according to the latest retum s which have been received a t this
office. V Ol!scls of less than 100 tons are not included in t heie
figu res:-
District,
Country.
SteAm.
Dnto
of
SaiL
I ToW.
. Gross • Grosa . Gross
return. ,~ ton- 1~ 1 ton- ~ tonnage.
nago.
na.go.
-- .
~ ----- 1SOO ,- ,
Anstl1n .. .. :Trlcst~ . . . . . . Sept. SO C. 4,000 4 950 9 6, 6!JO
Bcl~lum . . . . ,Autworp
. . . . Scpt 2b 11 2,000 - 1 ?,COO
-
Cblna.
..
Dcnm:u-k
.. i:Sbnngba.l
Frnnoo
..
. . . . Moy
.. Copenhagen . .
Bordeaux
Dunkirk
!Ja.vro ..
::,t )Jnlo ..
1
l
14 I: 1,SSS
-, -
. . Sept. 2S 8 7,920 -
-
. . . . Sept. 22 - nil. - • nil.
. . . . Sept. so - niL - nil.
. . . . Sept. 1!1 11 800 - .. .. June SO9 1,050
1Bremcrhavcn,
(
l
\ 'ogcsuelt, Gecatoj mundo
. . . . Sept. 2S
Bnmburg, Flen•burg, and KJeL . Sept. SO
lloetock & Lubcclt Sept. SO
l)andg . . . . . . June 28
I 1,SSS
8 i,!l!!O
I
1
9
nil.
nil.
soo
1,0~
I
1
S S,920 • ' 4,452 i 8,Si2
8
1
1;,5!12 -
-
l t~;~
nU.
S 11i,5P2
S 4,0SO 41 4,19:!
nU. - ull.
AllllltA:rdnm .. .. Sept. 20 2 2,400 s 4,100 5 0,000
Hottcrdam .. . . Sept.. 211 6 4,510 2 2,550
;.ooo
Boll'lnd · ·
\'a.rlous
othor
{
ports . . . . . . Sept. 21.0 4 7,410 s 4, 710 7112,120
'
'~ -, '0 J·_> _
...
Italy . . . .. 10cnoo .. . . . . J lln so ,. v,
- ,-,.,_-, J6,SI,467
Jnpan .. . . jOsa.lta .. .. .. Dec. 3 1 6 1,880 (, 1,180
;I
~
4
330
, Stenm
••• S-'111 • •
•.
..., 1:;--
!ll>,OOI
:!I
2
h
1- - - - - - -:- - - · - - - -
SAIL.
.. . .
.. ..
Total
Gross
No.
SOth&ptember, l889.
.. ..
Totnl
QUARTER EXDED 30TH SEPTEMBER, 1890.
FROll tho rctums compiled by Lloyd's Register of Shipping it
a ppears that, excluding wnnhi,Ps, thoro were 406 vessels of 652,248
t ons groiiS under constr uction 10 the United Kingdom at tbo close Genn:my ..
of the quarter ended 30th September, 1890. T he particulars of
the vessels in question are as follows, similar details being given
for t he corresponding period in 1889 for the pur pose of comparison.
sothSopt~mbcr, 1890.
1!1tl9.
to~=o. ~to=c.
Xo.
I
Steel
J ron
OcT. 10, 1890.
T H E ENGINEER.
292
'
NowBnmsw'ck 'St. John
I
Now 7.cnlfind ... Auckland
I
~
~
1889
..
. . Mny 16 -
..
. . Juo o S(l
-
-
Dorgon, ChriMUnNo way
1nla., ChrfatltU\81\Ud
' r
· · { 1 Drontholm, a.od
' Sta.va.ngcr.. . . Sept. HI 8 6,450
3 2,300
3 2,300
2
2,
2
430
480
2,coo ao· s,oso
Philippine
I
lslunds .. Monlln .. .. .. , Junc SO I
200 -,
200
1
Compari ng the p resent returns with t hose for the quarter ended Po1 tug:~ I . . . . 1Oporto ..
200
. . . . IJuocSO - , I • 200 I
30th J uno, 1890, n dec rease is observed in the tonnage of vessels
I
under coMtr uct ion of 87,666 tons; but a considerable increase is Prince Edward I
Sept.
1 noticeable in the vessels for the construction of which p reparations
lsla.nd .. . .
4 l,SOO 4 I ,SilO
are being mode, there being now l:J6 vessels of 242,091 tons "pre..
IS 4,2Ml IS 4,280
~ ri og," agniMt 60 vessels of 99,076 tons at the close of the pre- RuAAh . . . . 1Rlgn, GuU ot
I
vaous quarter.
Outhonburg, OaI~ may ~added tbnt of the tonnage under construction in the
cnnbnmn, and
I
Uru ted K mgdom nt the end of September, excluding that being Sweden ..
Thoraltog . . . . Sept. so 10 4,WO - 1 _
Stocltbolm nnd
I
b_u!lt for foreign owners, non rlr 95 ~r cont.: was nnder the supervtBaon of the surveyor~~ of Lloyd s Repter wtth a view to clnssificn't Ocflo . . . . . . Sept. 2S s, 1,9~0 - 1 31 1,970
t ion by t his societ y. or tbo tonnage being built for foreign owners
Turkoy .. . . ,Constantinople .. Sept. 2:l 2. 416
2• 416
over 75 .per ce~t., nod of the total tonnage under construction in
the U~· ~ Ki ngdom over 90 per cont., was nndcr t he societ y's
8:\ltlmoro . . . . JLU\C 13 - s- 1, i9i S l ,iHi
SU~rVlSIOO. .
•
.
.
United
Phllndolphln,Cam·
S tntc8 of
l'be followtng dotaals concornang the vessels mcluded in the foreden, Cheswr,
I
America.
Wllmlngton .. Sept. 10•24 22,075
going statement a re necessary in order to represent p roperly t he
S:m FTOncl!co .. June SOl 5 1,150
llhipbuildiog 1rork of t he put th ree months:• Also three other saUing vc8Silb of which the tonna.go la not stated.
-----S~T-£A
__v_. _____ ~,----~8-AI_L_._____
During qWirtor ended
LLOYO'S REOISTER OF S IIIPPINO,
90th September, 1800.
Gross
Gross
2, White Lion-court, Cornhill, E.C.
No.
No.
tonnage.
tonDBge.
October, 1890.
YC88elll commoncod . . . . . .
123
1iS, 156
22
S4, 710
Total Stc.'lm a.nd &il
406
882,i49
621
652, 248
- - -- --'-----'--- -
IlL
I
I Junc~O~ -
~-~
'
'
I
YC88els provioust.Y commonood
but not progrosaod with . .
G
ENGINE ERI NG I GNORANCE.t
7
000
AT no previous time in t he world"e h istory has the ad vance in
engincerin~t knowledge and achievement been so rapid as during the
. T h_o followi~g tab!e apportions tbo veiiS~ls now under construc- last twenty yenn. During this time we have seen t he d evelopment
t aon 10 the Unated Kanqdom to the countnes for which they ore of the compound engine, of electric lighting and locomotaon of
being built:tunnelling by compressed ai r ,_of modern ships of war, armament ~od
gun~, the co!Dplotaon of the .Hrook~yn ~nd Forth Bridges, the per ·
8TF..UI.
SAIL
TOTAL
fection of raalway travel, t he subshtutaon of steel for iron in conCountry for which
st ruction, the_ erection of fourteen-1toroy office-buildings, and
Intended.
Gross
No. tonnage. No. , to'!n":;c. many other tnumpbs of t he powers of man over t he r eiistanco of
natu re, which will suggest themselves to every reader. On the
United Kingdom .. 225 SSG,278
theoretical side also thoro have been g reat advances. Numerous
S6
40,808
26 1 427,086
Britl.h Colonies ..
9
25,460
1
1,700
10
27,160
technical schoolsaro yearly turning out graduates well iwt.r uct.ed
Egypt
. . .. .. 1 1
150
1
150
in the ~unda_montal p rinciples ? f !llech~nica nnd engineering, and
f'ra_o co
.. .. ..
10,695
1
s,soo
0
H,495
of enganeen ng books a nd penodacnl hteraturo th ere is an ove r~~ I 8!1.820
Ocrtru1oy . . . . . .
3
C.,290
16
45,110
whelming supply.
Greece
.. .. .•
s
4,6Sd
s
4,636
I t has been ~id .that Lord Bacon was versed in all the existing
Bolltlnd . . .. ..
2
6, 200
2
6,200
lt:lly . . . . . • ..
1
8,680
knowledge of h1s tame, not so much on account of his vast brain
1
3,680
Norwny . . . . . .
14
18,090
S,SW
19
2cl,440
power as ~n accoun t of the fact t hAt so little was then known v.•hich
Roum:10l11.. . . . .
1
100
1
lOO
bad the n ght to bo cnlled knowledge; but since his time knowledge
R UMlt\
. • •• • •
2
2,900
2
2,900
has grown 80 fast that no ono. man ~as ever ~een able to compreSouth AmeriCA
..
1,480
c.
6
1,480
~en.d more than n small fract aon of 1t. So 10 that comparatively
81)(\ln • • . . • . . •
6
7,420
Gi 7,420
hm1t.ecl branch of kn?wlo:dgo known as engineering science, while
Sweden . . . . . .
1
860
1
SW
For ~~:~le, nnd ontlonSf!~eaton, Watt, Fnarbatm1 a nd othera of t he oorlior engineers
nllty of owners not
mag:bt . hav~ boon expert 10 a ll existing engineering scienc<ls of
8tnt.ed . . .. ..
48 IJ.I,828
80
21,323
rs u,ot.l t hoar time, 1t ho.a recently grown so vast t hat engineers have to
Total . . , .
830 6iO,flii
S l,2:'1
4.>6 1 652,248
I W . K. S ti!VOOR In tbc A••w-iron Marltini.t.
\csael8lfiunchod
..
..
..
162
274,1S8
18
S2,SS9
--
-
-
..
-
-
.
classify tbemaelvos n11 civil, mocbani~l,_ electricnl1_81lnitar,v, and t b e
liko, and those branch CB are now so davadod and c:liffllrenb ated that
oach onginoor in practico must devoto himself to a limited apeciaJity
if be wisbea to achieve success in his profession.
I n tbo nc.tuirilmcot of learning", ono of the first and mt)lt impor tnnt stops ia to discover bow va.stly ignorant we are. In engineer
ing the world is now taking that step. In the evolution of engineering practice from the" rule of thumb" nod empirical mothoda
of former yenra, into the more scientific and exact methoda ot t he
prosont, we aro gradually finding out how lamentable ia our
deficiency in really exact a nd scientific knowledge, and how great ia
our ignorance not only of thooreticnl refinements, but of actual fact
and data connected with our every·day experience. In quito
recent yenra we were contented with certain engineering rules and
formuloo, if they wore laid down by high authority, such u Weiab:ach, Rankine, Fnirbairn, H odgkinson, or Bourne, and if n statement
wore found in the engineer ing pocket-books like Haswoll's or Moleawortb's, it was accepted without question. Now, however, we a ro
beginning to doubt the accuracy of all the old authorities, and ou r
conlidonco is extremely limited in the newer ones. These idoa.t1
were forcibly b rought to ou r a t tention in hearing the rocont diecussions in tbo meeting of t he American Boiler Manufacturers'
ASBociatit.n. Simple quostiona, such o.a " What ratio of hoo.t infr to
grato 11urfaco should be adopted for different fuels ?" " Is an aron
chimney or a brick ono the betted" " H ow high should a chimney
be for different fuels ?" and the like, were answered mer ely by
opinions, which d iffered moat r emarkably, and n ot one of tbeso
opinions was bnsod on any ex~t data or expe.r iment. This is no
rolleetion on the inteUigonco of the boiJer mnken p resent, but ia
sim))ly nn example of existing ignorance, which is not t hnt of a
few individuals, but of the whole world, and it is due to a lack of
facts or rocords from which any opiuion could be formed.
Concerning iron and 1teel, tbe metals most used by engineers,
bow little is renlly known. W hy should cast iron vary oil the way
from 12,000 lb. to 45,000 lb. tensile strength per square inch, an d
what ton silo strength can be predicted of any given mixture of iron
in castings of clitrerent ahnpeg1 In wroup:ht iron and steel oonstructions, how sbnll we determine the best factor of safetywhich H olloy truthfully en lied the "factor of ignorance 1'' Wbo
knows whether hig h carbon or low carbon steel is best adaptod to
resist repeat«! strains without crystallisation 1 Is there really any
such t hing ns crystallisation of iron or steel 1 If so, what proof lB
thoro of it 1 1f not, why a re such large factors of safet y necessa ry 1
In the steam engine, is a ateam jacket of any value, cnusing an
economy of 20 per cent. of fuelt o.a has been claimed for many
years, or of no value, u appenre<t to be the case in recent testa of
the Pnwtuckot engine 1 Whnt is the amount of cylinder condensation with different types of engine, and with different pointa of
cut.-off t Wbnt is t bo moat economicnl ratio of expansion fC\r
different classes of engines 1 U large engines have developed a
horse-power with 1S lb. of steam per hou r, why is it necessar y to
use from two to four times that amount in small engines 1 I n
recen t tests in England on the engines of four steam vOl!sols,
according to THE ENGINEER, utterly contradictory nnd confUJiiog
results were obtained, so that we a re yet in ignorance as to the conditione on which depend maximum eoonomy of the marine engine.
The Board of Trade in England has found the cause of breakAge of
the starboard engine of the City of Paris, locating it in the weari ng
down of outside abaft bearing, near the screw. Wby did not the
similar bearing on the port side also wear do~, or the two exactly
similar beari ngs in the siator ship, the City of New York ?
In t he uso of bituminous coal, who knows bow to obtain the
maximum economy from different qualities 1 W hy should t he
Western coals, such as tboso of Ohio and Dlinois, invariably give
so much ~rer reaulta thAn Cumberland and Pittsburgh conlresulta whach a re not accounted for by chemical analysis 1 Wby,
with all tbe march of invention, do the Western cities still suffer a
cloud of smoke to rest over them a.s a pallf
. We have stated that. the elll:t'i;neoring world i~ now waking up to
dascovor the extent of ata own tgnorance. I t 1S well, for the discovery of ignorance is the end of conceit, and conceit of knowledge
is the ~t ba rrier to acquiring further knowledge. It ie rapidly
bocomang no disgrace to an engineer to say, " I don't know ' and
to the engineering profession at large to say, "We d on't kno~. but
we nro going to try to loam."
T he next step is to take ways and means of r emoving ou r own
ignorance, and of contribut ing to the advancement of t he world's
real knowledge. To do the first, cnr eful observation and experiment, with the scientific method of thought, is essential. T.> do
the second, prom pt publicntion of carofu])y obsen ed data is
ndvisable; but thoro is already too much publication of crude
observations and hastily for med opinions based on incomplete dnta.
It wore better if the publication of opinions and generalisations
could be deferred until at leo.at a year after making the observations. T his would greatly curtail the mass of badly digested
engineering lit.orature with which we a re now infticted.
ln fact, the increasing bulk of engineering publications is
becoming a burden rat her tbnn a benefit. Each of the technical
sociotiea publishes a yearly volume, which tends to grow larger
every >:ea r,_ and the number_of such societies is steadily increasing.
The sc1ontific colleges pubhsh monthly or quarterly magazines
and the technicnl and trade journals and tbo book-makers nr~
doi ng their abnre to swell the bulk of matter which engineer& are
~xpect~ to road. The qua~tity of such/rioted matter now being
assued as so vast that no ongmoor can fin time to road more than
a small fraction of it. But out of aJl this vast mass how little ill
thoro which really is a contribution to knowledge. ' Even in the
" T ransactions" of our technical societies, which a re sup~ to
be under the censorship of a publicntion committee, nod edated by a
secretary, how few papers appear which have any permanent value.
. T he great reason why the engineering prof~ion is s till so
agnorant of facta nod data in ita own science is, that these facta
nod data are not easily _obtainable in a ny shape which renders
them valuable for companson and permanent record. An isolated
fact, such as t hat a certain steam engine r equires 20 lb. of steam
per hou r to dovelope 1-horso power, is of no value tor scientific
purposes, unl088 it is k nown precisely under what conditions that
result was obtained, inclu?iog type, dimensions, speod, cut -off
clea~nce, back p ressure, Jackottmg quality of steam, &c., and
oven 1f those are all known, the result contributes but lit tle to our
knowledge, unless it cnn be determ ined how the result of 20 lb
will be varied by a change in each ono of t he numerous conditioOS:
'!o ob~in such a roco_rd, an d ~ make any generalisat ion from
at, roq~ res an oxceedmgly ted1ous and expensive investigation
by ~ tramed. expert. A few years ago an experimental com pound
engmo, costang aom~ thousands of p ounds sterling, was proaented
to Owons College, 10 Manchester, aud experiments for nearly a
year, undertaken by P rofessor Osborno Reyn olds with an ample
corps of Mais~n~, have. given thus fa r very few figures of per·
manent vnluo m mcronsang our knowledge of compound engmes
and the laws of their aotion. Tb~y, in t act, have thus fa r only
served to r eveal t~o fact_how doll80 aa our tgnoranco yet concerning
~beso lawa. The 1mmed1ato need of t he p rofession in this matter
Ill no~ more schoola, more books, more society papers but more
e xpenment.
'
NAVAL ENOrNEBR A PPOI~'TMBNTS.-Tho following appoint ments
ha~o. been made at the Admirnlty:-F leet engineers, Stephen B.
W alhams to the Cornua, and Edwin J . Coml_oy to the Assistance to
date ~ptember 27th. Chief engi neers, William H . Ga y to t he
Torpsachore, to date Sep tember 27th · J amos E. D. Grah am to t he
Pylad es, to date September 29th. i&;.ineers John A. Cawloy to
the Pembroke, additional ; Samuel A:-~reech' to t he Alexandra ·
Harry H . Moo.dus to the CaJiiope, to date September 27th · and
He_n_ry P. Vining to the Asia, addit ional, to date September 29th ;
P bah p Mar rack to t he l nd ua additional, George G. Goodwin to
t he P embroke, and Fredorick lJ. H obbs to the Asia a ll t o date
October 1st. As.\listant engineer- p robat ionar y- W illia'm H . G 11\36•
polo to t he Eupb ratoq, to date September 27th,
OcT. 10. 1890.
RAU.WAY MA'M'ERB.
W on has been commenced on the light railway which
is to be conatructed between Downpatrick and
Ardg~.
I T is rumonred that the traffic on the New York,
lAke Erie, and Wcatcro Railway over tbe Kiozua Viaduct will
make it necoaary to build a second line to cross tbe valley by
another Yiaduct.
A
293
T H E E N G I N E"E R.
BORT railway is pro\>osed as a. connection for
NOTES AND MEMORANDA.
THE annual death-rate in L ondon last week per 1000
from all causes1 which bad been 16·2 and 17•2 in tbe preceding two
weeks, decline<:~ again laat week to 16·7.
HIBOELLANEA.
MR. JoaN DrxoN announces the change of his address
from LD.uronce Pountney·hill to 11, \'ictoria-at reot, WestmiDJter.
MR. J. H . FRABER announces that the partnership
TaE deaths registered last week in twenty-eight great hither to existing between Mr. 0. C. Fraser and himself is diltow01 of England and W ales correspondod to no onnUAI rote of solved, and that ho ia now erocting complete oew works at North
19·3 per 1000 of tboir oggrognte population, which is estimated at Greenwich.
9,715,559 pereoott.
A LITTLE pamphlet, entitl ed 11 W ater Purification for
I N London last week 2483 births and 1413 deaths were
coupling up the roilwoya round Liverpool and Birkenhead through
the Mersey Tunnel the Great W estern, the London and North· registered. Allowing for increa.so of population, the births wore
W 06t em, and tbo Manch06ter, Sheffield, and Lincoln, being all 255, and the dcath11 52, below tbe avoro.ge numbers in tbo corro·
interested in it by connection with the W irral, Dee Bridge, and sponding weeks of tbo l0.8t ten years.
other lines.
Manufacturers and Steam Uaers," Sawroy and Collett, 189<?1 1\ti.l
been publiehed, apparently in the interests of the Stanbopo \ Vater
Softening Company, London. It is chiefly on the advantage• of
softening, and givoe the usual ovidenco and figures ; but it is a.
useful pamphlet.
THE last spike of the Galt extension railway, 240 miles and the &itntifo A mtrican My&, mnchino-mo.do bricks,!if boiled for
DoRINO last month seven vessels were launched from
BRICKS boiled in coal tar are rendered hard and durable,
long, connecting Dunmore, on tbo Canad ian Pacific, with Great a long period, MY twenty-four hours, become waterproof. Bricks
Fa11~ Montana, waa driven on tbo 1st inst. The formal opening thus treated are well adapted for sowers, cesspools, nod tbo
1
will oe on t he ltith. Tbo ro.ilway will give an outlet into the fo~mdationa of buildings. It would apvear cheaper to buy blue
W estern States for tbe cool p roduota of th e Canadian terri toriea. bn okl!.
It is tbe first lino in the territories tapping t he international
IN a. paper r ead a.t the r ecent meeting of the British
bou ndary.
Association, Major-General W ebber refe rred to tbe large use of
I NCREASE in parliamentary expenses and increase in 11000ndary batteries in t he Cbolsoo. District Supply W orks, and said,
compensations deprived the shareholders in the North British " Although the succesaful ~ of storage batten e11 was no now thing,
Railway of a-half per cont. dividend during the past half yea r. this is tbo first oJ.Om ple of 1800 of them being continu ously at work
Although ihe company had carried 23,000 additional first-class in one system of supply. Tbe year's results were hi~bJy satisfnc·
~ngers o.s compared with tbe corroapondingperiod of last year, tory, the wear and tear normal, and tbo leakage to earth insig·
tOO less aeeond-cla.ss, and 2,000,000 more third-class, the goods ni6cant."
traffi c increased £330,000. Expenditure in nearly every item
A suooESTl O:s rel a.tin~ t.o the preservation of ropes
sho.,·ed an in<'reaae. Locomotive _power showed an increuo of
£30,000; repair of rolling stook, £~; traffic charges, £16,000; made in those pagea a long t.imo ago has aguin been brought for·
compensation, £4000; and tbo other item!', including extra re- ward in o. J.' rencb paper, namely, that in order to insure more safety
muneration for working other lines, added £10,000 more; increased in ropes used for acaffoldin({ purposes, particularly in localities where
the otm~pbero is destructao of hemp fibre, such ropes should be
parliamentary expenses reached £14,000.
when d ry into a ootb containing twenty graillB of sulTBE Algeciras and Jimena. section of the Bobadilla. to dipped
phate of copper per litro of wnter, and kept in soak in t his solution
Algeciraa Railway, twenty-m miles Ion~, was opened on Monday, some fou r days, afterward being dried; tbe ropes will thus have
io tbo proaence of tbe local and provincllll aut horities. This line, absorbedncortainquanti~yof sulvhate of copper, which will p reserve
which will bave a totallongtb of 112 miles, is being constructed by them for somo time both from tbe attack. of animal paraatte8 and
an English company-the Algeciraa-Gibraltar &ilway Company. from rot. Tbo copper Mlt may be 6xed in the fibres by a ooa2i
n
It will, when completed, form a very important addition to tbe of t.ar or by aoopy wator, and tn order to do tbis it may be
now rapidly increasing aonice to Gibraltar, as it will not only through n bath of boiled tar, bot, dro.wing it tbrougb a tbim le to
relieve pasaoogere from tbo prosent cboico of evils--an uncomfort- press back the excess of tar, nml suspending it afterward oo a
able aoa pa.ssa.ge from Malaga or Codi_z, or that terrible diligence staging to dry and harden. l n a accond method tbe rope is soaked
journey of fifteen bour8 from San F'ornando-bu t will aborteo the in a solution of 100 grammes of soap per litre of water.
actual journey by some twenty-four boure. Tbo remainder of tbe
line is 10 an advancod state, and will, it is ex.pooted, be completed
TaE cause of the appearance of annealing colours has
early in 1892.
generally, although without any proof, been ascribed to tbe oxidaON Monday, a.t e. special meeting of the Town Council tion of tho iron. Mr. S. Stoin, woll known from bis experimental
of Edinburgh, held to consider tho p roposals made by tbo investigations of iron and stool at high temperatures, in tbe
directors of tbe North British nod Caledonian Railway companies Ztii~eA. d. I'n·. IJ. b tg. , has now conclusively shown that belief to
for providing better alation accommodation, tbe following be well founded. Pieces of iron and stool were carefully cleaned
resolution, proposed by t.ho Lord P rovost, was carried br. with alcohol and other, and put ioto a glass tube; tbo air wo.s
twenty-three vot.oe to twolvo: - " The magiatro.tes a nd Council exhausted and replaced with pure nitrogen, which also was pumped
recognise tbe necessity for incroa80d facilities in connection with out in order to aeou ro o. thorough removal of tbe oxyge~. 'l'ho
tbe working of both the North British tlDd tbe Caledonian Rail- tube W!UI then gradually boated, and as hydrogen and rutrogon
ways, and that such facilities should be a1fordod so far as they can generated from tbe me~ they wore pumped out. Tbe inner
consistently with tbe other intorests of tbe city ; but they cannot su.rfo.ce of tbe tube, on ita coole r parts, became covered with a
approve of the ecbomes of the companies aa submitted to tbom, white precipitate of a still unl.."tlown nature. The whole scale of
and accordingly remit tbe subject to the Lord Provost's committee, tbe tempero.tures appropriate for tbe appooro.noe of tbe annealing
with authority to confer further with tbe directors of tbe two colou rs was tried, but th080 failed to appear, wbere~~a tbel were
forth immediately on the admission into the tube of a1r .,;th
companies, and i01truct thorn to report to the Town Council tbe called
oxygen.
result of any aucb conference. "
THE questions relating to the development of the
valuable deposits of coal roating upon tbo magnesian limestone
on t bo course of tbo Hull and &rnaley Railway has been discu.ssed
for a long time pa.st by landowners and mining engineers, but bas
now, the Rail1Cap J\'tlu saya, assumed a practical form tbot is
likely to shortly le:ld to the best te:lms being sunk to. Tbe limit
of what is termed tbo concealed coalfield of Yorkshire is considered
t o be at Drax, near Snaitb, where tbo Bull and Barnaley RAilway
Company have a station, but as yet it bas not been broken into.
Some time since Lord Beaumont bad a borobolo made oo bis
estate near Carlton Towers, at no !{Teat dist.ance from DraL Tbe
boring, as far Ill it went, was satiSfactory, and gave strong evidence with respect to the cool moasuroa being in the district, and
similar to those worked in South Yorkshire, but at a much ~eater
depth. It ho.s been estimated that at Dro.x, and tbe diatn ct, the
t htok or & r neley seam of coal would be found at a depth of from
600 to 700 yardt.
THE Baldwin Locomotive Works, Philadelphia., have
the contrnct for building four docapod tank locomotives for service
in tbe now railway tunnel under the St. Clair Hiver between Port
H u ron, Mich., and Sarnia, Canada. The Railroad Oa.::dJt says
t hese enginca are to have cylinders 22in. by 28in., five pain of
driving wbeola 49in. in diameter outside or tires, and will weigh in
working orde!J. including 1800 gnllone of water in tbe tank, about
180,000 lb. "J.'bey will bnvo boilers 74in. in diameter, carrying
160 lb. steam proaeure. Tbo fire-box is 11ft. long by SMt. wide.
There will be about 280 tubea, 2!in. in diameter, and 18ft. 6in.
long. Tbo cab is placed centrally over tbe boiler, with foot- pia~
and coal-box nt the rear of tbo boiler. Tbo wheel bat>e is 18ft. 8in.
Aa tbe track through tbe tUDDcl is straigbt1 tbe engines are not
required to pau cones on the main lino, an<1 a re only required to
enter ordinary sidings. Additional ploy will be given the tires of
tbo extreme driving wheele. Tbe aecond and fou rth pain of driving wheels will be Hanged with the uaual play, and tbe distance
between tboir centres is 8ft. 9in. Tbo tires a re to be ~ured by
Manaell retaining rings and 04Ch engine will be fitted with two
aand-boxes and two headlights, n Cooke steam bell ringer, and the
W e.stingbouse automatic broke, with oqualilled driver brake fixtures
acting on all tbo wbeola. Tbo fu el will be anthracite coal or coke.
The load which tbeeo oll(linoe are intended to haul is about 760
tone, and tbo grndoe are 100·6 per mile. Tbey oro to be d elivered
in Ja nuary.
THE comments of the Melbourne newspapers on the
maDaftement of the Victorian railwnye are, say11 the Sud:n.<y &r,
" in striking contmat to tbo actions and utterances of a certain
eection in this community in reference to Mr. Eddy and bill fellow
commwionera. The primarr purposes of bringtng tbe Railway
Commiaionera into 01istonoo to all tbcae colonies was to secure independent control of tbo railways, to protect tbe management
against political influonce1 and to ltlfoguard it against any control
that did not come tbrougb tbo uaUAI parliamentary channel. Tbe
second purpoao, following 11 a coneoquonce upon the first , wu t be
management of t.be roirwaya upon eollJld commercial principles.
Upon this lo.tter point thoro is no diffo ronce of opinion in tbia
colony as to tbe auocoa of tbe experiment, but in gtviog effect to
the first-named purpoao tbo .RMlwoy CommiMionere hove incurred
some dogreo of odium in certain quarters. In this con.nection it is
interelting to note that tbe Mcloourne A rgtU, in commenting upon
tbe recent attacks upon Mr. Eddy, aaya:-" It is plain tbat in New
South Wales they have euccooded better than we have in Victoria
in administering tbe railways under commissioners. lo Victoria
wo -m to bave almoet aunonderod to tbe demand that t he railways ahould be managed for t he employ€&, and instead of politi·
cal influence h4ving been absolutely removed it has been
atreogtbened in a very underirable manner. In the 1ilter colony
.Mr. Eddy is atill fighting for the independence of the ayatem, with
every p roepoct of auocetl. Ho has been exposed to malicioUI
attack.e. But be bolde to the roeolution that he will administer bil
department in tbe interoeta of tbe whole colony, relying upon the
whole colony for aupport." Nor is the journal joat quoted fronJ
tbo only authority for arriving at t he opinion t hat the Victorian
CommiS!!ionen have failed jUIIt wboro tboae in thi~ colony bavo succc...·dl!l. .,Tbo Molboumo. I gt is non moro pronouncod in its ad veno
.
crHh:.•m
the W ear sbipynrda of an aggregate tonnage of nearly 16,000 toot,
ne against five vessels launched of o.bout 101 400 tone io tbo same
month last year. For tbo nine montha JUSt ended .Uty-eight
vessels have been put into the water, t hcao being equivalent to a
tonnage of 004rly 149,600 tone, ne compared with seventy-lis:
vessels of a tonnage of upv.·orda of 155,000 tons launched during tbe
first nine moot~ of last yoar.
As the result of the examinations recently held at the
School of Electrical Engineering, we are informed that tile folio"··
ing gentlemen have now obtained tbo vellum certificate of the
school :-(a) In electric light ing and po wer tro.nsmisaion, Meaare.
Claypoole, Oarre, Gillica, Lawrence, Phillips, and Waring. Tbe
e xaminatione in these aubjects wore conducted by Mr. Giabert
K.app, and included a rim t."OU and practical examination. (b) Io
tolegro.phy and telephony, Mean. Lnwrence-above named-and
Salriiony. Tbia eJ.AIDi.nation waa c:>nducted by Mr. H. R. Kempe.
THE Mersey Dock Board have, in response to the
representations of various Transatlan tic ateamahjp com paniea at
Liverpool roaolved to apend £10,800 in providing further landiq
accomm;;datioo for first--elaN passengers and Customs euminatiOD
of their luggage. Additional cove red gangways at the laodin~r
stage will be providod, with another bagg~e conveyor, eo that
double t he present accommodation will be gtven. Tbe opinion is
tbat if Liverpool is to compote with other _ports, p rovision will have
to bo made ultimately for paasengore landing directfrom tbe steam·
abips, without the employment of a tender.
NoTWITBSTANDrNo that the present works of the
Chelsea Electric Lighting Company are ca,pable of meeting tbe
demand for 30,000 8-condlo power lampe tnstalled, or of 12,000
actually in use at ono time, and that tbe number supplied is 16,700
at rroeent, it ia e xpected that before tbe middle of 1891 420 hou.aee
wit be on t he books of tbo company, being about ono-third of tbe
total numb11r of 1258 in the areas of supply. The mains of tbe com·
pany on the Call ender-Webber system ore already laid io forty-one
streets, &o., of Cboll!en and Konsingtcn, alonl{ a distance of nearly
ti~ miles, and iuclude 39 miles of conductors Wltb 5li tons of copper
in tbom.
AFrER having all defects made good a.t Portamouth, the
double turret battleship lnftoxible went out of harbour on Monda7.
to ship ber shell and ammunition. Captain Kane expectll to aatl
for tbe Mediterran011n station on W ednesday. Tbe Ti1m1 correspond ent says, 11 Jut an example of tbe skill and economy with
which important operations can be performed at Portsmontb, it
mar be mentioned th4t while the Admiralty EDted £3000 for tbe
lifting of tho turrets~b weighing about tOO tona-and fittin6r
A !!fEW method of preparing wood pulp composition for t hem with new roller patbe, tbe work was accomplished for half the
m<>uldi~ is d0110ribod, in wbicb the wood pulp is mixed witb cost." 01 courso, it 1.1 not oocouo rily an eJ.AIDple of anything of
bronze powders, aniline or metallic colours, so na to give a uniform tbe kind. l t may only abow what very incompetent judges of tbe
colou r of any deeirod ahade to tbo pulp. W ood pulp is now being coet of work there a re in tbe Admiral ty.
uscd-aaya tbe B uildtr a/Id ll'ood lror.l·ti'-M tb e basis of a plastic
IN an article concerning some of the trade onion
compound to serve u a substitute for lime mortar io covering and
finishing walla. lt u designed to pouoss, in addition to all tbe operatione which are driving trade away from London, Fair Plar
desirable qualities of :>rdinary mortar, tbe characteristics of being remarks:- "The aeamao may ait on o. stage all day long in tbe
harder and, wbon applied to wood-work in a thin coot, rendering it broiling sun of Calcutta beatin.g dust off tbo abip's side, but wben
both tiro a nd waterproof. It is claimed on behalf of paper as n be comes into tbe cooler latitude of tbe London docka this privilege
buildintr material tbat it is absolutely fireproof, and that it is o.leo is obligingly taken from him by the Scrapers' and Scurfere' Union.
imper vtous to tbo action of the olomonts, defects which mar tbe He may bn ng hia abip homo radiant wit h paint and varnish below
boo.uty of wood, stone, or brick, and in time impair their strength. and aloft, but be muat not lift o paint bruah within tbe port of
A bote! bM been erected in Hamburg wi th a paper faC(ade. Doors London, be it ovo n to touch up tbe rusty patches on the ahip'a sidQ.
made of paper ore Mid to be on im_provemont over those made of Tho Painters' Union claim all that; yet with the benevolence
wood. T boy ore for med of two thtok paper boards, stamped and which charaoterues the ahoro-~oing oraftllmen, where tbe aeamen
moulded into panela, and glazed together with glue and potash, is conce rned, tboy still permit nim to paint the masts and yards."
and then rolled through heavy rollers. After being covered wit h a
SPEAKING o{ the Chemical Union, the Chemica l Tra<ka
waterproof coating, and ono that is fireproof, they are painted, Jo11nw.l says:- " Of course, paper-makers wi ll, durin,g t!le continuvamishod, and bung up in tbo usual way.
ance of t he Union, bavo to pay more for thei r obemicala than tbey
AccoRDlNO to a. pnper on the " Polarisation of bave been in tbo habit of doing. Wbon bleach was aolling at four
Electrodes," by L. PoincoriS-Jourttal of tbe Cbemioal Society- guineas per ton, tbo alkali-maker was bearing the lou, while t he
t he maximum polarisation which metallic plates can acquire when paper-maker reaped tbe profit; tbo alkali-maker now thinks it is
plunged into on electrolyte varies with tbe temperature, and, if tbe high iimo to stop aoUing his goods below cost price, and we agree
electrolyte is a fused aalt, can be followed through a somewhat with bim entirely. It would be much more to the credit of tbe
wide interval. Maximum polarisat ion is attained most quickly paper trade if greater eJJorta wore made towo.rds economy, by
wben t bo electrodea are abort, slender wires. With silver electrodes U81Dg their utmost endeavours to keep their soda liquors out of
in fused aodium nitrate, tbe electro-motive force of polarisation is our riven and streams, and wo ven ture t o assert that tbe proprie0·33 volt at 330 deg., but it falla to 0·1 volt at 440 d og., and tends tors of paper-mills would get n much better return for their mooe1
Ulwarda zero Ill the temperature r ises to 470 dog., tbe point at by recovering tbo soda from thei r waate lyoe than by spending tt
which the aalt begins t? decomposo. Similar experiments with in n co-operative chemical works."
potaasium and ammonium nitrate., potaasium and sodium cbloratee,
A GOOD deal of attention has been drawn in the Middleeand mixturee of nitrate• wbicb decompoae at different tempero.turee
prove that t he polarisation of silver electrodes is nil at tbe tem- brough dietrict to a proposal to construct n line of railway from
perature at wbiob the electrol1te decompoeee. Tbe same result is tbe Midland nea r to Skipton to Darlington, and ultimately to
obtained with elect rodes of tron or of gold. Tbeso rotultll are the Middlesbrough and Stookton districts. Such a Uno would
analogoua to Bouty'a observation that in concentrated nitric acid, be found very uaeful, and would be welcomed by the traden of
wbiob is oeaily decomposed, t bo polarisation of platinum electrodes tbo district, as tbeJ would like to eee some competition. At
is very alight. If it ia aNu.med that tbe maximum polnrisation ie pr0110nt tbo Nortb-Eaatorn Ro.ilway Company has tbe monopoly
equivalent w or bigber than tbe energy uaed up in the electrolytic of tbo traffic of tbo diatricts, and traders are practically at ita
decomposition, it followa that a riao of t em perature tends to dis- mercy. Such n railway as is now proposed was mooted m 1882,
sociate t bo eloctrolyte into its ions, a nd it the actUAl products of when there were also achomoa for a hne from t he Leeds d istrict
decomposition are not t bo ions, they are produced from tbo latter vUt Wothorby, Eaaiogwold, and Stokoaley to Middlesbrough, and
by secondary chanqee. Heat in fact gives rue to o. diaeoointion from ~ ellifiold to Middlesbrough vi4 Leyburn and Darlington, with
similar to that wbtob Arrheniua euppoeea to take place in dilute docks JUIIt below Eeton, but none of these schemes over got
fu~ber than the preliminary stages.
Tbo l?~oeent ~hemo i~ a
solu tiona.
renvoi of tho Skipton, Kottlowell, and Darlingt.on hoe, wbicb,
IN spea.klng of ancien~ American tools, Mr. H. F. besidoa b ringing tbo Midland into the iron manufaoturinif diatriot
MoLeod, of tbo Smitheonian Instit ute o.t Washington, recently of South Durham and North Yorkshire, would serve a district at
said:-" Aboriginal carpontry was the chief trade of our prede· p resent quite lacking railway communication.
ce1110re oo tbil continent. Tbe Indians and t be mound builders
bad a very good idoa of wood-working. You will see even now
TaE D over Harbonr Boa.rd have, the Ti1Ma remark&,
aomo very pretty joining done by Sioux Indians. Their tent poloe not tbo reputation of boing an ontorpriaing body. But, perhape
make n fit which many a wbito carpenter would not like to try to stimulated by the recen t attempt of tbo Mayor and Corporation to
better. Tbo beet ca~ntore, of cour8(l, wore the .Azteca, wbo had annex tboi r powers, tboy bavo at last roeolved to do something to
arrived at quite a btgb atago of art,· and wboae tools, although make Do•or worthy of ita poeilion u tbe principal port. of departu re
t boy knew nothing of atoolt are really excellent. W o have o. few for the Continent . Tbo Harbour Board has determined to t{'Ond
of their tools at tbe Smitbllonian, but t bo beet collection is, of £aoo,OOO in constructing a now harbour. This ie no very great
course, in t bo City of )Joxico. Tho material used was almoet sum when compo.red with tbe amount, nearly £3,000, 000, which
wholly glass, especially for tbe fi.ner parte of their wood-cutting. has been apont at Cnlaia. Still, it appears t b4t tbe outlay
To chop troe.s they UJod Hint ues, and for tbe rough hewing out will auffice to provide for tbo incloeure of 50 or 60 aci'OI of aea
of logs tbe ume; but when it M me to tbe accurate fitt ing in of apace between the t wo piers, of which the Admiralty Pier ia to be
tbe bown timber, they handled glaell knivea, chisele, and eawa very one. 'fbe aooond pier, yet to be constructed will run out to tbe
deftly1 and with beautiful resulta. There it a coaba-wood poet in eastward of tbe Admiralty Pier from a point cloae by t he Eaflan•de.
Washington with hierogiJpbioe and faooa out upon it, all with Within tho harbour eo form ed a covered wate r-station 11 to be
glua. You can aeo bita of the original cb.ieel still sticking in a built, wbicb, it is caloulatod, will accommodAte four or five pucorner of the wood, wbero it b roke off tbroe centuries ago under songer boata at a time, and into which the trains of t he Souththe band of the workman. Tbe .A%teca knew bow to make a very Enttorn and Cb.at ham and Dover Compcmies ..;u run direct, as
good and maDLigeablo glau, nod their beet cutting blodes1 awordll, tboy now run on to tbo Admiralty Pier. The Harbour Board
daggers and epeare aawa, cbiaols, and a.xes wore ma<1e of it. ho.vo vil!iona of a t ime whon t he ample dock accommodation which
Wben tbo edge d Jted they broke it from the end inatead of they promise will attract ooee.n-going ateamore to look in on their
sharpening it, and got a new cutting lino. Yon can aoe a great 9oynge up or d own Channel for the purpoae of landing or embark deal of aboriginal carpentry still in ~ among the Moqui Indiane ing London paasongers. Tbo llarbour Board, following the French
of the United taW-!. Of court~o they ueo ou r to<>ls now, but they procede nt nt Calais, propo8o to defray t bo coet of tbe works by
follow tbuir old patterns."
m011ns of a poll-ta1t of b. upon each ('M841nger.
PLANT FOR THE MANUFA C TURE OF C E MENT.
MESSRS. WHITMORE AND
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OCT. 10, 1890o
295
at anything like a sound conclusion as to what the result
will be 1t is necessary to understand something of the
PARIS.-llad•mo Bovnu.u, Rwt IU 14 B4~91U­
causes which have really led to the passing of the
BERLI N.-AaoiR and Co., 6, U~tno ~ Li~.
McKinley Bill. It is necessary to caution our readers
YIE~"NA.-Meam~. GuoLD lo!.'D Co., .Boo.htUtrl.
LEIPSIO.-A. TwnmiEVEB, &ohd/no.
that the true reasons do not appear on the surface. They
OCTOBER 10, 1890.
N!W YORK.-h."Tu$~onosu NEWs Co~o~r~o.>~v, sa aM 85,
are of a nature which Englishmen will be slow to realise.
DluiM-IIYtd.
TOE :\l'Im>LE\' TARIFF' ,
In Canada it is believed that the McKinley Bill is
intended to dri,•e the Dominion into the arms of the
Ta.E
people
of
the
United
States
have
determined
to
CONTENTS .
try a. national experiment. They htwe made a. law which Union, and the theory has excited resentment; but as a
TnE ENOin.ER1 October 10th, 1890.
PloO£ virtuo.lly isolates them commercially from the rest of the matter of fact the Bill ha.s originated in something quite
Tm: M~oNCBESnR So JP OANAL. No. Ill. (lllulltrated.) . • • . • . 28:- world.
What the result of this ex'"Periment will be different. Although the fusion of Canada with the States
EI..ECTRJCAL E NOJ:N££81.'10 AT TOJ EDISBORO D EXDIBITION. (IU\13.) 1!~5
It is not remarkable that the pro· would be extremely gratifying to American vanity, that
Tnt TOIUO W loT&:ft1\' 0RXII • • • • • . • • • • • . • • • . . . . • • • 2Si remains to be seen.
PLAl>"T FOR TRC liASUFACTURE or C£liC."T. (lUu tmted.) . . .. . . ~; gress of e\'ents in America. should be watched with is regarded as a thing of the futnre, outside practical
To~ Ru~;sr; DI:STl\0\ ER8
•• ..
•• •• •.
• • • • • • • . . • :.. i
politics for the moment.
AIISTJlAC'Til OF Co1--s~·un 4.'111 DIPLO:IUnC Rt:roRTll
•• ••
• • • • ~"-~ aD.Xlous eyes by the remainder of the ci"ilised world.
For some time back the whole manufacturing busine "
LltTT"J:J\8 ro TOJ EDITOB-Sco.'!Ou Ticket lloldcrs-Bmlto ludirotor
The .McKinley Tariff Bill bristles with points for dis.
Dl.tt.grams-Tbe Utility of Engino Trinls- Tbo At.lrultie "Dc:l.d
cussion. It will no doubt be followed by a flood of of the United States has been drifting into the hands of
B oot ''-The \"alue of E:'tports nnd Imports Stresacs lD Crane
PCMJt8 • • • • • • • • • • • • • • • • • • • • • • • • • • • • 2 9 literature. Sides will be taken, and paper disputes will "Trusts." The number of these and the infinite ramifi.
Cl)IL'"T .M il.L Pu..,"T- 0£NKRAL ARRAN0£.)11£..'"T11· (lUU8tmtc.d.}
200 rage.
In this country opinion is widely divided. f::iome cations of the system almost pass belief. The object had
EDINBOROB EXlliBITIOS - Q\IIOOIS'S EvAPORATOR. (IUU8tratod.)
.. 21\1
in view is the establishment of commercial monopolies
ARTILL£BV ExPE:Rill&l-"TII AT TASOEJIBOtl lE. (Jllnstmtcd.)
. . . . 21\1 competent authorities bold that the operation of the new
Tnt: PBOOJU:SS OP W AB M AT&BJAL.. .. .. .. .. .. .. .. .. !?91 tariff must ha.n~ a disastrous effect on certain branches of and the stifling of competition. The effect of Protection
Soclln"\ OP E~OI:.'UJUI
.. .. .. .. ..
..
:!92 our trade. Others equally competent and well.informed in the Cnited States, posses ing as the country does
LL0\"0'8 RCOI8T£B ' OIPBCILDL... O R£Tt'RS8.. .. .. .. .. .. .. 29-l
Esor~"'EIDIINO [ OSORA..... CIE ..
m maintain that in the end the result will be favourabl e to every needful raw material, plenty of labour, and plenty
RAJLWAV :.L\TT'EB&-NOTES 4.'111 llt:XORA..,'DA-lll8Cilt .U ,'II!A
• • • • 293 us rather than the reverse.
An argument in this direc· of money, has been to develope manufacturing operations
PLA~o"T roa TB£ MAN~'?Acrua~: oF c~"T. (IU~atratod.) . • • • • • m
It is enormously. In consequence there has been for years a
LEA DJ NO .ARTrcu:s-The Mc Kinley Tariff-F<>l"Cod Drought.. . .
. . 211~ tion used in Bradford is worth re~ea.ting here.
Flbro\13 Products-New Rllllwny Works lD tho North
. . . . . . 29tl contended that the wealthy clo.sses m the United States continued fall in the ' 'alue of products. Internal comJ?e·
Tbe Water Su~ly of Pnrla-Nine Months of Clyde Sbipbulldlngmust and will have the finest woollen goods, and that tition has done its work. One section of the commumty
Rallway
joct.a Rcvh•cd- The Trnde of the CountTj . . . . 29i
LtTl!.R.ATU'RJ: • • • • • • •
2'07 these ca.n only be bought in Yorkshire. On the other advocated stricter Protection; but another section decided
CoWPOCND SUR1'ACEoCONDL'181SO LA.-'1» ExoJ:sES. (lliu.atn\tod.)
.. 2!~~ band, the cheaper and lower class woollen goods of all that the true course Jay in combination. If, for example,
CoNCEI\.'Il:SO THREE CRUIJII!M • • • • • •
•• ••
•• ••
••
• • • • ~~
The all the nail makers in the country clubbed together, tbe.Y
BOT COAROJ:NO TlluLI.I'\ roll ROLI.h'IO MILLII. (JUU3trntcd.) .. .. 2!19 kinds will no longer be purchased for the States.
CnAXDLIDI'B AVTOIIIATI <.' CM'-OrP ESOII-'"1!. (IUMtrntcd.)
.. .. .. 299 result will be that the poorer families in America will could fix the price at which nails were to be sold. Sue h
01'1 TBC l':SBUR..'\'\,"1> 0ASIIII CO!>"TAIXED IX TDE f'l.t"r GAII&S F"R.OIII 0AS
suffer severely.
The rich not at all. Bradford will turn e. combination has adually been formed. Nails are sold
•
T'OHS "''"0 DIJI'TCR. C"T BCB..'I.U
..
300
in casks. The cask makers formed a. Trust, and fixed
POP'UI...A.Il Sc&L"'C£
S()() its attention to making bigb.class woollen fabrics, on
So with everything. Now it IS
ENOI1fCUJ:NO NOTES rBOX AOBTJIALIA • • . . • • • • , • • , • • • • 800 which there is more profit tho.n can be derived from the the price of casks.
AM u 1c.A..'f Nor £8 • • • • • • • • • • • • • • • • • • • • • • • • • • 800 manufacture of cheap cloths. The trade will be diverted obvious that though the pressure of prices might in this
LETTI!IUI FJIO:II TB£ P ROVINCES, &c.- Tbo Iron, COC\1 1\lld General
from one channel into another. Its gross value will not be wa~ be raised, yet tba.t it could not go beyond that to
Tmdea of Blrmlugbam, Wolverhnmpton, and other DlstrlctaNotos from Lancnshl~Notos from the North of Englru\d .. 301 affected. This is comfortable doctrine. We hope it is which the safety valve was loaded.
I n other words,
Notes from Shefticld-Notea from Scotland-Notee from Wl\lea and
the tariff is the load on the commercial safety valve. When
Adjoining Countioe-Notu from Germany . . . . . . . . . . 902 true.
New ColllPA.~ta • • • • • • • • • • • • • • • • • • • • • • • • • • 803
Not a few individuals console themselves with the idea home prices become too dear, the intelligent foreigner
Tu-a PATD~ JOtJ"JL11il4.L .. • • • • • • • • • • • • • • • • • • • • • • 303 that the McKinley tariff cannot last long. It is flatly sends in commodities. Thus let us suppose that the
8EU;c-tm AlluJCAl' f P.t.m"TII .. .. .. ..
~
PARAOILAFDS- A Proposed Oerman Exhibition, 291- Measurement of opposed,
they assert, to the doctrines of economic '·alue of any commodity is .£'9 e. ton, a.nd the duty
E longation lD T u t &mpl011, 2<.ll>-Aasoclation of Munlclvnl and &ult.ruy science, a.nd economic science is all powerful. The £8, it is clear that a syndicate could not force the price
Engloeere and Sun-eyore, !lOO-Institution of Moch4nlcn[ Engineon~, 302.
world begins, however, to distrust political economists. above £12 a too, for at that point the safety valve would open
Commerce has been conducted for so many years with and the commodity would be imported. It became appn·
success on principles which the political economist rent, therefore, that there were limits to the action of
TO OORRESPONDENTE',
asserts to be all wrong, that audacious individuals Trusts, just as there were limits to the effect of a tarifr,
Re&l ltered Te le&r-aph lc Address, "ENQINEER NEW8PAPEP,
aver that it is the professors of the dismal science but it was easily seen that ii syndicated industries were
LONDON."
who are in error. As for our merchants and traders and also enormously protected the manufacturers would pretty
• . o AU ldltrr i,.U!t~Ud fvr ii'UI1W,. i,. Tn:K bOllfDJI, or -tan.H~g pu·
lio!w, INNld bt G«<OIlponMd by cM -llU GM addi'UI of cM vriUF, ftOI manufacturers, they simply ignore political economy. well have their own way, a..nd might charge what they liked.
rt«tuGrily fvr publicatim\, b"t cw a proof o/ good. JaW.. No ftOt&u w-'41·
The English commercial world will be slow to find com- The manufacturers therefore decided that the load on the
twr M" k IOkm of aMnJ'M"' C011111\"llicahOtU.
• • • IVt eonMt "?ldn-IOkt to rdwMI drcncing• vr 11114,._,-;pc.; we "'"'t tMrt· fort in assertions that the United States cannot con tinue safety valve must be augmented to such a point that it
f()rt rtq1U4t cO?TUpOIIdmt.t to ktcp copia.
to exist if it does not admit English goods a.t moderate might as well be wedged down altogether, and being
• o • In orckr to ovoid trowblt OM c~, w ./fM it mccuory to il\{orm
corr~t.t t.l lat lttttrl of illqViry addrtutd to cAc P"blic, aM inkii<Ud rates of duty. 'Ve see no reason for assuming that the peo. politically very powerful, the McKinley Bill has become
fvr i~Wtr~Wn. ;,. tAu col""'"• "'"''• i~ aU c:GIU, k accomponitd ~ " large ple of the United States will, on the whole, be one penny law. The farmers are slow .going folk ; they say very little.
mwlcpt ttgibly dineUd by tM wriUF to llim~t(f, aM ~ring " 1d. po~l4gt
·we are not sure They are not syndicated yet, and some time must elapse
114mp, in t1fYUr IMt aJV¥trt rt«i«d by "' 1114Y bt /f11'V4rdtd to tlll1r duti- the worse for the McKinley tariff.
-t!Oft. No ,otiu eo~ k IOkm of eollllll"lliol:llio!w wA{(A do ""' -ply that it will do them good ; but it is impossible to note before they realise their position. When they do there
volA tAut '"''"""lio!w.
the progress of events all around us without seeing how will be serious trouble, of that there can be no doubt; but
DB.ACOOTliiiiA.>:.-TAnot arc lw:o ~~~tall bool• bN P. R . .B1vr/i,.g, p~~obli•lltd l.y
small is the effect which tariffs may have on the internal when the trouble vtill assume proportions of magnitude
b'. GM P. N. Span, odkli w:ill probably ,Jittl ~" rel}vimllrnt.t.
PARAF&T.-&nd a oougllll:tlcll oflltt propo«d am:cntX'IIIrnl, aritll tlit dimm· commerce of a. nation.
The United States form an no man can say.
•icnu ~otM.I.•td on 11. Stlltt lilt lltichuu of tht 11:01/. Wall tl.t oprnin!1 bt
As for England at this moment, it seems to us that the
enormous territory. In this country not one individual
ttllolly tmdtr 1&GitT" at all 1tatu of tilt titlt!
P. 4.'111 Co.-Many of tlot ltadmg pntrnt /ll.tl manaifaclvl'tT"I n1a.l-t tJuir otrn out of a. hundred realises how big it is. Its great most important effect of the whole transaction will be
'-•~fl1Utlt ti1MIIill(4, tu in tltt CG4t of the c:'rolM Company, Cardi,b: l'ou size conlers on it e\•ery conceivable variety of soil and the limiting of our supplies of goods from the United
""ilhl, lto~rerno, r(ftr to Mtur1. Richard• and lloplmu, Nnrport, JJon.,
climate. In the South flourish the orange tree and States. If Brother J onathan will not buy from us, "e
v:/10 arould IH aUt to girt o/1 .nfcmJ14tion about palmi fu.tl mocl.innoy.
the sugar cane; in Alaska. they catch seals. Every cannot go on for ever buying from him. ·we have
RONEY'S FURNACES.
mineral of use to man is found within its shores. All not money enough if we were ever so willing. The
(To tAt Editor of tilt En(Jincno.)
the metals, from iron to quicksilver; coal in enormous troth will not be found out for a while, but it
Sin,- i\11\y I ask any reader where I could obtalD Roney'a furuac~. u quantities; water, fish, cattle, grain. The United States will be no less painfully felt in the end. The com.
ri!CcoUy IUU8trntod In Ttu: ENOINEIDI ?
W.
October Stb.
of America are absolutely self.sufficing. It would be mercia.l arrangements of the United States lack symdifficult to name anything, except tea, coffee, and fine wines, metry. If only the farmers could get on without disGASWORKS LITERATURE.
that they cannot produce for themseh·es if they please. posing of their corn to anyone but Americans, the case
(To tilt Bditor of Tilt En{lintno.)
StR,- 1 ebnll be obltgod U any of your rcadcn1 can adviMI mo u to the If the American Government decided to.morrow to would be different. It is barely possible that in time the
l>e.t hook on the mano~mcnt of a UDJ\ll prl\'llte peworks, with det.nU.s exclude absolutely every commodity that other nations development of trade in the United States might result
u w the re8ulta to be o talnod and testlug of the gas.
B . E. A. C.
produce, the country would suffer scarcely at all even in the formation of such a great town population that the
llahfa.x, Yorkshire, October Gth.
now, and in a. very few years it would not suffer even country would consume all its own products, but such a
8UB8CRI PTION8,
incom·enience. The United States constitute a world in day is far distant.
Toe E ROL'IIEER OCIIl k llod, by 111YUr, from G"Y ~1711 t!t ' - 01' COII"I"ry themselves, and the arguments of the political economist
One great good of the McKinley Tariff Bill is that it
at tM Nri<nu railway 114tknw: ()r it ea"' if prf,{trred, bt tvpplWd dirttl
applicable to little re~ons fall to the ground. There is, stops for the moment all chance of dangerous American
from tAe Qjficc on IM follovring 1m11.1 (paid '~ o.dw'flU).however, one chance that the McKinley tariff will die. It competition with us in the world's markets. It is
Bo.J{-ytarly {i~tc/wding @"blt "'"mbtrl).. • • , • .eo 1•" M.
Ytarly (inc/wdi,.gttee~ do1dllt "'"mM"•) . . . . . . ..t'l 9•. Od.
lies in the fact that there are two great producing classes contended that because of Protection the price of com.
~ n-edU ocn~r, Gll atrct e/larpt of ltee~ .Ailli"f1• a,.d •izpntcc ptr a""""' trill at the other side of the Atlantic; there are the manu- modi ties made in the States must be too high to admit of
bt 1llGIU. TB• EsorNDR wrtfli'UFed {()r trolli'I!IIMWil abroad.
facturers and the &.c,"Ticulturists. The manufacturers find their being sold abroad. This is not the only reason why
A CtrlltpUU ltt of Tn:K E SOil-"'ED ea" bf 1IGd on applicoli.on.
within the four corners of their country a sufficient American goods will be shut out of the world's market<:.
Fvrtip Swb.n-ipt'Wnu fvr TAi" Paptr Copiu trill, ""'" j'tl.rllltr JtDii«, k
The agriculturists at It is, indeed, not at all clear that Protection must make
rt«i"ed at !M ratu gitlf1t bfWw.-Fvrrilf" Swbecribtr1 payi,.g '" o.dtoO~tet demand for their productions.
Gl lAc publi4Md nttu tnll rttri« Tu:IE 8SOINUB wdly a"d poll JPU. present do not, and probably will not for some years. them dearer.
Machinery will have something. to say on
S~ptima.l ltnt by PtNI·of!kt (hvUr m~l bf atcompa"~ by lttUF of
The true factor is the circumstance that
o.dwn« to tM Pwbli.IMr. TAiek Pllptr Ctnna 11114Y be llad, V prt{trred, at The agriculturists export grain, pork, cheese, a.nd fruit. tha.t point.
iMruued f'atu.
The manufacturers do not export anything worth naming. Europe, or Asia, or Africa cannot trade freely with a.
Rtmilta?t« by PtNt.qjJ(ct (hvUr. - Auttralla, BeJa1um, Bru:U.L Brltllh The McKinley tariff will place them in a better position country which refuses to be paid in commodities. Trade
Columbia, Brttiah Gutan.a, Canada, Cape of Good Hope vcnmark,
llawa11.an lalandl, Egypt, Franco, GermADy, Gibraltar, Italy, JUita., then ever. But the Western farmer begins to assert that will not be stopped, but it will be hampered. It always
Natal, Nctherlandl, llaurltiue, Now Bl'lllaWick, Newfoundland, New be cannot continue to exist.
In this country in some takes the line of least resistance, and it may yet be found
South Walea, Now Zealand, Portugal, Roumania, Swttr.erland, Tal· places, and especially in f::ibeffield, there is a great outcry that the rest of the world can do better without the
m•uta, Turkey, Unltod Statee, Welt Oout of Africa, Weet lndioe,
for retaliation.
It is contended by the free trader United States than the United States can do without
Cyprua, £1 1&1. China, Japan, India, .£2 0.. 6d..
England may yet find it expedient
Rtmitta~tec by lhll 01\ LOI\dOI\.-AU3trl&, Bucn01 Ape~ and ~rf.&, that it is quite unnecessary that we should take any the rest of the world.
G..-, Ionian lllandl, Norway Pa.ue.ma, Peru, RuuJ.a, Spain, Sweden, step in that direction. The matter will adjust itsell. to tell America that if we are not permitted to pn.y for
Chill, .£1 Hie.. ; Borneo, Coy Ion, ~ava, and Sinppare, .£2 0.. Gd.; Manllla,
To make this clear, it is only necessary, he says, to con. our commodities in the way which profits us most, "o
Sandwich Ialoe, .£2 61.
aider the case of a single commodity, corn. We have will not buy at all. Cana~a. and India grow corn as
ADVERTISEMENTS.
• o • T1w e/largt )Vi' Adwrt~t.t offtWor liftu GM "?ldn- il IAru .Ailli"f1'•
hitherto imported enormous qua.ntities of grain grown in well as the United States. 'fo use an expressive Ameri.
for twry ltcO liJW q/ler¥af'd. 01U uillillg GM ~c; odd li"U arc
clarg«l one .AilliJtg. Tlu ltv a\trQ9U lt'Ml vont.. WAm a,. o.dwrtilt· the Western States. That has been paid for by goods canism, it seems to us that the Americans have been a
Under the McKinley tariff little too previous in passing the llcKinley Dill.
~~ 1R«W111"U a" iJt<A qr ~. cM ellargc " lm uiU{IIf11 ptr iW.. All exported from this country.
,;,.pu o.drtrl~t.t from cM COli" I!')'"'"'' bf G«<Mpo"l(d l>y a Po.t~f!l« we cannot send goods to America. It is obvious that we
(hvUr ' " pa~t.
.Jiun.au AdwrtiK!IIn&U trill k ivtrttd viiA o.Jl
FORCED DRAUGHT.
'fhe
pnKiical l"tfl"'UJMty, ht I'Cff"l4rity COilJtDI k ff"GrG"tud i" a"y IVcA OQ.It. cannot pay for American corn with English gold.
All erupt -.&ukly o.dwrt'"-'tt.t art IOkm nibJ«I to tAu COI\ditim\.
result must be, of course, that we shall look elsewhere for
IT is almost universally admitted that great benefits
l"rku /or Dii]JI4yfd Adwrtilrnwllc. '" "ordmory" atwf "'JI'cic.l" pontio!w our supplies of corn. India and Canada can do much for us.
are to be derived from the use of forced draught at sea .
...Ul bt 1tnl <m applicatW,.,
There may perhaps be a small rise in the price of wheat, 1\lr. Howdcn and others claim that the economicn.l
Advert leements cannot be lnaerted unleu delivered before 8 1x
o'clo ck on Thursday evenlnc ; and In conaequonee of the bot that would be by no means an unmixed evil. The efficie~cy of a mo.ri~e boil~r is augmented by urging the
n eeeulty for coi n & to preaa early w i th a portion of the ed1tlon, consequences of rendering corn unsaleable would be fires Wlth fans. Wrtb this phase of the question we do
ALTERATIONS to atandl nc advertiHments ahould arrive not
Much has
later than Three o 'cl ock on Wednesday af\emoon In each week . disastrous in the Western States. Chicago is outrageous not intend to concern ourselves just now.
l.ctur1 rtla4t"f1 to Adwrt~U GM cM PwblW.iftg j)qiQ.rtliW!tt of 1M now because Europe regards American pork with doubt. been srud for and against the propo ition. All that "e
popw 41"t 14 k addrcuftl to IM PwbiUMI".L Mr. Syd.rvy if'Aiu; call otMr It must not be forgotten, however, tha.t we can buy corn, need admit at present is that benefit is to be deri,ed in
utUrt to k addrt.utd to cM Ed•tor of Tn:K J!;.'IO~l\'F..U.
if need be, with securities; bonds, and such like. Yet it the shape of augmented actual efficiency. The ultimate
is more than probable that markets will be unsettled. ~easure of the steaming power of any boiler is the qurul·
MEETING NEXT WEEK.
We shall, as a nation, buy with that which best suits us. t1_ty of .coal t~at can be _burned on its grates in a.
NORTB·EABT CoAST { XI!TITOTION OF ENCIISUM AND SorPBUILD&R&Tbo annual general mcetlnr wtll bo held lD the Lecture Ball of tbo If America insists on not being paid in commodities, she gl\'en tune. Space and werght are factors of ~~~e
Uurary and PhlloeophJCAl Society, NowcuUe-upon·T)'no, on Hon~ay1 may be compelled to force sales by accepting lower importance in marine engineering. If, other t · ~
October lSth, at i.SO p.m., wbeu tho Prestdeut w1ll dellver hla ina~
prices. In other words, there may be a. fall in the price being equal, it i possible to get 1500.borse power
llddrea
of American grain in the immedJate future. In the United o~t of a. gwen wei~ht and cubic capacity of boiler
States it is bclie,•ed that there will certainly ere long be a. Wlth forced draught, mstead of lOOO.borse power without
DEATH.
Oo tbo 3nl Odohcr, nt Orynt~. Werth)'T Tyd61, CJURt.a U IJUIERT tremendous commercial war. The agriculturist and the it, then it is worth while in most cases to sacrifice
J HI!':!', flolll(' time .ll.l'. '"' ll nlh> r Tydlll, flged i3 r 1"'1,
manufacturer will each fight for his O\\ n band. To arrive something for the sake of the additionn.l 50 per cent. of
FOREIGN AGENTS FOR THE SALE OF THE ENGINEER
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THE ENGINEER
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296
power obtained. This is particularly lnte of ships of
wa r. Accordingly it is in the Navy tha t forced draught
has been push ed furthest. It is a lso in the navies of
this and other countries that the most disastrous effects
ha ve been produced. The broad results of all the experience that has been obtained, both in warshi ps and in the
mercantile marine, is that all attempts to augment the
air pre s~ure above the equivalent of half an inch of water
have resulted in failure. A p ressure of an inch of water
can be carried for som e hour s with more or less risk.
Beyond this it is vain to try to go. The only exception
is supplied by torpedo boats, the boilers of which will
stand as much as 4in. or 5in. of pressure with comparative impunity. Are we to assume that the last word has
been said on the subject, that engine and boilermakers
h ave been beaten, and m ust r etire from the field? We
think not.
It appear s to us that the whole question req uires cn.re.
ful examination, and t hat the result o f tha t examination
will probably be that we must make a new d eparture in
boiler engineering, giving up some features which ha.Ye
been cherished, and adopting novelt ies of construction
which d o not at first sight comm end themselves to con·
servative minds. Before, however, any good can be done
it is essential that we should underst and the position in
all its aspects. It is not enough to know that a boiler
has failed ; we must know bow it has failed before we
can tell why it has failed , and in what way failure may
be avoided in future. Broadly stated, we know that
when a marine boiler is unduly pressed by forced draught
it leaks. The leakage usually takes plac6 at the ends of
the tubes in the combustion chamber ; but in some cases
stays leak in the same place, and even, it is said, rivetted
seams. \\7e have not heard of any case in which a
furnace has suffer ed. T his is very important, as we
shall show in a. m om ent. There are two explanations
commonly put forward to account for the leakage. One
is that the tubes become so hot that they slip in the rigid
tube plate because o f their excessive e).:pansion. The
other is that the tube plates become warped and
dist orted by excessive heat, because the production of
s team is so rapid that it d.r ives t he water away from
the tube p lates, and this action is intensified by the
presence of small quantities of deposit on the tube
plates and tube ends. Mr. H arry Williams, Chief In.
spec tor of Machinery, R. N ., ho.s recently written a thoughtful paper on for ced draught, in which he set s forth this
latter view a.t some length. His explanation m ay be
given briefly in his own words as follows :-" \'\"by should
the use of forced draught cause d efects in boilers ? It
is probable that nearly the whole of the damage done is
due to the excessively high temperatures of the parts
exposed to the adion of the fiame, viz., the combustion
chambers , tube plates, and the fire·box ends of the
tubes, this high temperatur e being caused by the imperfect conduction of the heat through the plates to the
water, or it would be better to say that the co·n lact of
the water with the plates is not perfect enough to
keep them at a safe t emperature. This is probably
caused as follows :-The intense heat in the combustion
chambers and tubes, generated by the ' blow·pipe •
action of the forced draught, quickly evaporates the
water in contact with the plates , and great quantities of
steam are given off from them. The steru:n, in passing
through the water, lilts it, to some extent, away from
the plates, so that what is in contact with them is not
water, but a mixture of water and steam; and while this
is sufficient to prevent serious softening and bulging of the
plates, it does not prevent so much over· heating as to m ake
the tubes and stays give way under the strain due to endon expansion of the furn aces and tubes. These parts are
stayed to the ends and outside shell of the boiler in the
direction of its length ; but the end·on expansion of the
tubes and furnace is much greater than that of the out.
side shell, because of the difference o f temperature ; and
therefore the tubes are forced through the holes in the
plates while in the over-heated condition, bringing on
the excessive leakage which makes the boiler unservice·
able."
It will be seen that in many r espects Mr. Williams'
views are those which we hold. There is , however, a
material difference. Mr. Williams thinks that the failure
is mainly due to the intense heat repelling the water from
the plates. This is not our view. There is no experimental evidence available to prove that it is sound. On
the contrary, what evidence is to be had goes to show
that water cannot be driven away from a plate by beat
alone. Some years ago Mr. Pope carried out a n umber
of experiments on circulation in tubulous boiler s, and
found that if circulation was effic1ent a tin-plate tube
soldered with soft solder could be exposed to the fiercest
heat of a smith's fire without injury. The t ube could
not be overheated so long a s water was inside of it.
The t empera ture to which the tube plate of a. locomotive
engine is exposed is at least as great as any thing met with
in a m arine boiler; but the plate does not suffer, and the
tubes do not leak. The furnace crowns at and about the
bridges in marine boilers worked with forced draught are
hea ted a.t least as intensely as the tube-plates, but the
water is not driven off them. We might multiply
arguments of this kind, but we think we have said
enough to show that Mr. Williams postulates the occurr ence o f phenomena. in one portion of one type of boiler
which ne,·er occur elsewhere. This fact tells against his
theory. Thc fact remains that the boilers leak. The
question is, Why ?
Our own explanation of the matter has already been
given to our readers , but it will bear r epeating. It is ,
that the form of the boiler is not suitable for the stresses
thrown upon it. To put this in another shape, we may
say that every boiler changes its shape when it is heated.
The hotter it is made the greater will be t he change of
shape, and in the relative positions of its parts. Take,
for example, a locomotive boiler; we have in it the side
plates o f the fire-box, flat or moderately cur\'ed plates ,
each about 6ft. square. These plates ar e secured at the
~o ttom edges to the fotmdation ring, and io the ou~side
THE ENGINEER.
fire .box by stays. It is well known that these side s tays
arc cons tantly broken by the motion upwards of the
internal fire. box as it expands when steam is being raised .
Now, that boiler will be the best which can change its
shape and the relative positions of its parts most freely
without stressing. It is for this reason that stirrup sling
stays have been used with such succe ss in locomotives.
I t is for this r eason that the flat -topped Belpa.ire box
enjoys so much favou r in Belgium, where enormous
grates ar e used to burn slack. It I S for this reason that
sharp corners are avoided as far as possible in all boilers.
If we apply this p rinciple, however, to the ordmary
"Scotch " marine boiler, we find at once that it has not
been adopted to an y thing like a proper erlent. Take, for
example, the combustion chamber. The tube plate is
pierced with numbers of holes, and is a. comparatively
weak mesh work, in which the tubes are more or less
tightly wedged, tending to split it. The bMk plate is a.
solid sheet, very stiff and rigid, and tied to the end of the
boiler sh ell. The furnace tube is welded or rivetted t o the
tube plate, and by its expansion tends to drive the plate
away from the sm oke-box end of the boiler, thus str essing
the t ubes. T he stiffback.plate cannot move. The effect is
like that of putting a horse and an a ss to plough together
abreast. The tube.plate gets by far the m ost sever e
impact o f the flame. There is little or no facility pro·
' ·ided for mutual accommodation. It is not necessary, we
think, to im ~nine that the water is ever r epelled from the
plates to explain leakage in a combustion chamber. No
leakage could take place provided all the parts o f the
boiler moved together. The mistake committed by
engineer s consist s mainly, we think, in conferring too
much rigidity on various parts Cif the boiler, while others
can give and take as much as they please under the action
of the tremendous forces of expansion and contract ion set
up in t he boiler.
It is not easy to see how the old-fashioned Bue marine
boiler could be adapted to carry a pressure of 150 lb. on
the square inch; but we believe that barring this the
ty pe is eminently suitable for working with forced
draught. It must not be imagined that the pressure
carried has m uch to do with the leaking of boilers under
forced draught. Of course, it has a certain pr ejudicial in·
fiueoce, but, on the other hand, high .pressure very much
red uces the size of the steam bubbles, and tends t o keep
the water in contact with the plates, so that one condition
possibly ba lances the effect of the other. There are probably some old Bue boilers still unscrapped in our dock.
yards or shipyards. A valuable experiment would con·
sist in taking one oi these, cleaning it, and making it
tight enough to carry , say, 10 lb. pressure, and then
working it with for ced draught as hard as it could be
driven. We believe that it would bear the test for days
with impunity. It may yet be found t hat the Scotch
type of boiler is not essential. In the Unit ed States, for
example, boilers have been used for many years in which
the t emperature of the gases is reduced before they reach
the combustion chamber, by passing them through a few
large circular flues .
In conclusion we may suggest that, if the present type
of boiler is retained, much good would probably be done
by substituting copper tube plates in the combustion
chamber for the steel now used. The extra. expense is a.
matter not worth considering. The metal is exceedingly
ki_ndly, and ~ill submit to indi~nities ~ainst whic~ steel
will protest m a very energetic fashion. There ts also
reason to believe that the brick wall in the combustion
chambers of double·ended boilers does mischief by radiating an intense beat on the tube plate. Gas however
intensely heated, radiates very badly unless it carries
smoke, and the brick wall will answer the same purpose
as suspended carbon ; so the tube pla te may be made to
suffer . It would be worth while to ascertain by e>.'Perience what the influence of the brick wall really is. 'f hat
matters cannot go on as t hey are going now is certain. A
whole fl eet of recen t additions t o the Navy have failed to
m ake their forced-draught runs. Among these may be
named the Barbam, the Selloaull, the Skipjack, the Speed·
well, and the Sharpshooter. H ow many others have just
ma naged to wriggle through is only known to the authorities and the contractors .
FIBROUS PRODUCTS.
WE have r ecently bad opportunity afforded to us o f
examining the result of an endeavour made to utilise
one out of the m any grasses which grow in wild
profusion in most of our tropical Colonies. We but very
lately called attent ion to the m any ways in which it
appeared to us some of these natural growths, for which
no purpose of application has as yet been discovered,
might be utilised. Our r emarks on that occasion we are
aware have aroused very considerable interest in the
subject in more than one of our tropical dependencies,
in which old form s of industrial cultivation have either
died out or have ceased from various causes to be
remunerative. The experiment but la tely m ade her e in
London, by two experts of eminence, was con cerned
with one of the grasses which perhaps, almost more
tha~ any other growth of the .kind, has a wide range of
habttat, and a great profus1on of natural production.
This is the Mana, which covers the lower spurs of the
m ountain ranges in many o f our Colonies, and for which
hitherto no use has been found beyond that of affording
litter for cattle. It has now been demonstrated, by the
experiments named, that this grass yields a. fibrous pulp
under treatment admirably fitted for the manufacture o f
those coarse forms of paper the use of which enters so
largely into many varied industrial pursuits.
In our previous article d ealing with th is t opic we
showed how grea t is the difficulty now experienced in
obtaining, a.t a sufficiently low price, the raw material
from which o~ coarse papers and mill board are prel?ared.
As re&'ards tbts country, the .cost of the straw, which is
so t~mversally used for this purpose throughout the
con tment of Europe, has become absolutely prohibitory,
and pa pers or boards made of it and imported from
abroad eannot be Gbte.ined h ere much under .£6 Hh. the
OCT. 10, 1890.
ton. Many and various are the substitutes which have
been proposed, a nd to some extent locally tried. The
la test of these that we are aware of is horse manure, and
a factory for the working up o f this unsa' '?ry article into
the millboard of commerce was some time back established, but failed of the success necessary to its permanence. We ba.,•e also seen a board prepared from
waste newspapers , such as are of a cl~ss the paper o f
which is unsuited to its re.manufe.cture m to the goods of
the higher qualities. Of this we have been shown but a.
single specimen, and it undoubtedly appeared to be an
excellent board; but although we have been told it can
be produced at a. price materially below that at which
we h a,·e said board produced from s traw can be imported
from abroad, this is still high enough to r ender it desir·
able, in Yiew of many important interests, that a cheaper
subs titute for the raw material should be sought for and
adapted. Moreover, we should deem that although ~he
reading proclivities of all classes among our commumty
are grea t and on the increase, the supply. of old. n ewspapers must always prove to be uncertam, while the
cost of collection can be no inconsiderable factor o f
that supply. The successful r esult of the experiments
made with Mane. grass has led those who have t~en t he
trials in hand to believe tha t a.t length a. matenal has
been found which may not improbably enable the pro.
duction of coarse papers to be effected a.t little more tha n
half its present cost.
The tr1als m ad e with the imported and, of course, dry
Ma.na grass, were conducted under varying conditions
and with several admixtures. The ~ass was boiled under
pressure with varying amounts of lUDe added ; but it was
not found that the addition of that constituent mt~.terial ly
affected the quantity of fibre obtained. Soda. was also
employed wi'h the object of imparting a lighter colouring
to the finished material, but this agent bad a. very
sensible effect in r educing the quantity of fibre obtained.
It was concluded by the experts who conducted the
trials that equally satisfactory results as to the outturn
were obtained when no agent was employed, and they
r ecom mended simply boiling the &Tass under pressure .
They have reported tha t under tb1s last-of course the
simplest a nd lea st expensive treatmen~the yield of fibre
from the dried grass is equal to 50 per cent.; but they
have further r eported that the strong colour of the fi bre
renders 1t exceedingl;Y difficult to bleach, and hM·e,
ther efore, limited tbetr r ecommendation of it to the
manufacture of the coarser descriptions of paper and
millboards. It is necessary to await further information
as to the cost a.t which Mana. grass can be landed in this
country before it can be determined whether the raw
material has at length been found which can in all
respect s take the place of the various descriptions of it
which have as yet been tried and found to be wanting a s
regards quantity and cost of supply. If the anticipa.tions
of those who have the matter in hand are fulfilled in
these r espect s, we may hope to see what has now becom e
an expensive article very considerably r educed in price,
and a very useful impetus given besides to the exports
from our Colonies.
We have been given to understand that it is under
consideration to erec t a factory near London to try the
manufacture on an extended scale, with the main object
in view of supplying the millboard now being used for
the making of tea. chest s. Eventually, no doubt, similar
factories will be started in those tea-~owing countries,
the planters in which are at their mts' end to secure
wood suitable to their r equirements in this matter o f
boxes for packing their produce. Both in India. and
Ceylon, where this need is now acutely fel~and in such
degree that wood is even imported for the purpose from
J a.pa.n-the man a grass grows in wild luxuriance. There
seems to be every probability, therefore, that sh ould the
attempt now under proposal prove satisfactory, a demand
may be created for machinery of a special type for our
Colonies. Indeed, we are a ware that inquiry in this
direction has already reached London from one at least
of these, and local judgment has been given in support of
our previous contention tha t the day h a,s arrived when
useful and remunerativ6 employment may be found for
those coarser fibrous plants which abound in every
tropical and sub.tropical country , and which h ave
hitherto been regarded a s u seless. The finer sor t s o f
fibre, such as are required for textile fabrics, cannot,
it would seem, be produced without cultivation of
som e kind ; but those suited t o such employment as
we have indicated r equire nothing but the gathering.
They grow in unlimited quantity over the va st areas o f
waste lands which our tropical countries contain, and
d oubtless many of them lniRht be found to be as well
adapted to the pur poses with which we have dealt, as
one of them - the l\lana grass-seems to be.
NEW RAILWAY WORKS IN THE NORTH.
THE " new works" of tho North-Eastern Railway are now
beginning to make progress, and the rate a.t which tha t
progress is being made is il~ustrated by some of the offici~\
figures. On the works and hnes open for traffic the e1.-pend1ture !s fair. In the past hall-year it averaged £23,500 monthly,
and ~ t~e current he.lf-year it has been officially estimated
tbat 1t will be £47,000 per m onth, including a. considerable
sum for land needed. There are three "new works" of
moment in progress. Tho first of these is tbo Dunston Extension line, which is intended to give ful'therfa.cilities to the northwest ?r Durham coal trade, and to give an alternative place
of sh1pment on the Tyne opposite Newcastle. On this line
£60,000 have been spent, and the current rate of the estinta.ted
expenditure is now over £ 8000 monthly, a 1·a.te at which a
year should fully complete the work. A second line is the
Annfield Plain and Team Ve.lley line, which serves the same
distr ict, and on which already only a. limited sum has been
SI>c:nt. The current rate of expenditure is £5000 monthly, as
est1mated, but as the t.ota.l cost of the line is a.bout £ 120 000
it may be seen that the line has only been comme~ced·
t~ougb it is qu!te probable. that a. much better rate of speed
wtll be shown m a. short ttme. Some small lines grouped as
those under the Act of 1889 form the third set of works, e.nd on
one of these, that at Co.stlcford, some £2900 have been spent,
OCT. 10, 1890.
mainly on land. About£ 10,000 will be spent, it is estimated,
in the course of the present year on this group of lines,
and as the total estimated cost is about £57,000, it
will be seen that there may be o. fair rapidity in the work.
In the latest official statement no mention is made of the
\Vorks that were authorised under the Act of the present
year; but these are slight. The chief feature of the statement is the limited amount to be expended, and the fact that
there is little or no provision for any work in the great
district which gives the bulk of the traffic to the company,
and that there is no indication of any scheme to give the
needful facilities for reasonably-quick transit between the
north-eastern district and the populous regions to the west
and the south-west. The traffic of the North-Eastern is
largely that of coal, coke, and iron, in minerals, and to moot
the growing competition in the trades it is essential that the
traders should have the benefit of quick nnd direct access to
the ports. It is notorious that some of the ports owned by
the North-Eastern Rnilwny are very bndly served in this
respect, and that the coal trade is being diverted thence.
The ports in South Durham have still the same roundabout
conveyance for coal that they bad e. score or more of years
ago, when they fell into the bands of the railway. One of
the needs of the district is that there should be a better provision for the trade of those ports, and that they should be
able to ship the products of the manufacturing districts
readily. The North-Eastern Railway is a combination of
small sectional lines; and what is n eeded for it, and so far is
looked for in vain, is that it should give to its great central
district the advantage that would follow from a. trunk line to
the west and south-west.
TB.E WATER SUPPLY OF PARIS.
THERE is no Government department which hns been more
native in France during the past few years thnn that of public
works, and the engineering enterprises undertaken under its
auspices have undoubtedly done much to develope the
interna.l resources of the country. But little has been done
in the important matter of sanitation, a.nd at the present
moment Paris, with Its magnificent highways and bridges, is
provided with a system of sewerage of the most primitive
order. Ineffective sewerage and a. bad water supply a.re, in
truth, the principal factors in determining the very much
higher dea.th-ra.te of Paris tha.n of London, and to realise how
bad these are it is only needful to regard this discrepancy in
the mortalities of the two cities, in relation to the fact that the
other conditions of Pnris are far more favourable to a low deathrate than a.re those of London. The question of the Parisian
sewerage will have to be dealt with before very long; at the
m oment works are in progress for providing a more satis(actory water-supply. A good deal of progress ha.s already been
made towa.rds this end, of which the latest step wa.s the recent
construction of the reservoir at Montmartre, described in
No. 1777, vol. l.xix., of THE ENOINEEn. Even during the
past su mmer, however, the inconveniences of the present
system of wa.ter-supply ha.ve been severely felt. The supply
of pure spring water carried by aqueducts into the city is not
sufficient to meet all the necessities of Paris, and when it is
found insufficient-a thing which generally occurs during the
hot and dry months of the year-it is necessary to substitute
Seine water for some weeks together. This step has been
taken this yea.r, and the discontent which it evoked perhaps
had something to do with inducing the Parliament to
approve the long-debated scheme for bringing an adequate
supply of "source " water into Paris. This is to be done
by mea.ns of an aqueduct, which will transport the waters of
the two small streams, the Avre a.nd the Vigne, from their
source in the department of Eure-et-Loir into Paris. The
plans for this work have now been eJ1 prepared, and the
necessary legal steps for the acquirement of land have been
taken. The aqueduct will run through the two departments
of Eure-et-Loir and Seine-et-Oise, and it will discharge into
an enormous reservoir to be built at Montretout. The mM
interesting pa.rt of the work, from a.n engineering point of
view, is the tunnel whJch Is to convey the wa.ter under the
h eights of Ma.rly and the Park of St. Cloud. This tunnel
will commence upon the borders of the Park of Versa.illes,
and will run as far as Villeneuve-l'Elarg, e. distance of &bout
4f miles-7; kilos. Its depth below the ground will in some
parts of the route exceed 215ft. Work has already been commenced on this portion of the under taking. Fifteen shafts have
been sunk at distances of about 550 yards. This preliminary
work ha.s not been carried on without difficulty. It is found that
the se.ndy soil of which the hills on the west of Paris a.re
composed is completely permeated with wa.ter at a little
distance from the surface. Operations are therefore carried
on by sinking a metallic lining, consisting of two concentric
cylinders, secured together by iron braces, and strengthened
by masonry. At the bottom the two cylinders join, and they
termina.te in e. steel attachment with a cutting surface which
sinks into the wet sand under the weight of the cylinders.
Inside this tube, whioh is lOft. in depth, workmen ca.n safely
carry on their work of removing the soil, and with the progress
of the work it is lengthened out by the addition of new tubes.
Other noteworthy features of the works in connection with the
scheme a.re the construction of an iron aqueduct across the
Seine bridge, the erection of new machinery at Clichy, the laying
of an extensive series of pipes through Pa.ris, and the building of the Montretout reservoir. This reservoir will have the
shape of a tra pezium, and will contain three compartments
on the se.me level. Ea.ch of these compartments will bold
20,000 oubio metres of we.ter, a.nd the entire capacity of the
reservoir will be sufficient to supply Paris with water for
three days. It will be covered with briclC"Ivork a.rches turfed
over. On the whole it may be hoped that the Parisia.ns e.re
at la.st in a fair way to escape from the compulsory limitation
of water coLsumption, to which they have been so long
condemned.
NINE MONTBij OF CLYDE SHIPBUILDING.
T ru: production of new tonne.ge by Clyde shipbuilders and
engineers ha.s been well sustained during the three-fourths of
the year now gone, e.nd it is gratifying to be able to add that
work sufficient is still in ha.nd to carry opera.tions over
the remainder of the year a.nd well into 1891. I n round
figures, the tota.l amount of new shipping completed during
the nine months is 260,000 tons-a figure considerably above
the.t for the corresponding period of la.st year, and in excess
indeed of the corresponding figure for every yea.r since 1883the year of pbenomen&l plenty. Should the output for the
remaining three months be on an average equal the preceding
nine months, the result will be a.n aggregate for the twelve
months of nearly 840,000 tons, which figure ha.s only boon
exceeded twice during the whole history of the industry,
viz., in 1882 and 1883. Happily, there is every likelihood of
this average monthly output beini maiot8ined. While
~9 7
T H E ENGINEER.
the new contracts placed during tbo past two months do
not altogether place ma.tters- as regardt1 work on hand and to
begin with-in anything like the position they occupied about
the beginning of the year, still they represent au unusual
amount of n ew tonnage booked in a v~ry short period. The
contra.cts placed on tbe Clyde during August amounted to
over 58,000 tons, and during the month just ended they are
represented by Sl,OOO tons, or a. total for the two months of
89,000 tons. Of the principal contracts which go to mnke
this la.rge total we may instance two steel stea.mers of
5000 tons eo.ch, for the British India Steam Navigation
Company; four steamers of 4000 tons each for the Clan
Line Company; two steamers of 5000 tons each for the Gulf
Line of the Greenock Steamship Compa.ny; in all, eight
vessels of SG,OOO tons. The rema.inder is made up as
follows :-Five sailing vessels of between 2000 and SOOO tons
each; eight sailing vessels and nine steamers, eaoh between
1000 and 2000 tons; a.nd twelve vessels under 1000 tons, and
of a miscellaneous kind. While such facts doubtless afford
a pleasing rrospect for the artisnns employed in the groat
industry o the Clyde, they must at the same time be
regarded with mingled feelings by shipbuilders and by iron
and steel ma.lcers. This flourishing condi~ion of things must
afiect the present crisis in the blast-furnace t rade in a. way
prejudicial to a. speedy settlement of the dispute--at least,
on t he mast_ers' cond~tions-an_d shipbuilders who hav~ not
bought thoU" matenal well 1n advance ma.y expertence
inconvenience, if not serious loss.
PROJECTS REVIVED .
ALREADY there a.re indica.tions that the revival in tra.de, a.nd
the better results that the railways a re experiencing, are
bringing new schemes to the light, and reviving some of the
older schemes which have been dorma.nt. One of these is
the scheme for improving the communication between Lanca.shire a.nd the North-Ea.stern district. There is no doubt
that the present communication is slow in comparison with
others, and it iB roundabout, though it may be doubted
whether present routes are as fully utilised as they ought to
be. However, there is the revival of the scheme for connecting the district near Hellifield Junction by Grassington
with Wensleydale direct, and thus with Darlington a.nd the
Durham ports. Such a railway junction is an old proposal;
one of the fiercest railway fights on record wa.s on proposals to
connect Sunderland and the mining district of South Durham by Wensleydale with the great manufacturing districts
of Yorkshire and Lancashire. A compromise was then
agreed upon, under which Wensleydale wa.s traversed, but
it cannot be snid that whilst that valley has been served
there is much improvement in through communication.
From the north-ea.st there are now three lines that cross
over to the great lines of the north-west-the lines
between Newca.stle a.nd Ca.rlisle, Darlington and Tebay,
and Nortba.llerton a.nd Hawes-but none of these seem
of much use in improving the communication with
the thronging centres of Lanca.shire, and hence it is not
to be wondered at that there is a. looking for a m ore
direct route, namely, the line once authorised through
Grassington. There is discontent a t some of the northea.stern ports at the slow service a.nd a.t the delays in reaching the centres of popula.tion, where much of the imports are
sent, a.nd from which something of importance is received
for shipment, a.nd it is quite probable that either by a fuller
utilisation of the existing lines, or by the provision of more
direct and through lines, there may be a.ttempts to remedy
the causes of these complaints. There have been ra.ilways
made to foster the trade to ot.ber ports, and there is n o doubt
that the ports of Durham greatly need additions to their ra.ilway facilities. In some instances goods to a.nd from these
ports travel by old routes unimproved for a score of years,
and it is n ot unnatural to expect tha.t there will be no\V
desires for improvements that will fit the por ts for better
service.
RAILWAY
TBE TRADE OF THE COUNTRY.
THE Board of Trade Returns for Sep tember are extremely
interesting, and they 'vill be more interesting still when they
are followed by the figures for October. September closes
the business with the United States under the old tariff, and
October will disclose wha.t ha.s been done under the new. It
is evident that both in soft nnd bard goods extraordinary
energy has been exhibited in getting through the Cu.s tom s'
gate before Mr. McKinley's m ensuro came into effect. In
yarns and textile fabrics there ha.s boon nn increase during
the nine completed months of the year to the extent of
£2,184,608. The significant feature of this increase is
the fact that September furnished about one • hall
of the whole. In Sheffield cutlery and steel, the values
greatly advanced during September, cutlery having been
delivered to the amount of £45,105, against .£32,788 for
September, 1889. Unwrougbt steel has a.lso been "rushed
in" to an exceptional amount. A year ago the United States
took only £5202 worth of railroad ma.terial; last month the
exports of that cla.ss of finished work to the States were six
times great.er. Many houses in Birmingham, Bradford, and
Sheffield are now keenly feeling the reo.ction following the
pressure to deliver in time to evade the tarifi. The next
three months will bring clearly out the direct force of
America's war of tariffs.
LITB&ATURB.
Electricity in Modern Ltife. By G. W. DE TuNZEutANN. Contempora.ry Science Series. London: Walter Scott. 1890.
IF the value of a. work is to be gauged solely by the
de~ee of success with which the author attains t h e chief
obJect for which it was written, then Mr. de Tunzelmann's
contribution to the Contemporary Science Series cannot
be termed a. valuable addition to that series. "Electricity
in Modern Life," we are told in the preface, "is addressed
primarily to r eader s who have no previous knowledge of
the subject," the greater part of 1t is, however, far over
the h eads of the uninitiated. What the author h as
succeeded in writing is o. very readable a.nd instructive
book for students who have mo.de fair progress in the
study of elementary electricity, and for those who have a
general knowledge of the subject and wish to be au
courant with its latest developments.
The first eight chapters of the volume are devoted to
the elucidation o f elementary principles; the " incompressible fluid " theory of electricity, Weber's theory of
magnetism, the mutual actions between magnets and
electrical conductors, and the Lerms force, work, and power
a.re all clearly explained. Chapter VI. treats of magnetic
fields, o.nd by approaching this subject by the way o f
gravitation force , and by employing t h e somewhat
complex idea of " tubes of force " in place of the simpler
and far more usual conception of " lines of force," the
author has made a simple matter seem tolerably complica.ted. The question of electrical measurements is
not dealt with very clearly, and we note two r ather
importa.nt slips, which should be corrected in the next
edition. On p age 62, Coulomb, who died in 1806, is
described as communicating his discovery of the law of
inverse squares for electrical and magnetic action to the
Academie d es f:)ciences in 1875; a.nd on page 68 a legal
ohm is d efin ed as the resistan ce of a. column of pure
mercury 106 cm. long, and having a sectional area. of
one square centimetre. Ch a pter IX. is perhaps the best
in the book, containing as it does a brief but most
interesting account of the telegraph, including a detailed
description of Ronald's ingenious o.pparatus. Gauss and
Weber's line at Gottingen is said on page 101 to have
b een construc, ed in 1883-an obvious slip for 1838.
Chapter X. contains descriptions of the needle, :Morse,
A B C, and automatic instruments, together with an
account of Robertson's writing t elegraph and the
Hughes' apparatus, the latter of which might, we think,
with advantage have been described at greater length.
The next three chapters deal with submarine telegraphy
and telephony. In the chapter d evoted to the consideration of the distribution and s torage of electrical
energy the author has apparently entirely forgotten
the reader without previous knowledge, for whom
this volume was primarily written, the descriptions
of the three . wire system a.nd of the Aron and
Schallenberger meters - although clear enough to
the technical reader - being especially unfath omable
to anyon e unacquainted with the elements of elect ricity. '£he concluding chapters relate to light,
power, electro-metallurgy, electricity in warfare, and
medical electricity. On page 212 we note the statement
that vessels carrying the electric light are allowed " to
traverse at night any portion of the Suez Canal between
Port Said a.nd the Mediter ra.nean entrance," a distance
which, we take it, approximates zero. T h is little work
of some 250 pages is well illustrated, a.nd if t h e author has
not entirely succeeded in m aking the subject comprehensible to the average reader, perhaps the blame r ests as
much with the latter as with the former.
Slwrt Logarithmic and other Tables. By W. CAWTRORNE
Uz..""i\'IN, F,R.S., M. Inst. C.E. Fourth edition. London:
E. and F. N. Spon and Co. 1890.
T HE object of these short tables is to facilitate practical
calcula.tions and to solve arithmetical problems. T h e
selection of tables is probably tha.t which Professor Unwin
has made in the course of years as the most frequentll.
required set. The logarithmic table is very short, but, 1f
used properly, the error need not be of the least practical
importance; logarithm s of three.figure numbers, to 999,
and of four-figure n umbers t o 2000, are given.
Amongst the other tables a.re: anti-logarithms, natural
and logarithmetric trigonometric functions, funct10ns of
numbers, product of numbers, table of weights a.nd
measures, a.nd conversion tables for English a.nd m etric
measures.
One of the most valuable tables is the big one o f
products of number s, or in other wor ds, a big multiplication table.
Other contents of the b ook include
frequently r equired formulre, such as stress consta.nts,
coefficients of elasticity, properties of steam, decimal
equive.lents, values of g at different latitudes, Poncelet's
theorem, weights of bars and plates, a.nd many values
which occupy only a. line, but which are very often
wa.nted.
Screw Threads and Methods of Produci1tg them. By
PA UL
N. HASLUCK. Crosby Lookwood and Son, London. 1890.
T HIS, the third edition of the little wor k, contains a g reat
deal more m atter than the previous edition, and though
necessarily enlarged, still fits comfortably into the waistcoat p ock et, where, we were e.lmost saying we let it lie
unmolested. It is certainly a ~ood little book, and no
doubt will be useful a.nd interestmg to amateurs; we can
har dly ima..:,nine, however, a practice.l mach inist needing
such a work. He very soon learn s by experience all that
he requires to know about screw-cutting, and is scarcely
l~ely to _forget the detai~s of so simple a. p rocess. As a.
disserta.tton <?n. stocks, dtes, c hasers, screw-cutting lathes ,
and all perta.mmg to the manufacture of metru screws it
will prove ins.tructive a.nd interestingly practical 'to
those who desue to know a. good deal about screws
without the necessity of making them. As a descriptive catalogue of o. number of useful tools it is not
to be despised. We say "catalogue " advisedly, It is a.
pity it is not also o. price list. The supplement of tables
of numbers of threads, si zes of nuts, &c., at the end 1s
decidedly handy.
Elenumtary Manual of Mag11eli$m and Electricity. By Professor. J.utiESON, M. Inst. C.E. Parts I. and II. London :
C. Gnffin and Co. 1889 and 1890.
THESE elementa.ry manue.ls deal with magnetism in the
numerous ways in which it manifests itself in or is given
to magnets of the common compass kind-the horseshoe
and bar magnets , and the electro-magnets. These are all
treated in a very clear manner in connection with so much
of electricity as directly concerns the phenomena. of
magnetism, its production in magnets a.nd soleno1ds, and
the many uses to which it is put. A great merit of t h e
manuals is that the student is helped, to the greatest
possible extent, by the large number of diagrams used
a.nd nearly all these are characterised by the clea.rnes~
which marks Mr. Jamieson's works .
AT the International Exhibition of Mining a.nd Metal lurgy, Crystal Palaco, the Roburito Explosives Comp4ny ba•a
tMen awardod a diploma of iold modnl,
298
OCT. 10, 1890.
THE ENGINEER.
'O ~fPO U ND
ENGINE .' FOR MALTA D 0 f' K Y A RD.
:'111: . •\.
CO~fPQU)\D l->CHFACE-COK DE)\ :::>I~G
LAND
E~GI~ES.
Tn£ illustration shows ono or twin vertical compound surface-condensing engines recently supplied to the Admiralty by
::\Ir . A. G. 1\Iumford, Colchester, for use at H.l\f. Dockyard,
Malta. The cylinders are 15in . and 27in. diameter by 24in.
stroke, and under the conditions of steam pressure at which
they have to work indicate 90-ho~o po\ver; they are capable o£
working much in excess of this if required. Governors for
regulating the speed to eighty revolutions per minute are
fitted to ea~h engine, also a heavy fly-wheel. The condensers
are o f the ordinary typo with brass tubes, fixed and made
tight in the plates by means of screw ferrules and cotton
tape. Tho air and circulating pumps are fixed compactly at
the back o f the engines, and worked vertico.lly from the
p iston-r od crosshead. The engines are a very neat and compact design for land purposes, and are very strong and well
finished. They were tested on the brake under steam to their
full power at the works of the manufacturer before being
shipped to l\Ialta, and the result was most satisfactory in
every way.
CONCERNI NG THREE CRUISERS.
O:sE of tho tho moat inlorc ling as well ne instructive studios
connected with tbo rcconstn1Cl1on of the Navy is o.nnlysis of the
compnrativo porforroanco or ve~·els or the same or similo.r claiSos.
Thill is espec1ally true or tho lo.tl!.it three ships tried- the Baltimore,
Philndelpbin, and San Franci•co. The following table, which bos
been compiled from officiAl !IOurces, shows the relntive dimensions
and motive power of the e crui~ora : D!Li to.
PhiL
&.n. F.
DI.Rplaccmcnt, tons .. . ..
4400
.. 4900
..
4080
Dlmcn8lons, boUers, ft, And In.
l l 8 by I i b . . H by 20 . . H 8 by Ill 2
Dlmcn~loos, cylinder~~, In.
42, 60, IH .. 96, ~,86 • . 42, 60, 94
Strokc t~f pl11ton, In.
·12
~0
36
1l will be oh11orvcrl thnt tho Snn Francisco, though 320 ton11
c:.
\11 'IT'oltD, C'0L(' liE'iTF.f1,
F.~I.I\T~.Ii,
smnllcr than the B.'\ltimoro, hns the greater steam-generating
cnpacity, duo to l8in. incrcliScd length or boilers on the same
dinmotor. Tho working pnrLs, designed by Engineer-in-Chief
Melville, wore ad opted by Hocrotary Whitney as an impro,•ement
upon the &ltimoro's, the piston nroo.s being the same, the stroke
shortened, the vo.lvo gea r 1mprovod, and many other modifications
or dotnil. The Baltimore developed 10,096 indicated horse-power,
nnd the Son Frnnoisco should have equalled thnt at least, if tho
workmnnship of her mnchinory wo ro equally perfect. No report
of the Snn Frnncisco's horso·power has yet been made, but she is
credited with nn actuo.l speed or 19·61 l:nots, to which 0·410 wa~
nddod M a correction, mo.king nn apparent speed or 19·71 knots.
Tbe actunl four-hour speed of the Baltimore is not known; but
tho Pbilndolphia, a sister ship in ever; respect to model, roade
19·6i8 knots with 8815 indicated horse·power.
Thus wo huo o.n oquntion, which shows thnt the Bo.ltimore's
speed should havo been 20·677 knots. Another equation shows
that the P hilndelphin, with the Bnltimore's power, would have
made tbo same speed, nnmoly, 20·577. Now, o..sauming tho models
to bo or oqunl value, nnd lightening tho Philadelphia to the Son
l<'rancisco's displncomont--•1080 tons- sho would have mode 20·91
knots under 10,096 indicnted horse-power. The formulre by which
these rosults arc deduced aro among the simplest and most common
in mnrine engineering. They a ro ns follows, expressed in words:" Multiply the known indicntod horse-power or the Baltimore by
the known coefficient of porformnnco of the Philadelphia ; divide
the product by tho two-third power of 4080 displacement of tho
San 'Frnncisco, and the cube root of the quotient will be the speed
which the latter vessel should have made in knots and hundredths
of a knot, namely, 20·91."
But as tho Son Francisco mado only 19·i1 knots an hour, with
the correction in her rnvour, it nppears thnt she fell 1"'.20 knots
short or her designed performance. This cannot be charged to
the Bureau of Steam Engineering, becnuse the machinery design
was a distinct improvement on the Bnltimore's. It cnnnot be
chnr~ed to the Bureau of Construction, because the San Francisco's
model is a trifto finer in coefficient of displacement than tbo.t or
tho Philadelphia, nnd her "linos" were unqualifiedly npproved by
1111 eminent an nuthority na Sir Nnthaniel Barna.by.
ll onco it would nppear th&t the failure or the Son Francisco to
renli11o n porformnnco proportionAte to that or the Baltimore is duo
to the lnck or experience on the p:lrt or her builders in tlenlin;.:
with machinery of such high type and delicnte adjustment.
onsidering this rnct, however, the performnnco realised was by nn
menns discrodit.nble to the builders, but rather the revene. A
";de rnnge or t rninod akill nod a long course of actual oxporienco
nre necessary iu the construction or 10 000-horse power engine!!
within the smnll weights nllowed for m;dern men-of-wo.r.- ll"cu/,.
i•tgton P01t.
MEMO!l ~MENT OF
ELONGATION IN TEST SUtl'LES.- Tbe following is nn abstro.otor o. pnpor rend on this subject in the Mechanicnl
Section or the British Association nt Leeds, by Mr. J . H. Wicksteed :-When ll bo.r of motnl is stretched with a longitudiool pull,
it first oxtonds genornlly throughout the whole or its free length ;
after which, especially 10 the beat iron, mild steel, and copper, it
extends locally about the place of fino.l fracture. The "general"
extension continues so long ns the bar offers increasing resistan ce
to tho pull, nnd from tho end or that stage to final fracture t he
exten8ion is locnl. Tho general extension is uruUJected by tho
shape or p roportions or tho specimen, and may be correctly eA·
prc,o,cd in unilll or its own length. The loon! extension bears no
rclntion to tho length of the specimen, and should therefore bo
ox pro. ..00 in at.nndard units of length. The usual enginccrin~-r
practice of the pre ont day is to measure tho total extension, nnrl
to ox press it in perccnt.ngo of the origioollength or specimen ; but
this practice makes it difficult to draw correct comparisons or
ductility botweon different experiments, unless the ~pecimens h:no
been nil mado to the same pnttcm. It also prevent.. tho "alue or
t ho mnterinl being discriminated as between cnp3bility for stricturu
and tho capnbilit\1 for stretching without loss of strength. Tbo
author de cribed n method for separating the measurement or tho
general extension from the locnl, and recommended a column in
test reports of "per cent. general extension," leanng the present
column or "per cent. contraction of arcn" to record the capacity
for stricture, nnd the pre ont column or t'ltal extension in inches,
from wbich the local extension can be rloduced by subtracting tho
recorded ~cneral extension from the totnl ns measured nfter tho
snmplo is broken. It will bo Rocn thnt Mr. Wickstced's prop()S(II
would nvoid tho inii.C()uracy ro.,ulting from a measurement of tho~
total extension of n t011t piece without proper reference to thu
length of tho specimen, or of tho port free to change form.
0
!T.
299
THE ENGINEER.
10, 1890.
Besid_es tbo !~cl a~d
waste of iron sa.ved, as already shown, the savtng of t1mc 10
re-heating would bo large, and in pmctico these s!l'vin~ take
the form of increased output for the fU11laces. It 1s c,tJ mat~d
that ten heat~ of 2~in. _b illets could be heated if charged hot
in the S.'lme t1mc that 1t takes to heat seven beat~ cold.
S cwt. can bo handled by him readily.
H OT
C H ARG I NG T R OL LE Y FOR RO LLIN G MILL S.
MR. R. It
GUBBI~S, E~GIXEER,
XORTH KEXT ROLLING
~llLLS,
ERITII.
CHANDLER'S AUTOMATIC CUT· OFF ENGI~E
THE engine illustrated by the engraving, Fig. 1, is con·
trolled by a governor in the fly-wheel, which operates a
cut-off device within the crank chamber. This device i~
shown by Figs. 2 and 3. The engine illustrated is running
at Messrs. Guinness's brewery in Dublin. It is, wo are
informed, capable of nming silently at 375 revolutions per
minute. It has one llin. cylinder, with a stroke of 9in., and
with 100 lb. steam gaYe 37 brake horse-power. Tl1c load was
F ig. 6
HOT CHARGING TROLLEY FOR ROLLI NG 1\li LLS. furoaco, and set in the position as regards one of the furnace
IN rolling mill practice it has been the custom to wait
uulil the billets or flats aro cool enough to handle before
charging them into the re-beating furnace ; the convenience
of their being laid by band upon the "peel " being of moro
importance than SO.\'ing their beat.
Inasmuch as tho heat of the billets when they lea\'e
the forge train is only a little less than welding, it is
obvious that a largo amount of fuel must be wasted by
this practice. There is also loss from oxidation, as hea.ted
iron always makes scale in cooling. The difficulty, or rnther
doors shown in Fi~. 5. The height is such that the top of
the piles or billets 1s below the sill of the furnace door, so that
they do not interfere with the latera.l motion of the peel. At
the trailing end of the trolley is a litter B, Fig. 1 and Fig. 5,
actuated vertically by the treadle E, Fig. 1. A recess is cut
in the bearers in line with the lifter B, deep enough to contain
the blade of the peel, and bring its upper surface in plane
with their upper surfaces.
The furnaceman 's assistant with the ra.ke shown in Fig. 6
ha.ving drawn lthe nearest pile on to the peel, presses the
treadle E, and thus raises the whole high enough to command
I
suddenly thrown off down to 7 brake horse-power, and the
speed increased only three revolutions per minute-under
1 per cent. The engine was tested at 80 lb. to 130 lb.
steam pressure, stop valve full open during all tests,
and the variation in speed was not detected. The
governors operate the Yalve f.rom cut-off at l stroke
to 0. The mechanism which couneots the goYernor and
excentric is easily understood from Figs. 2 and S; no oil leaks
out through the hollow crank shaft, as centrifugal force proF ig . 2
F ig. 1
c:
c
c:
I
I
Fig. 4
•
vents it f.rom passing the point A. The hole through the
crank shaft necessary for the rod which actuates the excentric
ahilting levers, does not materially wea.ken the crank shaft.
By ma.king it about 5 per cent. lar~er sectional area the effect
ot the hole is counteracted. In F1gs. 2 and S, B are lu,gs on
ex~entric; q, lover oo end of spindle : D, drag links; E ,
sptndle passmg through crank shaft: F , shifting excontric ;
0, governor weights; H, lever outside end of spindle; and I,
F ig. 2
r:.
it ..
0
'''G
' "
I
tho impossibility, of luwdling red hot iron quickly, as
required in cha.rging a furnace with billets, has hitherto led
to the sacri1ice of their beat for tbo extra convenience of
handling, and it is by no means an unusual thing to cool
recently-made billets by playing a. hose on them, so that
they can be handled and "peeled" quickly.
We illustrate in the accompanying engraving a rolling mill
hogcy or trolley designed by ~Ir. R. R . Gubbins, of Belvedere,
t onsulting engineer to the North Kent Ironworks, Erith, by
means of which re-beating furnaces can be quickly charged
with freshly-rolled bot billets, &nd the loss of b eat and wute
of iron above referred to can be almost, if not altogether,
saved. The trolley resembles iODerally thoso now in use. It
1s substantially built, and consists mainly of two T-iron
bearers, shown in section-Figs. 2 and S-and in planFig. 4. It is mounted on four whrels, the leading axle being
pivotted as usual. The length of the bearers is sufficient to
contain at least half a heat of m erchant bar piles or billets,
which can be loaded on as soon as cut on the bot shears by
the mill labourers. The trolley is then drawn o'er to the
the fU11laco door. The furnacoman then has fall freedom to
charge where be \\ i~ohcs either close to the door or in the
most distant coruon;, as the peel being elevated above the
''
11
'\ ' \ ' ...
£
ll
c I•'
'I
I
I
Fli . 3
rtmo.indcr of the piles on the trolley, passes over them when
thrust dins;onally into tho furnnce.
In this way the che.rge is dealt with qwto as quickly a s if
the piles were cold and laid on the peel by hand, whilf;t
ono man can easily do the work of two, as piles of 2~ cv.·t. to
crank piu. The automatic valve it. balanced by a small
piston working in the continuation o( the valve chest, ~:;hown
on the top of the cover in Fig. 1.
These engines o.re made with one or two cranks, simple,
compound, or tri-compound; and all engines have, the makers
toll us, ordinary pistons and rods working through stuffing.
boxes under the cylinders. Thoro is thus, we are informed,
no leakage past the pistons into the crank chamber, and no
oil or air en ten the cylinders from the crank chamber , which
therefore keep cool and clean; the stuffing-boxes undor the
cylinders a.re subjected to exhaust. steam pressure only.
The engine b made by Mcsm~. Bumsl.ed and Chandler, Hcdnesford.
THE ENGINEER.
300
ON THE UKBt;RNED GASES CONTAINED I N
THE FLUE GASES FROM GAS STOVES AND
DIFFERENT BURNERS.l
I
HA YB been working for some timo with a view of determining
whether the gases escaping as Rue gases from gas stoves and dif·
fereo t burners wore r eo.lly free from gM capo.blo of combustion,
such M carbon m onoxide, or unburnt hydrocarbons, or hydrogen.
1 spent some time in trying to separate and determine the quantity
of car bon monoxide present, if any, but this problem waa besot
with so many difficulties, that for tho moment I abandoned it and
contented myself for the p resent with determining the quaotit,Y of
unbur ned carbon and hydrogen in whatever forms these m1ght
exist.
For this purposo I ar ronged a n appo.ratus consisting of two care·
fully v;·eighed U tubes, filled with strong sulphuric acid, and two
weighed U tubes filled with soda lime, through which the ftue gases
were firat pa.ssed, these absorbed the water and carbon dioxide
contained in the flueg:1ses, leaving the hrd rocarbons-notabsorbed
by 'fitriol-hydrogen and ca rbon monox1de to pass through a red·
hot glASS tube, filled closely to the extent of 16in. with oxide of
coppe r prepared in silu from copper wire gauze. The gases woro
t hen passed through strong sulphuric acid nnd soda lime contained
in previously weighed U tubes a nd the results wore calculated on
the gaa mOMured at 60 deg. Fah. and 30io. barometric pre-.o;.sure,
from the measure of gas drawn into tbo aspi rator- treated as water
saturated ga&-tbe carbon dioxide nod water vapour absorbed in
tho tubes were then added on to make up the measure of flue
gns originally employed, and which wrus taken for the determinatioru:.
Tho cool gas employed was p ro'fiously passed through largo
cylinders filled with calcium chlo ride to d ry 1t before combustion,
and at the same time rus the experiment wrus going on, and side by
side v;•itb it, was estimated the carbon dioxide and water vapour
p resent in the ai r itself by pa.sstng it by means of another aspirntor
through strong sulphuric acid and r.oda lime in U tubes p reviously
weighed. T he carbon dioxide in the nir itself ranged from 0·41 to
0·66 grains per cubic foot of air and t he water from 3·51 to 7•23
f,"l'nins in the same volume. The a mounts of carbon dioxide and
water collected from the flue gases after deducting the quantities
actually p resen t in the air, wore taken as th ose due to the combustion of the coal gas. T he standard I employed was the one used
by Professor Roberts Austin in his analysis of the flue gases from
the burning of coal, and the apparatus employed was generally
simi la r to that also employed by h1m. The carbon and hydrogen
left unburned were measu red in terms of 1000parts of carbon actually derived from the combustion of the gas in tbe stove or burner.
The total quantities of car bon dioxide and of water in t he floe
gases amounted to from 6·6 to 10·8 grains per cubic foot for the
former and from 6·6 to 10·6 g rains of the latter, in the same
volume.
The a mount of flue gas passed in each experiment was about one
cubic foot, a nd although the nriations were considerable, the
geueral results were conclusive in showing that the combustion of
gas when bu rned in gas stoves for beating purposes is much more
incomplete t han one might be led to su ppose. The only burner in
which tbo weight of the tubes remained constant after passing the
burned gas, and in which the combustion was presumably complete,
was in a po.raffin oil lamp in which the flame was not turned to ita
highest point. I n another e xperiment with the flame turned full
on 12·04 and 3·09 respectively of carbon and hyd rogen escaped
combustion per 1000 of carbon completely burned.
The next nearest approach to complete combu$tion was in an
Argand burner, in all which the carbon was completely burned i
but an amount representing 0·2576 po.rts of hydrogen escapea
combustion pe r 1000 po.rts of ca rbon completely bur ned, whilst in
a second ex periment 0 •113 of carbon , 2·5414. of hydrogen escaping
combustion were registered per 1000 parts of carbon completely
bu rned. Then came one of Bray's ordinary fiat flame burners
burning 4 cubic feet per hour, which gave 11·12 of carbon nod
0·95 of hydrogen unburned per 1000 of carbon completely burned.
Jo'ollowiog in their order these results .:ame tbo Welsbacb light, in
which the gas beats to whiteness a tube or mantle composed of a
filmy t hickness of the oxides of zirconium and titanium, the
mantle being surrounded by a glass tube similar to that used in
eome po.raffin oil lamps. In this case the unburned carbon
exceeded in amount the unburned hyd rogen, there being 15·486 M
the former and 3'794 of the latter per 1000 of completely-burned
carbon. Th ree experiments were made with a l\larsh-Greenall's
heating stove, in which three Brny's luminous burners were
e :nploycd.
The first was made with a consu mption of 5·62 cubic feet of gas
per hour, when 12·6 a nd 3·0 par ts of carbon and hydrogen r espectively were registered per 1000 parts of car bon completely bu rned.
The second experiment with a consumption of 6'74 cubic feet p er
hour gave 37·6 and 11 ·8 respectively of carbon and hyd rogen
unbu rned. The tb.i rd experi ment with an incroased consumption of
gaa-7·1 cubic feet per h our-gave 97·4 and 12·1 of carbon and
h ydrogen respectively unburned. Two experiments were made
with one of T. Fletcber's heating stoves in which eight Bunsen
burners plar upon some fancy metal work-iron coated with
magnetic ox1de-tbe one experiment to v;•bicb the amount of gas
pa..'IBing waa not measured, gave 43·3 of carbon nnd 24 ·6 of hyd rogen
unbur ned per 1000 of car bon completely burned. In the second
experiment where 6·81 cubic feet of gas were burned per hour,
66·3 and 20·0 respectively of carbon and hydrogen unburoed were
regiBtored.
~ne experiment was made with one of T. }')etcher's stoves in
which twenty Bunsen burners play on asbestos projecting from a
fireclay back, with a consumption of 8·14 cubic feet of gas, 138·9
and 11 •7 parts respectively of carbon and hydrogen per 1000 parts
of completely burned car bon were found. In a stove in which the
bot gases rise to the top of a cylinder filled with pipes-through
which cold air pa.."Ses to be heated-and from the bottom of which
t bo bu rned gases escaped after hnving cooled to n considerable
extent, upwards of 200 po.rts of carbon escaped combustion per
1000 po.rts of carbon completely burned. I have to thank my
assistant, Mr. Harry Bowes, for the ca reful manner in which be
has performed the delicate and difficult experim ent from which tbo
a bove results were obtained.
POPULAR SCIENCE.
"TlfE other day, in addressing the LiverJ?Ool School of Science,
Lord Der by drew a sound and useful distinct1on between the results
of science and science itself. The former may be popularised, he
said, but the latter never can be. And this is true. The po{lU·
lnriaing of the results of scient ific work baa been g reatly in fasbton
for many yeara now, p robably owing to the brilliant gifts of certain
eminent expounders of this particular kind of knowledge. But it
may be seriously questioned whether even the results of science
can be renlly popularised with advant.1ge; and that upon two
g rounds. Jn the first place, those gonerolisations which are suit·
able for popula r exposition a re usually the leMt satisfactory because
th e most unstable part of science; and secondly, even they cannot
be p rofitably grMped without a knowledge of the details on which
they rest.
"In nearly all scientific wot k general conclusions must be d rawn :
tl•ey aro at onco the mental objective of the wor ker, the stimulus
of his thought, and the stepping stones by which be passes on to
f resh thought. But th ose conclusions are rarely, if ever1 perfectly
sound and perfectly stable in themselves. As fr~b knowledge
oomes to light they have constantly to be modified or abandoned
alt~etber.
We will give one or two instances of this. To take n
subJect which interests us all very near ly-one upon which people
1
Read before Section Bat the Lcod8 meeting of the Bt;U,b AllSOCla·
tlon, by S~ WUllaw 'fhomson, li'.R.S.E., lo'.C.S.
OCT. 10, 1890.
are anxious to bear scient ific conclusions and eager to grasp them
AMERI CAN NOTES.
-tho subject of infectious disease. The latest born and at pre.eent
most eaRer ly pu.raued science-that of bacteriology-deals eepc·
(From our OJC~ C()f'Tupondtnl.)
cially Wlth tbl8 study; and it ha.s established the fact that the
NEW YoRK, October 3rd, 1890.
procest~es of infectious disease, of putrefaction and fermentation,
TaB markeu for iron, steel, leail, copper, and c~l ~avo suddenly
are all closely allied, and all intimately dependent on tbo prcaence
and g rowth of minu te vegetable orgnmsms-the now familiar improved at all points. Prices have hardened ~thm a we.ek for
' germs.' Now, this Jnttor-day knowledge has spru ng out of most products-steel rails being the chief exceptiOn. The ro1l roads
researches made earlier in the cent ury on the natu re of fennenta- a re havin~ about all tho freight t hey can haul, and tho manuf~­
tion. Yet Liebig, the distinguished chemist to whom those fruit- ture ra, mmera, and farmers a re enjoying a good ma rket at fa1r
ful researches we re chiefly duo, whose figure is one of the land· p rices for their various products. The money ma r kets at Boston
marks in the history of this 1mport..1nt branch of science, boldly an d this city have materially impro'fod within a week: The re·
declared that the process waa pu rely chemical, that the li'fing action brought about by tho action of the Government m purcbas·
organisms bad nothing to do with it, nod t hat their presence wa.s ing bonds, and in the p repo.yment of interest, has reached all corn·
accidental. This popular • result of science,' published as such in mercial centres, and buyers, big and little, hue be~n to tnm out
a popular work, has been absolutely contrad1cted by subsequent and are making, in numerous instances, very exten!l'fe purchases.
The crops, thou~b o. little behind former yoara, except in cotton,
investigation. H ad it been allowed to stand, medicine must bnve
fniled of an ad>ance which promises t o be ono of tho most a re yielding heaner returns. The export tro.d~ f~r cereal ~nd
momentous in her nDllals. Another instance may be taken from manufact ured p roducts is good. Business of all kmd 111 p roEpe.nng,
tho same lield. No name is more honourably linked with the and capital is fi nding new avenues for employment, where t!nttsfac·
e8tablisbment of the 'germ theory' than that of Sir Josepb tory returns ar e within oa.sy reach.
Lister .
H is indefatigable lnboliJ'8 contributed especially to
Quotations in the iron mnrkot are about as follows :- No. 1
show the evil wrought by germs in surgical practice, and foundry, 18 to 18·50 dols.; No. 2, 16·50 to 17 dots.; mill i ron,
ho came to the conclusion that they could be effectually 15 to 15·50 dols.; puddle bars at. mill, 29·50 to 30 dots.; mcrc~ant
excluded by the use of carbolic acid.
This was truly a ban, 36 to 38 d ots. per net ton; plate iron, 42 to 44 dohJ. for 1ron
popula r ' result of science.' Carbolic ~tcid speedilf became a and 48 to 50 dols. for stool ; tees, 54 dots.; anfles, 48 dols. ; ben mP,
household word and a favourite moons of committing suicide. 63 dols.; steel billets, 32 to 33 .do!s.; and stee roils, 30 :n dots .•
Yot a fuller knowledge has re'fealed the fact. that it is fa r
The antbrncite coal trad e 111 m good shape, a nd tb ts month s
from possessing tbe rutues ascribed to it as used. Lister has production will reach 3,500,000 tons; November, 4,000,000 tons;
himself abandoned it, and, with a truly admirable candour, and December, 5,000,000 tons.
declared this summer at the International Medical CongrellS at
The demand for bituminous coal and coke is t>ery active, nod the
Berlin, that be was ashamed of e'fer ha nog belie>ed in his cole- product of new mines is all absorbed. The shipment of coke
brated carbolic "spray." Similar instances might be multiplied from the ConnellsviUo cool region is over 100,000 tons per \t'Cek ..
indefinitely, but surely it is unnecessary to pursue the argument.
1'be Southern blut furnaces a re doing very well, and produ ction
Tho spectacle of science eating hor own words has become a d&ily will shortly be greatly incrcaacd by the blowing in of a number of
commonplace. It is not too much to say that there is hardly a the finest furnaces ever const ructed.
branch of science susceptible of general 1md wide-roaching concluThe ~eoeral volume of trodo is on the increase, and consumers
siontl which mi~ht not be re volutionised by some discovery to- in all hne8 feel that it is wise p olicy to carry larger stocks than
morrow. Tbis 18 the weakness of the inductive method. To sufficient. for cu rrent r equirements.
scientific workers it does not matter. They know their own
woak places, and holding fast by the immovable fa.cts of
actual observation and experiment, continually turn back,
to test and amend their halting conclusions.
And in app!ied
AU STRALIAN ENGI NEERING NOTES.
scienco it matters still less than in theoretical; for tho proctical worker-say, the electrician-can handle his apphaooos,
Tas number of manufactories and works in operation at the
p roduce his results, and search stop by step for new ones without beginning of the present yea r, compared with the commencement
waiting for a theory of electricity at all, let alone o. correct one. of tbo previous year, a re shown in a r etnm compiled by tho
But to the public the general theory is the only thing attainable, \'ictorian Gover nment statistician. In Victoria, the number at
and that po.cked into some convenient pocket phrase which is tho commencement of this year was 3308, being an increase of
pretty 11ure to be erroneous in proportion to its convenience and 154 on the previ <>us year . The number of bands employed
mtelligibility. Knowledge of this kind is generally not knowledge, increased from 56,271 to 69,181.
but er ror ; and if knowledge, then partial, imperfect, and mislead·
I n Now South Wales the number of worksdecreased from 31i0to
ing. Science on its popular side is really a great. factory of popular 29P9.
fallacies, and its expounders in ono decade are kept busy refuting
The Annt~al Report of tbo New South Wales Railwn.ys for
tho e rrors to which the preceding decade has given currency. the year ending June 30th was laid on the table of the H oUEe
' Fairy-Tales of Science' a re only too often literally fairy-tales.
on the 27th August, being about six months in advance of the timo
"But some of the results of science, it may be said, are surely usualJy taken in p revious reara. During tbc two years the present
stable, and can be acquired with advantag e. Well, can they by Commissioners have been 10 office the net increase in the railways
the amateur 1 Is it possible renlli' to grasp the generalisation has amounted to £3i3,951 ; while the previous seven years under the
except in the light of its particulars I Take two of the most impor- late management showed the milways as worlcinjt at a loss, although
tant nod stable generalisations known to science; the conservation the traffic had increrused to the extent of £704,42o. Notwithstandmg
of energy in physics and the atomic theory in chemistry. Tbeso a re the prejudiced attempts that have been made by certain Colonial
absolutely meaningless without abundant illustration and explana- agitators to condemn the Commissioners, the r~ulta a.sshown provo
tion, iovol'fing o. mass of technical dett\ils which demand for thei r that efficient English management has effected wbatcould not be done
real comprehension a regular course of study. Wi th the d etails to by Colonial-p olitical administration. The r esult of the past year's
fill it up, a scientific theory is as an egg full of meat; without them, working shows that the total traffic yielded £2 902,048~ and the
a bladder full of wind, and without serious study details a re me1·e not profit was £1,012,140. The capital investea1 was :-.ttailways,
words. Somo sciences consist of nothing but details, and the more £30,555,123; trnmwnys, £933,614. Of t he £30,555,123 which has
exact and complete they a re the moro tbey partake of this charac- been expended on the railway construction, £27,734,581 was
ter . Such a science is anatomy, which is as complete as human roised by the issue of debentures booring the nominal value of
knowledge can bo ; but it is for this very reason unsuitable for £28,983,!167, and the balance was provided from the generol funds
popularisation. The countl&;a isolated facts of which it is made of the Colony. The expenditure for the year wa.s £1,666,835, and
up are as dry as dust in themselves, and only to be mastered by the receipts £2,633,086, o. p roportion of 63·26, being a decre:~.~~o of
years of assiduous practical labour. Physical science, again, 3·43 since the Commissioners took office. This would have shown
requires practical acquaintance with its appo.mtus. So too a more marked decrease but for the unprecedented e:rpenditure
chemistry. Physiology-a. most popular scien~onsists chiefly necessitated on the lines through the late heavy weather, tho extra
of a number of more or less tentative conclusions demaudi'lg for cost in the renewals of ongines and vehicles, and the number of
their just appreciation two things: first, a thorough knowledge of new carriages and tramcars p rovided for out of working expenses.
the organs and tissues concerned, that is of naked eye and micro· The extra. expenditure incurred up to the end of June in connection
scopical anatomy; and, secondly, a thorough study of the individual
with the floods and slips amounted to £,0,000. The absolute block
experi ments on which the conclusions are ba8ed. What idea does system v;•as applied to 262 miles of lines a.t the end of last yea r ,
such a (lhrase as ' ci rculation of the blood' convey to any ono's compared with twenty-eight miles in 1888. On January 1st last a
mind w1thout a knowledge of anatomy 1 lf it is true that the re is
reduction of 10 pe r cent. waa mo.de on the whole of the rates for
no royal r oad to knowledge, this saying i11 surely truer of scientific agricultural produ.:e, to operato all the year round, with n further
knowledge than of any other.
"One result of the craze for popular science is seen in the coun t- reduction of 10 per cent. from February 1st to August 31st. The
o.mouot of r olling stock under order at tbe end of the year
le-.-s fads and quackeries of the day. Vegetarianism, teetotalism, included 110 carriages, 456 wagons and cars, and 500 coal hopper
divided·8ki rtism, a.nti-'fivisecti on, anti-vaccination, 'scientific voice
wagons from va rious Colonial firms, and fifty-two locomotives from
production,' patent medicines, hygienic this and sanitary tbnt, &c. Great Britain.
&c., nre all either founded on or 11upported by popular ' results of
Speaking of the r esults, the Sydney Td~groph st..1tes :-"The
science.' The invariable form ula by which these things are
pressed on the attention of a bewildered public is ' science tells us now system of management initiated by the passing of the p resent
so and so;' and then followsl!ome half-truth or no-truth culled Railway Act has been placed fairly upon its trial in this Colony
from a popula r exposition. Alaa for poor Science I Every other during tbo past year, and both t he Commissioners and th e comrogue and fool takes her name in vain to-day. Yet there are not munity have every reason to bo gratified by the result. l t shc.w:~
wanting signs that we have reached the high-water mark of this that the new system has worked satisfactory in all ita p arts, proflood of delusion. The wo.ning popularity of scientific congresses, ducing a general result which fa r exceeds anything hitherto
lectures and add resses is a healthy and hopeful sign. Amateur achieved by this g reat arm of ou r national service. The railwn) s
havo worked better for the men employed, better for the people
scienco is bcvinning to be found out."-St. Jamu's Ga:~lft.
usin~ them, and better for the general taxpayer than during any
preVlous year of t heir existence. • . . T o evolve within two
yoars this order out of the chaos which prevailed under the old
AssOCIATION OF MUNICIPAL A~'l) SANITARY E.'\Cl:-IE.EOS AND system ha.s been no light task, and the Commissioners a re entitled
SUO\'EYORS. -The tenth examination carried out under the au.,pices to the hearty cougratulatious of the public upon the manner in
of this A.'ISOCiation was held at No. 11, Victoria-street, West- which the great duties intrusted to them ha,,e been so fa r
minster, on Friday a nd Saturday, October 3rd and 4th, when eight discharged.'
names were entered. The written and gmphic examination was
taken on the first day, and the vi<-a. t'OCt occupied the greater part
of Saturday. The examiners were .1\lcsars. J . Lobley, ?11. I.C. E.,
SMOKE PnE\'BNTION IN L£eos .-An influentially attended meeting
J>ast President., engineering os applied to municipal work ; James ~as held in Leeds on the 6th i!lllt. with the object of drawing at ten·
Lomon, M.I.C.E., Past. President, huildin~ construction; T. do C. t1on to the proposed work of the Smoke Prevention Association.
Meade, A.M. I .C.E., Vice President, Mrutary science; W. Santo Mr. A. E. Fletcber explained that the fi rst object was to secure the
Crimp, A. M. I. C. E., member of council, public health law.
co-operation of fuel us~ra in finding out, ~sting, and applying the
SRIP CANAL SCJJE).fES IN 1825.- Tbis seems a little far-fetched, best and most. economtcal smoke-preventing methods and appli·
rr~ota rdod aa an anticipation of tbo phonograph. H owever, it is anoes. The objects are pmcticable, and ougbt to receive support.
very difficult nowadays to be original Even Sir Edward Watkin's If, however, faddists aro put on the executive committee the
pet scheme was aired, discussed, and laughed at before the South- objects will be defeated. One speaker, for instance thought it
Eastern Railway and its cbairmnn were tbought of. The (;olollte& "was well worth considering whether it was practicable to have
and hdia. eays it is curious to find the ChaDllel Tunnel, the ship technical cla.."Ses formed for the trnini.ng of stokers, or for teaching
canal from Bristol to tbe Tyne, nnd the Panama scheme, being them bow t.:> make the best use of the particular appliances which
they bad. At pr~nt stokers wore practically men who bad k
made fun of in John Bull for 1825. H ere are the verses:acqui re all their knowledge from their own observation." ProRun, neighbours, nm, you're ju11t ln time to get n share
bably this speaker would like to see some one appointed "proIn all the famous projccte thAt amuse John Bull;
fessor of stoking." The absurdity of the Mtion of teaching stoking
Run, tako a peep on 'Ch..'\ngekfor anxious crowds beset Ul! U1crc,
Each trying which can ma c himself the greatest gulL
anywhere but where stokers do got ta\lght is only equalled b y
many other teaching fads. Dr. Eddison said his impression WM
Tho doctor loaves his patient, the pedagogue hls Lexicon,
For mines of Rcallllonto, or th06o of Angle-Mexican;
that wba.t th~y .wonted was not knowled.ge how to consume smoke,
E 'en Chill Bonds don't cool the rngo, nor those still more romantic, sir, but. pubhc op1mon that would make thc1r bench of magistrates ne t
For new canal8 to join the sens, PaeUic and Atlantlc, 8ir.
upon the law. It str uck him that to fine a rich man 5s. or 6s. or
When Orcen"-ich coaches go by atcam, on I'OC\ds of iron mlling, sir,
whatever it might be, was to make the prevention of smoke p:.acH ow piCM.'\Dt it will bo to ace a dozen Inn Une;
ti~l!y a farce. Wbat they wnn~ t o do was to educate public
And sWps of hc.wy burden o•cr hills and ,·alJcyl! Mlling, l!ir,
opJruon th_nt smoke waa a bad thmg. When he had asked his
Shall C1'06S from Bristol'a Channel to the Tweed or Tyne.
wealthy fnend s about the smoke questionl they said it was perA tunnel underneath tbo 8C4, from Calnis Strnlt to Dover, sir,
fectly easy to consume the smoke; but wben he went and looked
That qualmish folka may croaa by land from shore to shore,
With sluJcca made to drown the French, H e'er they will come over, sh·, at their chimneys there was an ~men~ amount of smoke coming
Uua long been t.nlked of, till at length 'tls thought a monstrous boro. out of them, and whenever be tned to ~mpress the smoke quelltion
they wonld tell him that it wa.s the small houses tho.t caused tbo
TI1on n company is formed, though not yet advertising,
'i'o build, upon a splendid scale, o large balloon,
~moke. He bad very little faith in committees, but he bad faith
And sond up tools and broken 6tonce for fresh Moc·Adruntsing
m tbo gradual force of public opinion m aking smoke inspection a
'!'be ucw·discovcr'd turnpike roads wbleb cross the moon.
reality, and not a far ce, as it wns n ow,
t:o
OCT. 10, 1890.
THE ENGINEER
TBE IRON, COAL, AND GENERAL TRADES
OF BIRMINGH AM, WOLVERHAMPTON, AND
OTHE R DI STRICTS.
(From our
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THE quarterly meeting of the iron trade, which was held this
aft.ernoon, drew buyel'll and sellel'll together, as usual, from most
of the iron t rade centres, including Middlesbrough, Barrow,
Sheffield, London, and South Wales. T he attendance was not,
however, so large o.a was the case in the earlier part of the year ;
nor wo.a business of a particularly brisk character. At the same
time, a steady tone was observable, and confidence wo.a expressed
in the future. It seems to be the general opinion that trade, often
declining since the opening of the year, with a. persistence wor thy
of a better cause, has at length stopped in its downward course,
and, having grounded, is once more gradually rising. At the sarue
time the recent improvement in trade was scarcely considered
aufficiently advanced to OCCa8ion a ny definite rise in official quotations for finished iron, though firmer rates than recently were being
aeked and obtained for second and third-class qualities.
Marked bars were re-declared at £8 10s., which standard wos
fixed at the J uly quarterly meeting; but this is a declino of £1
upon the quotation which was in force both in April and January.
Mercho.nt sorts were £7 5s. upwards, and common sorts £6 15s.an advo.nce upon the quarter of about 6s.
Galvo.nised sheets were quoted £13 f.o.b. Liverpool for doubles.
This was an advo.nce of about 10s. per ton upon July, but it still
comparP.s unfaTourably with the rates which were asked at the
opening of the present year, namely, £ 16 10s. to £17. I t is satis·
factory to note that t he demand for galvanised sheets is once again
improving, and that better orde!'ll are being obtained from I ndia
and other foreign markets. Black sheets were quoted about £8
for doubles, though an instance was mentioned in which some 200
tons bad lately been sold at 5s. advance upon these prices. The
former figure may, therefore, he taken as the present average, and
it is nn improvement of o.bout 10s. upon July rates. This class of
sheda has, therefore, suffered a serious decline since t he opening
t he year, for in January they commanded £10 15s. per ton.
Gas tnbe strip was quoted £6 17s. 6d. This is a decline of bs.
upon lo.st quarter day, and of 27s. 6d. upon the April meetings,
whilst, compared with the opening of the year, this is a drop of
42s. 6d.
Before 'Change closed the stri~ makers held a meeting. Representatives of the National Assoc1ation of Tube Makers stated that
a. further reduction in tubes was desirable to meet the growing
competition of German and other continental makers. They therefore asked for a fnrtber reduction in tube strip. A conceasion of
2e. 6d. was granted, making the price £6 15s., or 7s. 6d. down
within a month.
The Welsh makers of steel used by tin-plate manufacturers held
a. meeting and put up prices 10s. all round, making the new prices
f.o.b. Welsh ports as follows :-Bessemer tin bars, £6 i Siemens
ditto, £6 7s. 6d.; Bessemer blooms £6 12s. 6d.; ana Siemens
blooms, £6. F or deliver y into the Birmingham district 5s. per
ton must be added to these rates.
I n the pig iron trade the Scotch blast furnace dispute was the
subject of comment, and the fact that nearly the whole of the
Scotch fur naces were out of blast contributed to give firmness to
the market. Cold-blast all-mine sorts were quoted £ 5, as against
£ 5 15s. to £6 at the opening of the year. All-mine hot-blast were
quoted 70s., as against 62s. 6d. in J uly, and 90s. to 95s. in January;
part-mines were 47s. 6d. to 50s., or from 2s. 6d. to 5s. better on the
qua rter but from 27s. 6d. to 30s. reduction on January. Cinder
sorts w~re 45s., as against 40s. in July, 52s. 6d. in April, and
67s. 6d. in January.
Midland brands were in good re~uest at 6ls. to 52s. 6d. for
Nortbamptons and Derbyshires. 'l his is an increase of 2s. 6d.
upon lo.st quarter, but a decline of about 25s. on the opening of
t he year.
The Tredegar I ron and Steel Company-Sc;utb Wales-quoted
its No. 4 hematite 70s. delivered Birmingham, and its second
quality 60s.-Fuel was in good demand at firm rates.
Extensions of plo.nt upon a considerable scale are :contemplated
by the Birmingham Corporation in connection with thei r water·
works department. This week, at a meeting of t he city council,
Alder man Sir Thomas Martineau presented the repor t of the water
committee, and proposed a resolution authorising t he committee to
consult with Mr. James Mansergb, C. E., or failing him, some
eminent consulting engineer, as to the further powers to be
obtained by the Corporation with reference to additional works
and sources of water supply necessary to meet future require.m ents.
B e explained that the need for additional wor ks arose from t he
marvellous development of the demands on t he supply of the
department. In 1870, t he year in which the ~et of Parliament
wo.a obtained under which t he Shustoke reservo1r and works were
constructed, the total supply amounted to 2508 ruillion gallons,
but in 1889 t he supply had risen to 5212 millions, showing
t hat in the nineteen yeal'll the supply bad more than doubled.
In 1870 the supply averaged 6·87 million gallons per day,
and in 1889 14 ·28 million gallons. Dividing the nineteen
years into two periods it would be found that from 1870
when the supply was 2Sos ~illion gallons, it !n~reased to 8612
million gallons in 1880, or an mcrease of 1144 milhon gallons, and
from 1880 to 1889 i~ i_ncrea.sed to 5212. million gallons, or another
increase of 1560 m1lbon gallons. Dunng the first ten years the
increase was t10methiog like one-third of a. million gallons per
day, and in the second period one-half mHiion_ gallon:' per d!LY•
which might now be taken as the rate at which the1r requirements grew. T heir minimum yield of water at th_e present
time averaged 16~ million gallons per day, and thell' average
supply wae less t nan 1~ million gallons, so t hat it would .be
seen t hAt in their miDllDum they had an ample quant1ty
to meet the average aup,Piy. But they must l?e ready to meet
their maximum supply m bot weather ~n~ times of drou~ht.
Their storage at present amounted to 500 rmll1o.n ~Ions, suffic1ent
to atiord a supply in tim~ of drought for a pen od". of five months.
They might be satisfied if they only bad to deal Wltb the presen.t,
Probably m
but it was necessary to look to the futu re.
four or five years ther would reach the average daily
aupp2' of 17 or 17~ milhon gallolll!, _and in dry wea~her they
woul reach the maximum of 22 milhon gallons, and 1t was for
t hat they would have to prepare. Their minimum yield, increased
by that of the Longbridge sinkin~, would1 they hoped, ?e equal to
meet t he average demand ; but m 1894, 1nstead of havmg storage
for five montha it wool.d only be fo.r 110. dnys. Under those
circwnstances t he comllllttee thought 1t advtSa.ble to take steps to
meet further 'requirements. Mr. Fallows seconded the resol~tion.
Mr. Brinsley asked if that was the first lltep towards spending. a
minion or a. million and o.-balf of money. Alderman J ohnson wd
t here wae no proposal to spend a million of money. The proposal
was that t hey should obtain the best professional a.ssistance.-T he
resolution waa carried, and the report approved.
NOTES FROM LANCASHIRE.
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sit uation in t he iron trade during t he past
week haa Men most perplexing. With the determination of t~e
Scotch ironma.sters at t he close of last month to damp down the1r
f urnaces rather t han give way to the dema~ds of tb~ men, there
w38 neceeea.ril y a further upward movement. m ~be pnce of nearly
a ll deacriptions of pig iron. The determmat1on of the Scotch
ironmaetera had, however, barely been carried into effect when,
witho11t any a pparent ly auignable reason, there was a sudden and
extraordinary drop in warrant. ; and since Tuesday t he market
here baa been a ltogether uneettled, with busine!!S in pig iron almost
completely at a atandatill In previous reporta I b.a ve _referred. to the
very general disinclinat ion to regard the t hreatened dispute wtt.h the
blast furnacemen on t he Clyde at all seriously. In mo.ny quarters
there has been a disp:>sition to look upon t he t hreatened damping
down of furnaces rather as an operation for forcing up warrants than
ns t he actual outcome of the diSpute with the men, o.nd the goneral
belief t hat the Scotch ironmuters would not run the risk of so
serious an injury to their special trade o.s would be involved by the
blowing out of furnaces, and the conseqnent stoppage of produc·
tion over a protracted period ho.a no doubt had the effect of preventing any great anxiety on the par t of buyers with regard to the
future. Cer tainly there has been no eagerness to place out orders,
and the collapse in the warrant mar ket at Glasgow, on T uesday,
has renewed a feelin~ of uncertainty with regard to the whole
matter. Makers, in VJew of the possibility of a prolonged stoppage
of the output of pig iron in Scotland, are disinclined to sell except
at t heir quoted rates. Buyers, on the other hand, nat.urally look
upon the breakdown in prices as an indication of an early settlement of the dispute, and consequently a re not disposed to buy
fu rther at present; whilst holders of iron, who in many cases
apparently share the views of buyers, seem anxious to realise, and
have been offering o.t considerably under full market ro.te11.
The Manchester iron market on Tuesday was fairly well attended,
but, as al ready intimated, the market was altogether unsettled by
the considerable and unexpected drop in warrants at Glasgow, and
there was little or no business doing in pig iron. Quotations had
in many cases been slightly advanced with the corumencement of
the week, Lancashire makers asking 51s. 6d. to 52s. 6d., less 21.,
for forge and foundry delivered equal to Manchester ; whilst In
district brands Lincolnshire iron was quoted at from 51s. 6d. for
forge to 63s. 6d. for foundr y, with Derbyshire ranging from 5ls.
and 53s. for the cheaper forge and foundry qualities, up to 56s. for
the best foundry descriptions, less 2!, delivered equal to .Manchester.
'l' hese prices were, however, altogether nominal, as there is an
almost complete absence of any offers from buyers, even to test tbo
market. Outside brands offering here were necessarily irregular in
sympathy with the giving way in prices at Glasgow and .Middlesbrough. In many quarte!'ll sellers were not in a position to quote
any actually nxed price, whilst there was an absence of any busmess
offering from buye!'ll. Eglinton was quoted at something like
6ls. 6d. to 62s. 6d., but buyers, if they bad been disposed to place
ordel'll, could have bought at under these figu res. Good foundry
Middleshrough rouged from 58s. 4d. and ~9s. 4d. up to 60s. ~d. net
cash, delivered equal to Manchester, With, however, nothmg of
any moment doing.
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In the steel tmdo thoro has again been only a very IIIDlted
business coming for ward. Quotations for hematites remain at
about 68s. to 68s. 6d., less 2~, for good foundry qualities delivered
in the Manchester district. For steel billets quotations have
averaged about £ 5 7s. 6d. for delivery here, with o. few transactions at a little under this figure. Steel plates still meet with
very little inquiry in this district, and local makers, who o.ppear to
be short of work, are open to entertain speci.fications at about
£8 5s. per ton for good boiler maldng qualities delivered to con·
sumers in the neighbourhood of .Manchester, with steel boilerplates from other districts firm at about £8 7s. 6d. to £8 10s. per
ton delivered here.
The manufactured iron trade remains without any very material
change. There is a moderate business doing, but no appreciably
increased weight of new work coming forward, and prices are not
more than maintained at late rates. For bars delivered in the
Manchester district £6 10s. is still about the full average figu re
obtainable, and there a re sellers of some local bars at as low as
£6 7s. 6d. Hoops average £6 17s. 6d. to £7, and sheets from
£7 15s. for some local quaUties up to £8 and £8 2s. 6d. for t he
better descriptions.
The monthlr report of the Steam En~ine Makers' Society which
bo.a just been ISSUed is much the same m its general character as
those of some time past. There is/erhaps not quite the same
pressure of demand for wor kmen,·an t he number out of employment on the books is slightly in excess of what it was a few months
back, but there is no appreciable falling-off in the;demo.nd for.men,
and the percentage of members oo the books in receipt of-out-of
work donation is not more than! per cent. of the total member·
ship. The ret urns from the various dist ricts with regard to the
condition of trade are still of a satisfactory character ; in the shipbuilding centres the reports a re more encouraging t han they have
been recently, whilst both stationary and locomotive engine builders
continue all very full of work, and boilermakers both for land and
marine work a re well supplied with orde.!'ll. Amon&'st machine
tool makel'll activity is fully maintained in all the leadmg districts
devoted to this branch of trade. I n fact, the returns sent in to
the society show no approaching slackening down in any important branch of industry. With regard to wages and labour ques·
tions, there is nothing important at present going on beyond a
few local disputes, which only affect ISolated works or small dist ricts.
The Manchester Association of Engineers, which this week
opens its thirty-fifth discussion session by a social meeting of the
members, has issued a very interesting programme of papers.
Amongst these Mr. H. Guthrie, C.E., bas promised a. faper on
the "Graphic Tabulation, and some Relations of Art to Engineering," Mr. J. J. Harper a paper on" Automatic Expansion Gear,"
and Mr. D. B. Donald on " Steam Cranes." Messrs. Tbomo.s
Ashbury, S. Dixon, and other members who a re at present
attending the meetin_g of t~e Iron _a~d Steel Institu~ i~ America,
will occupy an ev_erun~ ;v1th remmiSCil;nces of the1r VISI~ to the
United States, wh1ch will no doubt fur rush abundance of Interesting and instructive information. Mr. A. B. Blackburne, the
assistant manager of Mess!'ll. Mather and Platt's Electrical Department, will contribute a paper on dynamos, with the consideration
of the c.hief features which regulate their application ; Mr. John
Angel!, F.C.S._. h~ promised a paper c~ Dr. Jo~e, with special
reference to hiS diSCovery of the mecharucal equiValent of beat;
Mr. E. G. Constantine will deal with the consideration of self·
adjusting _bearin,gs; Mr. C. F. Budeuburg will read a paper on
steam engme ~overnors, and Mr. Tbomo.a Ashbury, C. E., will con·
elude the seSSion with a paper on "The Manchester Ship Canal."
In the coal trade, business remains without animation, and sup·
plies of Rll descriptions of fuel are ample to meet present requirements. The miners generally are considerably restricting the output, and t~us preventing the o.ccumulation of stocke _of any
weight. Pnces a re about steady at late rates, although m. some
instances the maximum quotations at the commencement of the
month are scarcely being maintained at the pit mouth; best coal
11.verages 12s. to 12s. 6d. ; second qualities, 10s. 6d. to lls. 3d.;
common coal, 9s. to 9s. ~· ; b~rgr, 7s.. 6d. to Ss.; t~e better qualities of slack, 6s. 6d. to rs., Wlth 1nfenor sorts obtamable at as low
as 6s. to 5s. 6d. l.'er too.
Shipping contmues fairly active, with good qunlities of steam
coal delivered at the high-level, Liverpool, or the Garstou Docks,
fetching readily about 10s. 9d. per ton.
Ban'OW.-There is a steady business in hematite pig iron, and
the inquiry has been streogtboned by ti.Je fact that the stoppage of
furnaces in Scotland bo.a not only put a check on the general iron
trade, but on hematite, o.s well as other qualities of pig iron. The
furnaces in this district are steadily employed, bot thirty-two of
the seventy-eight furnaces built a re out of blast. The output is
not as large o.s the consumption, and stocks are still on the
decrease. The roduction in stocks this week amounts to 1093
tons, making the reduction from the beginning of the year 137,743
tons. Stocks, however, still remain very large, amountin~ o.s they
do to 242,796 tons, compared with 380,639 tons in the begmoing of
the year. There is a good Continental and foreign demand, but
very little inquiry. on Ame!'ican account. The ~~me d~mand,
however , is very bnsk, espectally for Bessemor quahttes, wh1ch a re
being largely u'ed by steel makers. Prices this week advancod to
60s. nd. for bematite war rants but have since gone down to
59a. 90:: oa.eh. On the other band, make!'ll of pig iron have firmly
held to their prices, and are quoting 61s. to 62s. 6d. per ton for
parcels of Bessemer iron in mixed numberF.
The steel trade shows a good position, and prospects are better
301
than they have been for some months past. Rails a re in good
demand, o.nd heavy sections o.re quoted at £5 2s. 6d. per ton, light
sections at £6, and colliery rails at £7. I n tin-plate bars a bet~r
business is doing, nod prices are steady at £5 2.:~. 6d. per ton, w1th
a prospect of still higher prices. HXlps, wire, billets, elabs,
forglngs, and castings are ~1 in goo?- demand,, and. p~ccs are v~ry
steo.dy. An improvement IS noted tn steel sh1pbutldmg matenal.
Plates are quoted at £6 16s., and sections at £6 per ton, while
steel boiler plates are o.t £8.
.
Sb.ipbuildel'll do not report any new orders, but they a re. not m
immediate want of new contracts, as their hands for some t1me are
very full, and the prospects of new w>)rk a rc bi.:;thly satisfactory.
In the boilormaking and ironfounding departments thore is a very
brisk business doing, and orders are well held.
Iron ore is firmer this week at lls. 6d. per ton for average
qualities, net at mines.
There is a large and regulo.r consumption of col:e and c~>al.at late
prices, which are, however, likely to be improved upon m the
early fut.ure.
Shipping shows a weaker tone, o.nd not only a re the expor ts of
pig iron and steel much less on the week, but there is a falling off
of pro.ctically 20,000 tons during the period of last year extending
up to the end of September.
Colonel North and seveml commorcial men iotorested in the
promotion of the Tubular Frame W~on Company visited Barrow
last week, with the object of purcbasmg the works of the Vulcau
SteQl and Forge Corupaoy, which have stood idle for son1e time.
This new company contemplates the building of freight cars on the
American bogie principle. They are to be built of tubular steel,
to carry thirty t•ms each, and are to be constructed for the British,
colonial, nod general foreign railways.
THE NORTH OF ENGLAND.
(From our orrn. Corr~ondent.)
THE Cleveland pig iron mo.rket ba.'l been in a somewhat disappointing condition this week, and as the animal pig goes by t he
rule of contrary, so has the iron pig done the same this week.
Ever yone expected t hat when the strike of blast furnace-men
became general in Scotland, there would be a rapid advance in
prices and a large demand ; instead of which there has been a
rapid drop and an extremely quiet trade. It was axpected that
there would be cooRiderable fluctuations during the progress of t he
strikl.l, but no on" looked for a heavy fall directly work was ent irely
stopped ; yet, between Monday morning and Wednesday m ornin~
there wo.s a decline in Middlesbrough warrants of 2s. 6d. per ton,
"the why and the wherefore" for which could not be explained, as
there are no signs of either masters or men in Scotland giving way,
but rather the chance~ are that the strike will be a prolonged
one. Cleveland make!'ll have ceo.sed to quote; they have
good orde!'ll on their books, and, believing that prices must
speedily recover, they are content to wait. Certainly this week
it has been the unexpected that ho.s happened in regard to
pig iron prices. On Monday Cleveland makers generally realised
50s. 6d. for early deliveries of No. 3, nod sorue sellers got as much
as 5ls. 6d.; but no one on Wednesday would pay even as much as
49s., a figure at which the producers would not look. T he best
price for b1iddlesbrough No. 3 war rants has been 50s. 6d. cash,
that being obtained on Monday; but on 'fuesday 49s. was the
rate, and on Wednesday 48s., with sellers at 48s. 3d.
There is now a very heavy delivery of Cleveland ir~>n to t he
Continent, as is usual in October1 this being the time when the
Continental consumers get in supplies to last them over the winter,
when the navigation in the interior is closed; but there is now
not much iron to be bou~bt for delivery this month, and if t here
was~ makers would find 1t difficult to supply it, because thei r stock
of No. 3 is very small. They are making more of that quality than
they did in the summer, but still the furnaces are not producing
the proportion of the better qualities that they should do. T he
prices of the common q_ualitie.'! have not suffered much by the
liuctuations in warrants, mdeed they are even stronger, and while
No. 4 foundry is offered at 47s., grey forge is up to 46s. Local
hematite varies between 57s. 6d. and 59s. at furnaces for miJ(ed
numbers. The stock of Cleveland pig iron in Connal's stores on
Wednesday ni~ht wo.a 90,658 tons, or. 385 tons decreaso on the
week. T here IS every probability that stocks will be largely drawn
upon this month if the Scotch strike continues.
The official accountants have ascertained that the o.vero.ge price
realised by the Cleveland ironmo.sters for No. 3 during the quarter
ended September 30th was 44s. 5·97d., this being 2s. 1 ·34d. decreo.se
upon the June quarter's price. It does not affect wages, however,
the sliding scales of blast furnacemen and ironstone miners being
in abeyance at present, and in August it was agreed that the blest
furnacemen's wages should not be altered un til the end of the year.
If the Into slidin~ scale bad been mling, wages would have been
brought down 2t per cent. The only change that the scale will
bring about will be a reduction in the railway company's charges
for the conveyance of ironmaking materials, wb.ich are regulated
by the average rea.lised prices, and rise or fall 1 per cent. for every
ls. advance or fall in the realised prices.
The Cleveland Ironmaste!'ll' September statistics were on t he
whole very favourable, showing a larger decrease in stocks than
bad been expected-12,244 tons, neo.rly all this being taken from
makers' unsold stocks. T heir shipments were 10,633 tons better
than in August, and local deliveries were also heavier, because
local races did not, o.a in August, interfere with work at the
finished ironworks and foundries. Only 242,389 ton.s of pig iron
are in stock in the districts, which is short of two months' make of
Cleveland pig.
It is stated that the North· Eo.stern Railway Company is
proposing to increo.se the accommodation for passengers at
.Middlesbrough by constructing an excursion platform to the west
of the present passenger station, with an entrance fr?m Liuthorperoo.d, one of the main thoroughfares in the town. At present, all
excursions are despatched from and arrive at the regular passenger
platforms. T he company ho.s now commenced the erection of o.
very extensive new station at North Stockton.
The work at a number of Tyneside shipyards bo.a been much
hampered for several weeks by a strike of joiners, and the completion of new vessels has been considerably delayed, though new
bands from other districts have within the past week or two been
put on, and who, from fear of disturbance, hve on the works. The
dispute with the joiners is a most curious one. Some time ago a
controve!'lly took place between the ship carpenters and joiners as
to the work which each should be required to execute. They
could not agree, and called in 1\ir. Tbomos Burt, M.P., as referee,
who decided in favour of the ship carpenters. To the surprise of
all, the joiners refused to abide by the award, nod struck work.
The men have now been idle for several weeks, and the Mayor of
Newcastle ho.a expressed his willingness to mediate in the matter.
The ship carpenters' business, it may be said, is one that is much
less impor tant than it' wo.s, and appeal'll to be practically dying out
now that iron and steel are so much used not only for the bulls,
but most other parts of vessels. T he conduct of the joiners in
submitting o. dispute to o.rbitration, and to an a rbit rator of t heir
own choosing, and then repudiating his word, is generally condemned.
T he finished iron trado of this district is improving steadily, and
prices are very stiff, though not quotably higher than last v.•eek.
Iron ship-plates are £6 7s. 6d. ; iron boiler-plates, £ 7 7s. 6d.; iron
girder·p~tes, £6 !2s. 6d.; iron ship an~les, £6 2s. 6d.; heavy iron
sheets, smglcs, £r 12s. 6d.; common 1ron bars, £6 28. 6d.; best
bars, £6 12s. 6d., all less ~ per cent., but a little less would
generally be taken !or a large order. There is a good inquiry for
deliveries over the first half of next year. Operatious at most of
the iron and steel works on Tees-side have been curtailed this
week for wo.nt of water nearly all the establishments getting their
supplies from the Midd\esbrough and Stockton Corporations W o.ter
THE ENGINEER.
30~
Board, and owing to some defect the usual supply was not for thcoming on Monday.
The steel manufacturers have a good supply of work but there
is a quieter demand than there wn.s last month, especially for rails,
the prices of which are about £6 2s. 6d. at works. A good many
rails have of late been sent to New Orleans, but now that the
McKinley Tariff Act has come into force it is probable that very
little further work will be sent from this district to the United
States. Canada is taking a good quantity of rails from tbo Teesside Works, as also is I ndia and West and South Australia. The
grice of steel ship-plates is £6 17s. 6d., and in some oases £7, less
:.~ per cent. at works, and iron ship-plates £6 12s. 6d., less :2! per
cent. Steel railway sleepers can be got at £6 2s. 6d.
THE SHEFFIELD DISTRICT.
(From our own Cor-ru-p<mdent.)
THE iron market is at present in a somewhat unsettled state.
No two opinions of the future seem to agree. 'l' be strike in Scotland, changing from twelve to ei~b t hours on the west coast, and
an upward movement in coke, po1nt to higher prices in pig iron i.
but the main consideration is, will the present demand be kept up I
Hcmatite pig iron is selling in Sheffield at 67s. per ton, and common
forge iron at 46s.
T he demand for finished material continues good, and prices
remain unchanged. The North British, Caledonian, NorthEastern, Great Eastern, South-Eastern, and even the London,
Chatham, and Dover Railways, are ordering more rolling stook.
All are freely placing their requirements. The Indian railways1
after a period of comparative quietness, have sent over some gooa
indents. In marine material the business is brisk, and well sustained from all directions.
Mr. A. M. Chambers, of Messrs. Newton, Chambers, and C.:o.,
'l'horncliffe, states that his company, with the Tinsley and the
Nunnery collieries, have not advanced their prices this month.
Other collieries have done so, including Earl Fitzwilliam's, Mitcbell
Main, Denaby, Wath Main, Manvers Main, Kilnhurst, Clay Cross,
Birley, Sheepbridge, Staveley, &c. Thornclilfe, Tinsley, and tbe
Nunnery have an impor tant local trade, and had good prices
during the whole of the summer. Colliery companies who sell to
merchants usually reduce quotations in the summer months, and
in October move up to winter prices.
It is too soon yet to review the results of the armour plate t ests
in the United States, as we are without the official reports, as well
as the account of the European representatives who witnessed the
experiments.
The Sheffield plate was for warded by Messrs.
Charles Cammell and Co. Though perforated by each of tbo
four 6in. Holtzer forged steel projectiles, it broke them all up, the
respective penetratious, measurin~ from the heel of the sboll to tho
rear of the plate, being 4~in., llm., and 13±in. The projectiles,
however, which attacked both the French steel plates, do notappeat·
to have penetrated nearly so far into the plates, and have
apparently not suffered nearly so much in themselve~. In two
instances it is stated that the projectile rebounded apparently
uninjured, in one case being set up only T~1rin . In t he course of
inquiries made after the Ntto J'orl: llel·ald .~ report was received, I
was told that experience proved that when forged steel projectiles,
either of English or foretgn manufacture, flying with the velocity
of 2000ft. per second, are stopped by an armour plate they are
almost invariably either broken up or much distorted in form.
Of course there have been cases where exceptionally good
projectiles have Hhown but little damage, but these oases
are rare when the projectile is stopped without perforating the plate. Projectiles fired with high velocities have
frequently passed clean through armour plates without receiving themselves apparently any damage. This, of course,
is quite a different thing to being suddenly arrested, as one
cannot say with certainty what amount of work the projectile was
called UtJOn to do in completely perforating the plate, whereas if
t he proJectile is stopped the amount of resistance is definitely
n;scertain_ed pr~viding the velocit~ is k~own. " If t~~e projecttles," sa1d my mformant, "were tired w1tb low veloc1t1es agamst
soft steel plates, the whole affair is understandable, both as regards
the plates not breaking and the condition of the projectiles; but
if they were fi red with the full velocity, viz., 2075ft. per second, M
stated in the Iltl"ald's reports, the results obtained are simply
inexplicable, and not iu accordance with any former experienc*'."
Mr. T. E. Vickers, Chairman of Vickers, Sons, and Co., River
Don Works-where all-steel plates are now being made for the
Government-expresses his belief in the accuracy of the report of
the t rials, "with the exception of ignoring all cracks." He states
that he fully anticipated the steel plates would beat the compound
armour, but did not expect that the difference would be so great,
"and," be adds, "it would not have been had the compound plate
been of equal quality to the average of its class." Mr. Vickers'
views on tbe subject were formed from the results of the trials on
board H.M.S. Nettle, in 1888 and 1889, of plates of sinlilar dimensions to those t ried in America. "'rhe result of these trials," he
says, "showed that the two nU-steel plates made by my company
were better than the two compound plates in the same competition,
one of the latter being equal to the steel 1?late, while the other was
very inferior, and was easily penetrated.
Mr. Vickers, however,
fails to see how these trials point to the advantage of the use of
nickel. Further trials will shortly come off at St. Petersburg,
where it is expected the American results will be reversed.
The return of Sheffield trade with the United States for the
quarter ending September 30th shows that the total exports
reached a value of £179,996, being a decrease of £14,273 on the
previous quarter. Cutlery was exported to the value of £74,970,
and steel to the >alue of £78,824. For the corresponding quarter
of 1889 the values of cutlery and steel exports were respectively
£59,907 and £71,234. The increase was caused by the desire to
get goods in before the McKinley Bill came into operation.
Mr. George Blake Walker F.G.S., the manager a nd principal
partner of the Wharncliffe Silkstone Collieries, 1'ankersley, South
Yorkshire, has left this district for Australia. For some time Mr.
\Valker and several other gentlemen interested in coal mining have
been contemplating the prospect of the foreign coal trade. After
full inquiries in various countries, Australia wn.s selected. There a
coalfield, extending to several hundred ncres, was acquired on
favourable terms, and a company, of which Mr. Walker is appointed
managing director, has been formed to work it. A number of
workmen have been sent from Wharncliffe Silkstone to the new
colliery in Australia. Mr. Walker left for his new duties on
Thursday. It is understood that he will be away two years.
NOTES FROM SCOTLAND.
(From our wn Corr~. )
THE struggle between the ir onmasters and the blast furnncemen
has now fairly begun. The notice of tbe men expired on Saturday
last, when they ceased work everywhere except at Carron and at
the Glasgow I ron Company's works at Wishaw. At these two
works the furnacemen a re not connected with the union, and at
encb of the works there are three furnnccs blowing, these six boing
nU that is now in operation in Scotland. Before the dispute began
there were seventy-eight furnaces in blast, and of these seventy·
two have stopped produ.c ing iron. Of the seventy-two, nine which
were either old or in want of r epairs had been put out altogether,
while the rem ainin~ sixty-three have been damped down- that is
to say, t hey a re bemg kept bot with fuel to preserve them from
deterioration.
The effect of the stoppage of the iron production upon the
Glasgow pig ir on market has been different fr om what wn.s popularly expected. At t he opening on Monday the market was firm
and made a. general advance, but there was afterwards a very
severe reaction in prices, and the course of business has since been
\ 'C r) irregular. Tbe fact appears to be that for two or three weeks
past, while prices have been slowly advancing, tho ell'ect of tbe
stoppage of the output bn.s been g radually discounted. Consumers
and exporters have m that timo made very considerable purchn.ses,
and the result is that the demand 1s not now so woll sustained.
The probability is that when the scarcity of makors' iron is fully
realised, there may bo another upward movement in prices. 'l'ho
special brands are already found to be very scarce. Only a few
firms are prepared to quoto pricss, nnd in these cases there is an
advance this last week of l s. to 2s. per ton. The prices of those
qualities of makers' iron which are in the (>Ub)ic stores a re, on the
other band, a shade lower, in sympathy Wlth the position of the
warrant market. If the home consumption and export demand
are maintained a t anything like their present rates, wo should
immediately see a very large reduction in the stocks of pig iron in
the war rant stores.
The shipments of pig iron in the past week have an1ounted to
11,260 tons, compared with 7631 in the corresponding week of last
year. Of the total there was despatched to Canada 2033 tons;
Germany, 1337; United States, 780; France, 460; Australia, 432;
H olland, 375; Italy, 200; other countries, 1083; the quo.ntity sent
coastwise being 4660, against 2755 in the same week of 1889.
During the past week there wn.s shipped from Glasgow machinery
to the value of £15,800; sewing machines, £2185; steel b'oods,
£10,360; and general iron manufactures, £46,000. The latter
included wagon frames, wheels, &c., worth upwards of £14,000,
for Natal, and bars, sleepers, pipes, &c., to the value of about
£11,000, for Bombay.
The makers of finished iron appear in the meantime to have
reaped some advantage from the crisis in the pig iron trade.
Merchants and exporters have been pressing for deliveries; the
works are con~eq.uently very busy. Makers have in tho circumstances been obhged to advance their prices 5s. per ton. The
lowest and second g rades of common bars are now quoted at
£6 15s. ; highest grade, £6 17s. 6d.; best bars being 10s. per ton
higher ; hoops, £7 10s.; sheets, £8 Ss.; and nail-rods, £7 5s., all
subject to tbe usual 6 per cent. discount.
There is also a stronger feeling in the steel trade, and the works
are all fully employed. The principal makers have raised their
prices 2s. 6d. per ton, and now quote steel angles, £6 7s. 6d.; ship
plates, £7 2s. 6d.; boiler plates £8 2s. 6d.; and sheets, £8 15s.,
all less 5 eer cent. discount for delivery in Glasgow district.
Tbe stnke of moulders in the Glasgow district, after existing for
about two months, has come to an end, and the men have returned
to work on the understanding that the question of a reduction of
wages, which was the cause of the diSpute, is to be settled by
a rbitration.
The coal trade is in somewhat irregular condition. The stoppage
of the blast furnaces has thrown a large quantity of splint coals
into the open market. The price of furna-ce coals is therefore
materially lower, and the sup{'IY is very ample. 'l'be demand for
main coal is not quite so pressmg as of late, and prices are a shade
easier. 'rhe better q_ualities of ell coal are in brisk demand for
shipment, and in the1r case prices are well maintained.
Strikes of dock workers at Grangemouth have interfered with
the export trade in that district, and shippers have been put to
g reat inconvenience owing to the difficulty experienced in loading
vessels.
Traffic on the Forth and Clyde Canal has been much inter rupted
by tbe strikes above alluded to. The pi~ iron shipped from the
Tees to Grangemouth is brought along thiS canal to tbe Glasgow
district in barges, and for several days these vessels have ceased
plying, 50 that the tJig iron is accumulating at Grangemouth and
founders are becornmg anxious as to supplies. It is believed that,
if the communication is not soon restored, t he iron will have to be
brought by rail, which will add greatly to tbe cost of carriage.
The colliers continue their agitation for an advance of wages. In
tbe Larkball district of Lanarkshire the men have this week got a
rise of 6d. per day. It is understood that the coalmasters in that
quarter have heavy orders to fill up during the next two or three
weeks, and they have given the advance in tbe hope that the
colliers will work five days, instead of four days of the week.
WALES AND ADJOINING COUNTIES.
(Ft-om our wn Corr~ )
AN\' one t111 versing the district would be struck with the outward
and visible signs of unusual _prosperity in all branches. The coalfields both of North and South Wales and Monmouthshi re are
being most energetically developed. In the Wrexham colliery
district, I am told that a t a late chapel collection there were five
hundred sovereigns in the plate. In the south, as in the north, the
wages are substantial, and tbe only regret one feels is that the
monthly holiday is persisted in so strongly, to the injury of coalowners and men, as the coal output of the lost days could easily be
sold.
The gossip at the Cardiff Exchange this week was that large
contracts were being rapidly concluded, based on present pri ces.
This would indicate the belief amongst buyers, and not ill founded,
that prices are going up. House coals are certain to advance.
They may not touch the quotations given in the Timu this week,
where No. 3 Rhondda is stated to be selling at 24s.; but are likely
to seo better prices than at eresent. The best steam coal is now at
15s. to 15s. 6d., and some sales are said to have been effected at
16s. The cheapest steam coals fetch 13s. 8d., and small is selling
at 7s. 3d.
The" P. and 0.'' have heen again in the field for Welsh steam
coal, and have closed with the "Ocean" for 100,000 tons. This
seems a large figure ; but it must be noted that the output of the
Ocean Company is close upon one and a-half millions per annum,
and that there a re several coalowners who exceed a million, and
about forty-two whe turn out over 100,000 tons every year.
Best house coal is at 14s.
As might be expected, all sorts of colliery property is regarded
fa.vourab1y. Cardiff and Swansea Colliery Company's share& are at
25s. p remium, International at 10s., and for Nor th's, Newport,
Abercarne, and Femdale, steady application. 1 note that some of
the Forest of Dean coal plant is coming under the hammer. In
Wale~ coal property is being firmly held. Current rumours as to
the laying up of o. number of steamers, cited by a London contemporary, has not bad any ill effect on the market. Last week
Cardiff and it.s contributories sent away 272,000 tons of coal,
Penarth sending nearly 50,000 tons. Newport, too, was very busy,
and s,vansea showed a general increase of 7000 tons over the corresponding week of last year.
In the iron a~d steel trades there is a good deal of animation, in
the latter particularly. Most of the works are busy with tin bar,
and the extra demand upon makers hn.s been so marked as to run
up prices, as I intimated lately was most probable.
In Swansea it was currently reported that a leading maker bad
sold a large quantity of bars at £6, or an advance of 10s. Steel
rails are in_demand at late prices. Glasgow pig has had various
changes th1s week, owing to tbe unsettled state of things; but it
is thought that all pig will see higher prices, and be in harmony
with steel bars.
On Wednesday Glasgow pig Ouctuated from 51s. 1Hd. to 53s.,
and left off at 52s. 6d. on account of overbuying, it is stated.
Coke ovons are being re-lit at the Forest I ron o.nd Steel Works,
and these will be restarted forthwith.
There ha.s been a small strike at the Goat Mill, Dowlais, due to
a breakage, and placing men on other work at, it was considered,
inferior pay. Mr. John Robert Jones, deputy manager, has the
m.atter in ban~~_ and an ami.cabl~ settlement is looked for. The
d1sput e at the .Newport Engmeenng Works continues, and there
bave been so~e mmor disputes at a few of the Glamorgan and
Ca..rmart hen tm-plate works.
At Landore t he wages' question
concerning the assorters, annealers, and boxers, has been postponed
until the return of the executive from America.
The tari.ff of McKinley ~o far bas had no eTil effect on the Swan-
OCT. 10, 1890.
sea or Newport trado. In fact, the tin-plat.o trade has a buoyancy
and vigour about it that aro surprising to those ":bo a ro not m tho
secret and that sec rot is that stoclts have been cons1derably reduced,
and tbo.t large supplies are required and hi~her prices certain. It
appears that the stock of plates held in South \~ales and .l't~on­
moutbsbire and in Bristol and Liverpool lo.st spnng wo.s a httlo
ovor half a million. That stock is now d own to o. quarter of o.
million, or 50 per cent. l.&Sb. <:ouyle this wi~h tho rush to supply
America before the tariff came mto oporat10n, and the stato of
things is evident.
.
In Liverpool I bear lis. and 17s. 6d. havo been gtven freely for
plates. Quota'tions this week show the healthiness of the. trade.
Cokes, 16s. 6d. to 16s. 9d.; Bessemer, lis. to lis. 3d.; Stamens,
1711. 6d. to 17s. 9d.
.
Foreign oro is in demand1 and Cart.hageua, Decido, and B1lbao
laid under contribution. Pr1ces rule from Hs. 6d. to 16s.
Patent fuel is freely inquired for; price, 14s. 6d.- for best. Coke
continues very brisk, and prices are a.dvo.ncmg. Sales now
effected, 19s. 6d. to 20s. for furnaco, and 2'28: to 23s: for foundry.
Bookings o.t these figures are not easy. P1twood 1S at 17s., and
looking up.
Tbere wn.s a movement at Pontypridd, a few days ago, to for m a
colliery firemen's union.
The sliding scale in tbe iron and steel trades may now bo
regtu:ded as au accom(>lished fact.. Last week, .at B\aenavon, at a
meetmg of the executtve, the auditor was appomted, Mr. Parsons,
of Newport, being selected out of a number of candidates.
NOTES FROM GERMANY.
(From our oum Corr~-)
TaE first week of October has passed without any change of
importance, as far, at least, as the gen~ral iron indus~ over here
is concerned. Conferences and meetings of every kmd are so
Jllentiful, speeches and resolutions and declarations so numerous,
and often so little to the purpose1 so entirely devoid of sound
judgment or even common sense, tnat they cannot re~lly attract
serious interest. Still, tbe cry for advanced wages, for e1gbt hours'
work1 is gaining ground in all directions, and will make itself
heara all through.
A pretty regular business is being done on the Silesian iron
market, a quiet yet firm tendency prevailing. In the wrought
iron industry activity is being well maintained generally, and
orders are secured in sufficient number to insure employment for a.
cer tain period.
The hvely tone which has for some time been noticeable on tbe
Austro-Hungarian iron market bas, fortunately, not changed, and
the reports coming in regarding the various branches of iron
industry are all of a favourable character. Orders continue to
come in rapidly and sufficiently, thus enabling active employment
to be continued and the animated tendency of the whole business
to be upheld. While in Germany, France, and Belgium the iron
trade is in a weak condition, the Austro-Hungarian market, as a
whole and in the single branches, presents the encouraging features
of upward movement and lively activity. Regarding the different
branches of industry, pig iron meets with ready demand, while
there is also a steady business going on in tbe finished iron
branch. Steel makers are busily employed all round ; some large
Government orders are expected to be given out in the near
future, which will maintain the present rate of activity for some
time to come.
'rhe French iron market, which bad been fairly proceeding for
some time, is just recently undergoing a decrease in demand, and
consequently, too, in activity, without however a perceptible
cause, for nothing has happened to justify any downward move·
ment. Bars are with difficulty maintained at 170f.; girders, 176f ·
and sheets, No. 2, 206f. p. t. Steady employment is still repor ted
to be going on at the foundries, whereas a weak and irregular busi·
ness is being done in drawn wire and wire nails, but this is not at
all surprising, export decreasing from month to month. Old iroL
rails are in weak request at 95f. p. t.
On the Belgian iron ma rket there is a fairly good business doing
in pig iron. Forge pig has been firmly maintained at 52f. for the
last quarter. The malleable iron trade has, generally speaking,
remained in a depressed state, in spite of effor ts being made to
raise the present low quotations. For bars 135f. is quoted, for
sheets 145f. The firm Gillieaux, in Charleroi, is reported to have
booked an order for plates and sheets at 160f. and 155f. p. t. free
Paris. Heavy rails stand at 125f. to 130f.; light ditto, 140f. to
150f. ; tires, 210f.; axles, 190f.
At the works of the Sociti~ de la Meuse, an ironclad lighthouse
with electric projector, destined for the fortification on the Meuse,
has lately been officially t ried, and, if accounts are to be t rusted,
found to give complete satisfaction. Light houses of t his kind are
to be erected at or near tbe fortifications for the purpose, in time
of war, of th rowing light, and thus detecting the enemy approach·
ing at night.
On the Rbenisb-Westphalian iron market the slight upward
movement noticed in our last reports seems to have been but
temporary. In the iron or e trade dulness continues, so far, at
least, as Siegerland and Nassau ore is concerned. There is only a
most limited business being done, prices showing a decidedly
downward inclination.
The aspect of the pig iron trade
has not altered since ln.st week. Buyers are still holding back
hoping for a further reduction in price. A fairly good demo.nd
from abroad is just now being experienced in the spiegeleisen
business ; orders in this special sor t are reported to have been
secured for several months to come. Prices have, consequently,
been well maintained. T he orders booked for forge pig a re, on
the other band, only just sufficient to maintain the present limited
occupation. Quietness prevails in the mo.nufnctured iron trade.
Orders come in very slowly. Prices are irregular. Bars, for instance,
have in some oases been sold u nder list q_uotation. Girders are
in weak request. H oops remain quiet, pnces suffering fr om the
competition of those works which do not belong to the syndicate.
No change is to note in the plate and sheet trade, both sorts
remaining r~ther neglected. In the wi;re business the .for~er
dulness continues, although for drawn wu-e rather more mqUlJ'y
seemed to be coming for war d of late. Foundries, machine and
w~oo factories are in re!l'llar and, co~parativelr. speaking
satisfactory employment. At a late tendenn~ for rails at Berlin
the lowest offer was M. 144 p. t., others nwgmg between M. H7
and 111. 150·50 p.t. at works.
h'STITUTTON OF lliECDANICAL ENOINEERS.- The ensuing ordinary
general meeting will be held on Wednesday evening, 29th October
and Th~sday evening,_ 3~th October, at 2~, Great George·street:
Westmmster, by perm1ss1on of the council of the Institution of
Civil Engineers. The chair will be taken at half-past seven p.m.
on each evening by the president, Mr. Joseph 'l'omlinson. '!'be
ballot lists for the election of new members, associates and
g raduates, having been previously opened by the council, the
names of those elected will be announced to tho meeting. The
nomination of officers for election at the next annual general meeting will take place. Tbe following papers will be read and discuss_ed, as fa~ n.s time permit.s :-" ~n 'l'ube-frame Goods Wagons
of light We1gb t and largo Capactty, and their effect upon the
Working Expenses of Railways;" by Mr. M. H.. Jefferds of
Lon~on ; 7omm~cated through Mr. H~nr1. J. Marten. In ~oo­
nectlon wtth this paper t he members are 1DV1ted to inspect one of
tbe wagons, which will be on view at any time during dayligh t on
29th and 30th October, o.t the Victoria passenger station of t bo
Lond_of!, Chat~am, and D.over ~way, where it ~ll be standing in
the &dt~g bebmd the mam amval. p~atform, by kmd permission of
t he Railway Company. "On Mtlhn~ Cutters," by Mr. George
Addy, of Sheffield. " On the Meohamcal Treatment of Moulding
Sand," by Mr. Waiter Bagsbaw, of Batley.
OCT. 10, 1890.
THE ENGINEER.
303
• • • When p atonts hAve been " communicated " t ho
ni\Ille and address of tbo communicating party are
printot.l in italics.
29th September, 1800.
SLS F
r th0 MAXIM GUN, 0 • F · Wh itmorc,
1L
v, v •
E&D-BOX 0
CIUllbridgo.
151854. Wa£ELS of YELOCIPEDES, T. W. Robcrtson,
BeUa.st.
15,865. DIRECTION LABEL, M. A. Walo, Liverpool.
l bt356. ORNAU£1\'TA.L F ABJUC for CURTAIN, M . Dean,
ll1a.nchester.
1bt~67. ~AILINO the SOL&S of BooTS, w . Pcak c,
JSantwich.
p
B L p
k B
I
• s•s T
1"'
" . OY UZZLI':II, . . OCOC . , arns oy.
' 3'9. BOWLS or ,,• ULLEYS in L OOM.S, W. Crowth or,
I"t-::;~
lll
d
ars on.
15,860. POI!\'TINO PENCILS, W. P . T hompson.-{Mcndl
and Uiu>y,
A uatria.)
L 86
1. S lliRT TUDS an d F ASTEl>"EIU! 1Or E ARRUIOS, J •
1.-,
Jacobi, Liverpool.
15t:::362• C !STERNS for W AT&RUIO GARDENS, P . n- ·
~ ~rochor,
868 R Liverpool. s
1 "fi
. · tVERSlDL.& WINO W £D R ACK, B . BUton,
~~oFrd.
W
B
W u 'tch
.
15, .,..,
ANCY
ALL RACKETS,
. JUl
0 11 , Jun. ,
Soutbi\Illpton.
15£o65· DIES for E MBOSSINO P APER, H. M. Kitcholl,
15,440. HoRsr:sao~~:, A. Chart, London .
16,441. COMBII~.&D PLAl'>~E and On .-8TONE, W. Kimberley,
London.
1111442. COMPOVND liiETALLIC CtRCUIT 8 YBT.t:M., C. E .
McCluer, London.
15,448. M.voNO PILLS, B . L. Rnppolt and A. S.
Stoiicos, London.
16!..444. CtOAR and CtOARETTE BoxES, A. Boguslowsky,
.LOndon.
16,445. Sn:AM BoiL&R FE.&DERS, L. C. Brick enstoin
and C. A. J . Babendreier , London.
151H6. R tcUTACLES for MARoARIJo."E, H . Laming and
F. B . Millington, London.
15!..447. P RII\'TINO and FOLDINO MACHINES, J . Dorricy,
JAndon.
,448.
VELOOJPEDE WHEELS, J. H rorlngton Lon don.
15
15!..449. MAKtNO SusET All:rA.L L ATBINO,
P. J on es,
.LOndon.
15!..450. T sJ.ESCOJ'IC MATCB L IOBTER, W. H cbdi.tch,
JAndon.
15,451 . cAD REST, H· • c• s·rmpson, Lon d on.
1 5,~62. A.DVf!RTISINO, li. E . P~o, London.
l ' ·"8 L • " P R W~t.tey Loo on
a,~:>
~~ ' J' R~ B ' Lo d
.
'64.' S CALES,
15,~
. . ye,
n on.
15,465. Wt:LDINO METALS, W. P. Tbompson.-(C. L.
Coffin United Statu. )
:
M ET.U.S, W . p . Tb ompson. -{C. L .
15,4""6. LWELDINO
Co./11n, Unitt(l StateJ. )
L·
cASll cARRr£RS, w . p . Tbompsoo.-(E. "''1.
15,4.vl.
Plummer, United. Statu.~
•o s NAP B OOKB, '"
-·'
15,4.-v.
" . . Tbom pson. -("
.... G. Ltin<>·
borg, United Statu.)
15,4.59. BooTS, W. P . Tbompson.-{F. S. McKmne>J ,
Unitt(l StaUa.)
16,460. T ov P aOTOORA.PlllC O..uu :RA, J . Oa.go, L iver·
pool.
P tos from the OASTINO BEDS of
LAST F UIUIACES, L. Rtcbards, Workington.
15t867. B uoYANT DECK SEATS, &c., C. Gannaway, J.
.Maitland, and S. H ands, Glasgow.
15,868. BoOT PROTECTORS, F. B uckle, Leeds.
1 [>~69. APPARATUS for COTTINO COl:&S£, B . Tupholmo,
0
•
~
C
f T
•· T So rfi Id
1u, , ffieBid.
. RAJ> E LIP or RICYCL£S, u:c., . me o ,
&ma1·o Italian Stul and T in·plale Alamifacturing
Sheffield.
15,871. B utLDINO·UP WoRDS, E. Davidson, Sbeffiold.
Company, Limited.
15,372. P tu."UOLDER, P . Meo and J . W. R and, Chester·
T his company was r egister ed on the 1st inst.1
field.
,
B
J
with a cap1tal of £160,000, in £ 1 shar es, 100u 15~378. D RESSINO and 'I RAVEl.LINO AOB, ·N. Mnppin,
J.JOndon.
being fou nders' shares, to acquire t he b en efit
16,874.
P.o~.RTB o{ a VELOCIP.&D.&1 F. Wcatwood, Blr·
of a concession or p1·it'atim indmt1·iak, gran ted
mingham.
by t he I talian G o vernment to S igno r Agostino
15,876. H oRSESBO&S, 0. 0. Wittey, Colchester.
Bonar o, of Genoa, for the establishment of 15t;~d~:~n, &c., SPJKll, for H oRSESHOES, C. Cheater,
tin-plate wor ks in Italy for a ter m of fifteen
years f r om 31st March, 1890. T he subscr ibers 15,Si7. SosPENDtNO ARTICLES of D RESS, G. F. AJ..aina-,
Shoffield.
a re:,___
15,378.
01L
S...,..,a.
•
Co L AMPS, J. f Watmough,
F
J p•-London.
Sh0 fli Id
0 •
'1'. Brodli.old, 12, Dovecote-avenue, Wood Green,
15,3t9.
llBUSTION
UEL, · ....tt,
CMbier . . . . . . . . . . . . . . . . . . . .
1 16~0lMPLEMtu.'Tfor RIDIOVINO HAYRICKS, W. Morton,
0
Fox, 46, P t\rk ·road, Finsbury Ptlrk, lnw sta·
1 15,88~. 6:-u,DLES and S r RINOS of VEtOCIP.&DE8, H .
15!.!61. APPARAT\JS !or AcrOATINO 0 ROANS, &c. , R.
ttope.Joncs, Liverpool.
,462.
TILLS for Cat:CKINO, &c. , MoN~Y, T. O'Brlon,
15
Manchester.
~4.63. l~>OA.NDESCENT GAS . BURNERS, C. S. Upton,
15 .LOndon.
15,46<1. APPARATUS for GoVERNINO E NOfNll&, T.
Sullivan, J . W. B ughoa, V. W. Cbemcry, and A. H .
Browne, London .
15,465. P&.~BOLDJ:RS, C. B ollwedo, London.
lS,466. PRJNTINO MAcaonrnv, A. Carlnw, Glasgow.
16,467. R&NOVATINO Fua.~tTVRE, E. Un dorwood and
J. S. R inks, London.
15,468. DECORATU<O UNOLAZ.ED CSlNA, J . B. Turnhurst,
Obeli.
16 469. A DMINIST&RJNO E LECTRICITY to the H UMAN
BoDY, 0. Imray.-(The Bethel B lcctric .Medical Bath•
Company, .Au•trcUia.)
lmrny.-(J. Storer,
15,470. saowiNO NoTICES,
.AtUtrcUia. )
16,471. P AcKrNo,
llfarshall and E . Fitzgorrud,
London.
1c"• 472 . .1UAKIN0
u ·
..
CREW S TOPPERS, T . E . R nrper,
1 a;C. ,
South Wcald.
15~78. WATER--cuARENT MOTOR, G. R. and A. H .
fa~.;. G. H . Scbacht, and
A. U vlngston,
P.
139,
::
A. 5. R ussoll, 21, E vcring·roo.d, Stoko No"-ington,
CMbior . .
A. F. M. H erold, 9, L<:runington·road·vil.la8, Bays·
water, tmvollor . . . . . . . . . . . . . . . .
A . W. Bcattic, 5, Sutberlnnd-road, Tottonhmn,
clerk
.. .. .. . . .. .. .. .. .. ..
M. Ratbgon, 18, Mount ncw-r o.'ld, Stroud
0 rcen, correspon d CD t
••
••
,,
,,
••
••
15,474.
GUN CARRI Ao ES, J . J . E . B .
Payno, London.
15~475. R OLLED lltoN, 0. A . Decosse and \'. L cspinata,
.LOndon.
15,476. APPARATUS for FoRO!NO SllELLS, A. Martin,
London.
15t477. SaOTTLE·OPERAT!NO M tcUA.~ISM, J. A. Tuckor ,
.LOndon.
16~..
'78. cOLL.&CTINO B OLLSTS, T . B . B urns an d R , H .
Lo d
o,
0 on.
16,470. H OT·A IR E NOLNES,
Vivlnn, London.
16,480. SvRmoES, M. 0. and A . H . ColliDB, London.
lli~4Sl. SaOTTLE·DRJVtNo APPARATUS for Loolll.8, H . B.
Lako.-(G. p , Butter:R·td, United. Statu.)
'"
15,482. E LECTRIC BATTERIES,
H . H . Ltlke.-(OI·ofby
b'lccll·U: co1npan11 , United StaUJ. )
16,483. E:u>LOSI\' ES, H . H. Lako.-(/1. s. Maxim,
United Statu. )
15,48•1. CoOPLJNO APPARATUS for RA ILWAY VEBJCLES,
A . H . s. D aV18
· an d A . c. B rown, Lo n d on.
15,486. B INOt·MORT!SlNO MACBIN.&S, B. B. Lnke.(Storn~ Mantifacturing Com]xmy, United. Statu.)
16,486. COllotB CLEANERS, E . R . Pettit, London.
16,487. Twm .& Box and B OLDER, W. N. Candoe,
London.
15t488. lli ETA.LLIC RAILWAY TtES, &c., M. F . Bon.zano,
.LOndon.
16,480. CoRNER FAsTENrNOS for B oxES, &c., J . C. FeU.
-(Tlte .Actiat.-Geutucfta{t fur Carto1cnagm·lndt~trit,
Germany.)
15L'_90. MACBJN&RY for DREA.KINO STONE, J. 0. H .
w il.son, London.
15~491. WOOD. WORK!NO MJ\CDIN.ERY1 W. E. Taft,
.LOndon.
15,402. ltt oRTLSINO M.Ac um.E, J . Gllmoro and W. R .
Clark, London .
ht October, 1890.
16,403. 'l'oRPEDO&S, A . Collingridge, London.
15,49-1.. T1P-<JU1'8 for UMBRELLAS, &c., J . Oardnor, Man·
chcator.
15~496. P ooTOORA.PBIC DETECTIVE CA.liERAs, W. J .
JJanCMter, B irmingham.
16!..4.96. F ORliATION, &c., of E NVELOPES, A. Schon,
.LOndon.
15,407. SuPPORTINO the W ARP o! LooMs, J . T. Tbom·
ton, B uddo~field.
15,498. RAISINO, &c., D&ER, B . Sutcl iffo, Halifl\...~.
15,499. TAPS for BATlls, &c., H. Sutcllilo, Halllax.
15~!!. W&IOOINO JICAOBINll&, W. Sn elgrove, Birming·
NEW COMPANIES.
THE PATENT JOURNAL.
C011dt11.!cd. (ronl "TM lltu.,trattd Official Joumal of
Pate-nu."
THB f ollowing compa nies have j ust been r egis·
tered:.thncrict~1t
AppUcatlon !or Letters Patent.
Stove and F v.rn<tce Co11l}Xtn!J1
L-r,mited.
'l'h.is company was r egister ed on the 1 st i nst. ,
with a capital o f £250,000, in £10 shares, wher eof
12,500 are 8 per cent. cumulative p reference
shares, to adopt an agreem ent-unregister edwit h Richard H cckscber , jun., for the purcbaso
o f t h e works of the :\I agee Furnace Ct>mpany and
t he Smith and Anthony Stove <..:ompany respcctively , situated at Boston and W akefield,
State of M assachusetts, U.S.A . The subscribers
a re :Ord. sbaros.
R. C. Rlcbarda, 126, Croxtod·road, Dulwich
1
S. Nugent TowDBhcnd,
J.P.,
Richmond,
Surrey . .
.. .. .. .. .. . . ..
Lioutonant·Oolonel W. R . Yaodelottr, 11, St.
Georgo·s·squaro . . .. .. . . .. .. .. ..
A.. H omo, Vulcan Wharf, -1, Upper Tba.mcs-stroot,
ironfounder . . . . . . . . . . . . . . . . . .
J. Livesloy, Oak worth BoUBG, H omscy.. . . ..
A . H . Woods, 16, St. Georgc's·road, Regent's
Park, secretary to a company
. . .. .. . .
F . E. Ad.io, 27, Clemcnts'·lnno .. ..
1
1
1
1
1
1
The number of d irectors is not to be less t han
t hree, nor more than seven; the subscribers a .r e to
appoint tho first; qualification , twenty shares ;
remuneration-chair man, £300 per annum; each
ot her dir ectur , £250 per a n n u m .
Solicitors,
M essrs. Slade a n d Munk, Clement's·lane.
s
S
15B56~~T~.KJNO AWAY
30
°
c.
~~~ab~~.
ca~~n-~~t. ~~rc~t..
1
1
1
1
1
Tbe
n umber of directors is not to be less than
t hree, nor mor e than seven; the subscribers a re
to appoint the fir st; qualification, £250 in shar es
£
.
1500 rner annum,
or s toc k• ·, remune ratiOn,
divisible.
Solicitors, Messrs. Pyke and Minchin,
2, M etal Exchange-buildings.
.Elmort's A ILStro·ll ungarian Patent Coppt:~·
Dtpositing Company , .Limilu:l.
This company was r egister ed on t he 26th ult. ,
wit h a cap ital of £ 200,000, in £ 2 shar es, to carry
into e ffect an agreement made between Elmor e's
F or eign and Co1onial Patent Copper Depositing
Company, Limited, of the first part; Wood house
and Rawson United, Limited, of the second part;
and the company, of the third part; to carr y on
i n A ustria, Hungary, and elsewhere, at such
p laces as the directors of the company shaH t h ink
fit, a n d whether as principals o r agents, the busi·
ness of manufacturers of and dealers in copper
and other metals, and all metallic alloys or com·
pounds of t he same, a nd all goods and a r t icles
mad e of cop per or other metals anJ alloys . The
first subscribers are:-
Sb.aNs.
G. Worrt\U, 29, Porcy-road, Forest Oato, secrc·
tary . .
..
..
..
..
..
J. Mumford, 50, Trinity·aquaro, B orough, RC·
countsnt
.. ..
A . M. G. Co.rterl. 40 Dennlng-road, Hampstead ..
B. F. H oward, tlt. Jamcs's Lodge, Dcckenham ..
ll. Villars, 6, P onsburst-ro..'ld, N.E., shipping
cl erk
..
A. W. Taylor, 68, B loemlontein-avonue, Shop·
herd's Buah . .
E . W. Clnytou,
fields
..
..
.. .. .. . . .. .. .. ..
0, Bollywood·villaB, South·
.. .. . . .. ..
..
1
1
1
1
1
1
1
Ther e are not to be less than three nor mor e
t han nine directors; t h e first to be appointed by
the subscribers; qualification , being a sbaro·
bolder. Remunerntion-cbairman, £400; vice·
cba.irman , £300; other directors, £200 per
'tb ,
t
2 !! P?r cen · upon
h togetb er Wl
annum eac,
net p r ofits mado from man ufac tunng and 1 per
cent. upon net p r ofits m ade from sales of
atents,
licencesM o r businesses.
Solici tors,
Ab
t
·
C
..;•
d
C
1essrs. ~ urs , o r ns, • ..,p, o.n
o., 6 , Old
~
J
o wry.
Union W&r.td, L imited.
This company was r egistored on the 26th ult.,
with a capital of £10,000, in £10 shares, to
1\C(jUiro n. patont g ranted to Frank S outhard,
dated 29th November , 1888, No. 17,408, and also
o f certain premises at Kent-street, Northnm,
Southampton, known as the Forg ed Scr ew F actor y, and to manufacture patent cranks for cy cles,
f orged screws, and to t rade as cycle, scr ew, bolt,
nut, o.nd chain manufacturers. The sub110ribers
o.r e:Shares.
M n~. E. Klttoc, Warebam, Dorset . .
.. .. . .
1
•1~. Gilmt\U, P ortswood,
Southampton, aoll·
clt~r
..
.. . . . .
1
•P. Nugont Oldr~~:arebam, brewer's manager
1
n. P. Boyd, Sou
pton, eQgtnoer . . . . . .
1
F. C. Southnrdl. Northom, Southampton
. . ..
1
1<'. J. Stevons, 1::10uthampton, accountant .. ..
1
H . J. Rlchards, Southampton, accountant ..
1
T h e number of director s ia n ot to be less than
two, · n o r m or e t han seven, the first being the
t~ubseribers d e n oted by an asterisk a nd J. Har·
cour t I vory, o f W ok.ing; <l.ualification, £100 in
sha res or stock; r emunerat1on, £1 ls. eaob per
m eeting attended . Registered office, K e n t-str eet,
Nortb am, Southampton.
Edwo.rds, London.
15,882. S.EAI!cn L IOUTS, R . G. B . Overton, London.
16~~·dCLASPforFAST£NINO ENVELOPI':II, J. Sprcndbury,
uun 0 •
1155,88
8845. r•_SUlN? RDKE.LS, H
E . Wcstbury,OLonRdon
M. D -'d
• · "" 01 &8
RESS l.E\'ATORS, ·
·
c on....
15a8Snd6 FT. T. P lorstethr, Lo
wndon .
r ,.
T F
0
• · IR &S or
D.E&LS 0
ELOCIPEDES, ., ·•
l ' and E.E Warwick,
S London.
d S
f C
~.
uB887m. · LASTIC
· HOES an
UPI'ORTS Or UAIRS 1 U:C.,
Lo d
· ., a...,rson,
n on.
15~Sd CUAROINO GAS RETORTS, J. F . Broidwood,
n on.
16,389. S.u·.ETv PURSE, J. B . Bennott, London.
1'"• 890· p ENBOLDER, A · E · Ftowers, LoD d on.
16,391. STEREOT\'PE PLATES, H . J . Allison.-(A. Saut·~t,
J>ranu.)
W
D
Lo
15,892. MoNOCYCLES, . H . unkloy,
ndon.
1b,S93. RANOE· t'!NDER, 0 . do B. Caroy, London.
15Lc;S94. UTLLISJNO S1wctc FLOORLD£, E . R1chtcrs,
n d on.
1 5~96. B ot LJNO, &c. , LIN&.~ and other FAilRICS, F . J.
oney, London.
16,896. E AR PROTECTOR for TELEPHONES, N. Notovitch,
London.
15,897. Locu, J. B . R oach and A. E . J oycc, London.
1 ~,398. COllf81NATION for W1N.OOW StLL GARD~s, J . L.
Thomi\sson, Worcoator.
15,399. LgrrEJU! Cor NAMES of STRE.t.'TS, T. Claridgo,
London.
15l400. SIPBONS for AERAT.&D L IQO IDS, W. H . Di\vis,
.LOndon.
15!..~01. E LSCTRICAl. SWITCU&S, A. L. and C. W. Sax,
.LOndon.
15~2. M.EANs of AD.I usTJNO Co&IPASSES, E . Ondes,
ndon.
S
D
15,403. MARINE T!U\11!
OU.ERS, &c., A . Busbbyo,
Glusgow.
15,404. SPER.'\IIN£, W. Mnjort, London .
16t~06. TREATMENT or SEWAOE, J. H ard wick and L . A.
JS cwton, London.
15,400. A UTOMATIC Qu iCK·YIRJNO GuNs, C. J. ll1.
Afzolius, L ondon.
15!!07: APPARATUS for D ORNINO CEll&NTS, F. H .
.Ko81lor London.
15, 408. Bt:ARINO C.uu>s, H . B . Leigh.- ( E. Bake~·,
Bgypt.)
15~09. n oPLEX GAS B URNERS and FJTTINOS, J. Lovo,
ondon.
1 5~10. F1N8 ond SwuiM I.NO GLOVt:S, A. Wa.agon,
u rondeebw-y.
15t~ll. FIRINO PROJECTILES with COMPRESSED AJR, J .
.M . F letcbor, London.
16~,.412. FoLD· UP B.&DS'l'EADS and MATTRESSES, C.
;:;biplcy, London.
15,418. Ano E LEcrRJo LAMP, T. B. Grant, London.
16,414. WASSINO lllACDINES, C. Scbmidt, London.
15,415. L grr&R FILES,
H. Lake.-(..4. ana T. Trnu·
ttall, Sw«len.)
15~16. PnoDoCTtON of li1ANOANATE of SoDA, R. D.
»owmo.n.
°
n.
E.
s.
o.
n.
s
s.
DlSAPPu.RI~o
s.
15~01. R ouNDABOUT for F AJlU!, G. and
J. E . Tolaon,
tt.alllax.
16,502. RocKINO CUAIRS, W. S. McL onnan, J. B. Lindsay,
and J. Walker, Gla.sgow.
15,503. CYcLES, &c., T. Bo.yley, D ublin.
16~04. CLAW'INO FLAX whilst ScoTCiiiNO, J . W.
»reroton, Dublin.
161505. T ROLLEYS for CllAROJNO F oRNAO&S, R. R. Gub·
oins, Bolvcdore.
15,606. ARMOOR·PLATES, 0. B . Cam.rucll, London.
16,507. ToP WA.D forSao'!' GONCARTRIDOES,Armstrong
and eo.. NowCMt.le·on-'l'Yno.
15,508. TRAMWAY B RAJ.tt:, E. Rothwoll and J . Bontbrun,
R ochdalo.
15p509. WEJOUINO Do·JNITIId QUAI'o'TITJES of L IQOI D
A.JNT, &c., W. E dgeU, Lon on.
16,610. LACE ConTAINS, E . Dought y, Nottingham.
15,611. DESTROYINO tho CtrRR&NT or an E ltPL08lON in
CoAL MINA, T. Thomns, Pontypridd.
15,612. SPLITTINO the UPPER.8 of BOOTS, E B . Chap·
man, Leicester.
16,618. DE£P BontNO, T. S. Colomnn, London.
16,614. R IPPINO a nd CLII' J'INO LAPI'ETS, &c. , J. Mar·
shall, Brodford.
1lt,61lt FOR lliNO WIRK LoOI'II and RINO~, I. Drukof ord,
scn., Blrminghnm.
15~_1(). LADI:ES' B AT PINS, J . L ever, J. llollnnd, and
w. H . Todd, H oywood.
16,617. MECB.AN18ltl !or llfACB INES 1 W. Snolgrovo, Blr·
mlngham.
16t618. New CHEMICAL L IQULD, &c., A. J. R omero,
.LOndon.
16~ 19. VARLABLE SPE.&D, J. Olough and G. Carter,
80tlt September, 1800.
15, 417. S.KAT&S, C. G. Lamont, London.
15,418. FOLDINO LADDERS, J. A. Dalurui, London.
11;\419. SllELLS or othor P ROJECTILES, C. Mcrin--+An,
"~
¥itham.
16,420. MILK Ouow, &c., L. Wataon, Mlddleabrough·
on-Toes.
15!!21. CLOTJHNO for C.uu>JNO E NOIN& CYLUU>&RB and
Jo'LATS, E. Appoll.I'Allcr, Manchester.
15L'22. E LASTIC TIRES and R ws for Wotr:LS or
m c vc LES, R. D. Turner and W. Down, Birminghnm.
15,423. R EDUCINO, &c. , lti.ETAL8, W. Wright, Sheffield.
l(i,424. Y~tLOCI P.&DE SADDLES, J. B. B rooks, Binning·
hi\Ill.
16,426. TYPE CASI!S, I. Fuchel Glasgow.
15,426. H&WCAt RAILWAYS, J. F. Mldgly, H alllax.
15,427. COTTtNO llA1n and WooL, J. W. Nownll,
.LOndon.
15L'23. TRUTMENT Of TEXTILE V£O.ETABL.ES088TAN CEII1
v . Barnott, Glasgow.
15,4.29. T.u."K TESTINO, J. Knox, Durhi\Ill.
15,~80. St.t. A.Ncs ona and OIL DtSTRJBOTORS, 8 . J.
Howulls, S wansea.
~rndford.
15,431. B ILWARD l'dAnKINO Do.uu>, S. Cbappel, Now· 15,620 . .A-NNEAL! NO METALLJO CABTINos, H . B. Flotcbor,
CMtlo-on -Tync.
Shoffiold.
15,432. PAPER ~IAKINO, J. Dox-~. D or kiug.
16t62l. R oADWAY&, E. W. H ughe11 and J. D . Cbcotbam ,
15l438. META LUC A LLOYS, S. ! '081'80D and J. B . Ptatt,
.LOndon.
.LOndon.
Hit-52~. TJR.£8 and WUE.£1.8 for VELOCIP.&J>£11 1 ll. Allon,
151.4.84. RETORNLNO CONDt:NSATION WATEJ\ 1 S. F . E ns ton,
110ndon.
.LOndon.
16,628. VI!:NT!LATJNO, F. B . Trowinnard, London.
16~436. SKID for IlEA vv RoAD V&lll cLES, J. R obortson, 16,624. LEMON SQUEEZ£118, &c., E . TuUilll, London.
.LOndon.
16,b26. E NOJN£9, &c., J. Dhoyne, Count do NydrrUck,
16 436. R.tt.nso APPARATV8, D . Kerry and F. W
and F. do ln H ault, London.
Wrlght, I-ondon.
16,526. ,O"-s E~OINES, J . Dheyno, Count d o Nydpr llck,
16,437. SANITARY l\08£·BAO, F. May, London.
and F. do ln H ault1 London.
16,488. COliPOOND GAS Bo t~.~ER, B. F. Crompton, 15,527. WEIOD1NO MACBINES, E . do PIUlll.-(H. lf'elb,
London.
Germany.)
16l~89. RIMil, &c, or Cvc u: W!JE.ELS, J. Warwick , 1 15,628. PR£PARINO H OMES' F EET !or t he SsoE, c. L .
.LOndon.
Brown, London.
15l529. F ABT£NINOS !or B OTTON&, 0 . J. Wllmot,
.LOndon.
151680. S POKES !or all T ENSION WBE£1.8, R. G. Booth,
London.
15,681. BICYCLE, R. G. Booth, London.
16tE82. UTJLISINO W ABT.E BuT from F URNACES, W.
u ceeloy, London.
15t688. l'oRTABL£ H ousES, SnEDS, &c., F. Wheeler,
.LOndon .
16,~. BoLT, J . S. A. Tbornhill, London .
151 685. PROPELL£R for S DI PS, A . H. P. Htu ut, London.
16t~S6. T£LEPBONE R ECEIVERS, A. T. Collier, Catorbam
vnlloy.
16l687. WH.EELB of Vr:LOOI PEDES, &c, J . N. Cosbcy,
.LOndon .
16,588. FRONT S t JDI:l LA:rU£ for T uRNJNO, &c., H.
Chitt y , Cb illwtck .
15,689. BOOT STRETCHERS, D. T. L eo, London.
16,540. DRYL~o 0RAI N, H . Simon , London.
16,641. FI.R.tt-PROOY DooRS, R. Hallen!ltoin, London.
16,54.2. D .ETECTIVll E NVELOI'ES, R. I..anbo.ro1 London.
15,548. STILTS for BOYS, F . W. Small, Lonaon.
16,644. Dl81NYECTANTS1 B . PeUe, London.
161645. ROTARY SPE£1> l'tSOOLATORS, F. V. R y880l·
oerghe, Lond on.
16!..646. CoMPOONDINO, &.c., VELOCtP.&DrJJ, J . S. Falrfax,
.LOndon .
15!..547. LocK ED S wt TC.tJES, J. A . lll11e and F. Toaguo,
.LOndon.
15,648. GLOvES, W. H. Lunn, London.
15,549. VELOCIP.&DE81 M. Ctlstay, London .
16l650. Y A.LVES 1 S. H . Permnn and E . J . White,
Lewisham.
16,661. CONVERTERS, A. J . Boult.-(J. If', Bookwaltt:l',
United Statu. )
15,552. T oY, ''~~· P . Tbomp son.-(S. Giinlherma nn,
Germany.)
16~668. ScRJ:WINO and COTTJNo MAcw NES, A. Oobol,
.LOndon.
15,564. MoONTINO ORD~ANCE, J. Vav388our, London.
15,655. P!aOMATIC LocKlNO of DooRS of RAJ.LWAY
CARRIAOES, B. Moss and J . Brnchvogel, London.
15L556. VENTILATtNo APARTk ENTS, w. R. Macdonrud,
.LOndon.
15,567. ORIDDLES, A. J acoby, London .
15,658. HAM£ To os, J . B . MIU'8ball, London.
16,559. WAT&R·WUEEL GOVERNOR, J . P. B o.yloy .(T. ~tter ana M. Pertlu, United Statu.)
16,660. FtLTNO, &c., SAws, J . P. Bayly.-(W. T intber·
man, United. Statu.)
15,661. POTAT()-DIO(; INO M.ACBIN£ 1 J . P. Bayly.(/. Fte-ncli, Unittd Statu.)
16,662. NAPJUN SoPPORTE1t, J. P. Bayly.-(E. Fo1·• ter,
United. Stalu. )
16,568. CLOTaES DRIER, J . P . Bayly.-(B. Foater, United.
S taua.)
15,664. B LAClUNO for LEArnER, J. P . Bayly.-(J.
Baulch, United. Statu. )
16,565. MILK B ucKET, J . P. Bayly .-(E. B urrow•,
Uniud S tatu .)
16~66. WB ITI'LE·TREE COUPUNO ATTACBliENT1 J . P.
uo.yly.-(W. Lohr UniUd Stalu.)
16,667. W U.'DMJLL, J. p, Bayly .-(E. Df. Jfl'itt, United
15s5':s~·~ITCB
E oARD or CARP£NTERs' TooL, J . P.
&yly.-( If', Wood, Utt ited Stattl.)
16~69. FAOILITATLNO the EscAPE of P.trnSONB from
~ UIUilNO ButLDINOS, T. Thore60n a nd P. Svo.rst.ad,
London.
16,670. A UTOMATIC CUT·OtT MECHANISM for SLIDE
VALVES of S'l'EAN E NGINES, &.c., G. Fletchor IUld
W. P. Aboll, London.
2n<L October, 1800.
15,671. S1t10K£ ARRESTER, D. Appleton, Manchostor.
16,672. MECILUIJOAL WRITER, J . W. Shcpard, &utb·
1\Illpton.
15t678. ATTAOBINO E LECTLIIC FITTI N08, F. J. Down,
.LOndon .
15,574. RIDI NG SADDLE B AR, C. Stok es, Bloxwich.
15t575. 5T£ADYI.NO VESSELS, G. F. Triggs and H. Ward,
.LOndon.
15~76. ANTI·N ICOTINf! T OBACCO PtPES 1 J. Wcatlterup,
~eU1111t.
15~~ ~· PORTAJIL£ Pl!OTOORAPBIC C.on:R.AS, A. J on es,
.l!i<linburgh.
15,6i 8. PARAJTIN LAKP B oru<.ERS, 1. Sherwood, j un.,
IUld F . Sherwood, Birmingham.
16t~79. MAKtNO MINERS' SAFETY LAM.Ps, A. H owat,
Manch ester .
16,680. JllAKINO WATERPROOFS, C. R. F. Scbi0088or and
J . M. OampboU, Manchoator .
15,581. WATER·TUllf! STE.oUI BOILSRII, Tbo Mills Patent
Sectional B oilor Company and J . Mill,., Manch011ter.
15L582. MANOPACI'URI: of A.LOldLNI Old 1 J. Spence,
.LOndon.
16L588. D RESS BASttET f or Ta.urntCAL P URPOSES, A.
Lister, Manch ester.
16,584. BREAST DRAWERS E . Wllson, Cbarlton .
151586. WASBUIO H ose PtPt.B, J. S ugdcn an d H. Col·
ourn, Bradford.
16,686. S oN WAroa, L . M. Mclntoeh, Manch ester .
15,687. RntEVINO tho STRAINS on SntPS' SH.ROUDS,
J. B. Toale and J . E. Ooldon , NewCMtlc-on·Tync.
15,688. METALLIC Con-INS, R. E . P. Craven, Leeds.
15,689. CIL\lN Cuu R.EOIBTER, M. Barkley, B elfMt.
15,600. Ca&OK LooMS, F. P. Mlddlcton , Manch ostor.
16~91 . Ornc oLATJ NO WAT&R in 8T£Ald GuE.RATOM,
~. B. Tbwa.ite, Uverpool.
16l~92. DRAWlNO·OUT MOTION of MULt.B, J. LoftUB,
Manchester.
16,698. OIL STOvES, W. H. Pwsloy , Dorset.
16,694. CoP Su.TS used in ?lfA.cnm~ Szw w o, J. Xa.c·
farlane Bollast.
16,695. WERBJNO Tru:ES, &c. , H . Dickinson, J. Wain·
wrlght and G. B. R ichmond, Manchester .
15,606. COIN·FREED MACHINES, W. Dlck .-(J. J. M .
Dade, United Statea.)
15,697. APPWANCE {or BBUBBUIO HATS, J . Oabe,
Glasgow .
16t698. R EAR D RIVINO 8AY.ETY BICYCLE, C. W. Bovor,
.LOndon.
15,609. BoOK·KARK, C. Edmon ds...t jun., London.
1 6~,.600. MAJUNO and PRESSLNO ~RICKS, &o. , H . Tuko,
.LOndon .
15t60). A UTOitlATIO Wt iOQUIO MACBlNt:S, F. J owoll,
.LOndon .
16,602. A UTOMATIC J OKED, G. M. Duncan, E dinburgh.
}5ti!08. A UTOMATIC PANOR.UlA of D&AUTY and ART, 0 .
M. D uncan, Edinburgh.
15t604.. SuPPtYJ ~O Am UNDER PRESSURE, W. Cote,
.LOndon .
16~60.~. 8UPPLY1NO ALR UNDER PRESSOR£, W. Cote,
.LOndon.
H•~606. APP.UU.TUS !or WARJd.JNO CR&.ul, W. Col o,
.LOndon .
16,607. CoJN•)'R&ED DYNAMOMET&R, G. Poorc, J .ondon.
16~608. MOOTn PJSOE ! or CLA1UONtm! 1 S. Smiles,
.LOndon .
15L609. R ECEPTACLE for ToOTB P OWDER, C. B. ChlUiis,
.LOndon.
16,610. CONNECTION of L UJB8 for DOLLS, J . P . Bo.y ly.(.A. Pvlvt1~•w.dte1·, Germany. )
•
15,611. ROTARY Ez<OINt:S, R. Wllcox, London.
15,612. R.f:AR-DRIVINO S AFETY B ICYCL£8, D. J . Poor ·
son, London.
16,618. CoUPLJNO SHAFTS, W. P. Thompeon.- (S. Lt
Prttto Italy.)
16,614. SOLLD lNlts, A. Molville, London.
16~15. C.LEAN'&R for WIN.oows, &c., J . J . Wllk~,
~cckonhrun.
1(),Q16. L VllRICATII'O tho WORK INO PARTS of E NO INYII,
A. G. H ay and M. .Mc l otyrc, O!Mgow.
16,6li. WIN DOW FA&T&.'>~KR, A. E. R 06e, London.
16,618. E XPOSINO AD\'&1\TISillllS.NTS, I. M. Tintol (o,
London .
15~10. PREV£NT1NO FRA UD in llio SA.LE of CIOAI:S1
u . W. B eard, London .
16,()20. D EXTRIN, S. Wohlo, London.
16,621. H AND P ONCUES, H . M. Knight, London .
15,622. CYCLES, E. Wllom an, London .
15,623. SniPS' o.ud other BERTHS, T. Kendr\ck , London.
15,624. A UTOltlATIC FIRt·&XTI ~O O isH.ER, 0. W. Su.m moa·
sklll, London .
•
•
1~,6~. Pr:N W! Po&, J.
16L!"15. CoNSTRUCTION of DIC'\'CL£S, &c., W. E. Robert.e,
Hri.etol.
15,716. PICKLINO \'EOETAJIL£8 0 J. WoatAwny, Lowdown.
15t!17. PlcXERS fo r Loom, D. Bntcbclor 1\Dd T. C.
Kooy, OIMgow.
16,718. SPIRIT MEASl' RE, T. M. Smlddy, Malton.
15,719. F RAMES of UlifiiRIILLAS, &c. , J . B. Sec.!, London.
15,i20. Dacss STANDS, P. NeU, London.
16Li21. BRAc a Esoe, W. \'nmoy 11nd T. Blonltleon,
LOndon.
16,722. Cowvn DJ\ 1810"1 Pu:c&, G. E . Chnpmnn,
London.
16,723. PROPULSION of \'nJSELS, J. H . S. Brndloy &nd
J. Colquboun, Wimbledon.
15,724. Dnll88MAKINO, M. Aloxnndor, London.
1 ~,7~. CARTRIDOt:S, P. Brodlgnn, London.
16t~26. E:ULOSI\"a, A. J. Camplon nnd J . E. '1'. Woods,
lllnrgnto.
15t727. SouTTLE Out.nos, W. Brndbury nnd J. Oroyson,
LOndon.
16J2S. PER>IANI'!l'o'T WA \ s, T. 11. U ct\J'd nod W. K.
ulrkonsbnw, Sheffield.
16J20. FURNA-0&8, J. J. Meldrum ••nd T. F. Mcldntm,
Liverpool.
15JSO. ALAR)I for \ ' ELOCirt:D&8, 0. Al. A. Lcbmnnn,
LOndon.
1aJ31. DRILLING API'LIANCEII, A. \ lelklnd nnd B. B.
l'hillips, London.
l 5J82. CoLLARS for DRA uo rrT ANIMALS, T. Temple,
LOndon.
15JS3. Fu..tNO lho SLIDII10 ~·ooT of 81z£ STICKS, W. B.
v ay, London.
16, 7S4. Uemo WATER Powr:n, J. Armstroog1 London.
16~736. BnEECD·WADING R EPEATING Ouss, P. Mnubcr,
LOndon.
16,786. FITTtNOS of UwnnELLAS, &c., E. Appl cby,
London.
15, ?Si. B.u :\Ud CLO'!'B&8' UOOK'l, M. 0. 1\night..i,
Sr'll October, 1SOO.
London.
1:>,64ti. JIIULTIPL& DRILLrNG ~!Acmsc, H . Wood nnd 15JSS. APPLYING fiYDRO-<:ARBl'RC'ITt:D AIR to MCYI'I\ I.
the Prot.:ctor Lamp nndLigbtlngCowpany, LlmJted,
1'0\\'I:R Eso1st:s, S. Griffin, London.
Manchester.
16liS9. B UCKLES for SECVRINO STRAPS, T. Dmndt,
1.>,647. \ 'AL\'ES for PNEUMATIC Trnes, J. M<Nieloy 1\Dd
LOndon.
15,740.
B. Blun<btone, MMoboator.
PACKING PnOTOORAPJJI C Fll.llll on 0LAt>S, ,\.c.,
1;',,64 • SuLPU\'DRATE of CALCrtm, J. Lcltb, Liverpool.
F. W. Cro\\'lhcr, London.
1.>,64!1. JAOQUA&D81\nd BAM, R. Soott, Nottlnghllm.
16Li41. ELt:CTRIC FIRE INDICATOR, T. R . Vouec,
16._660. PRCYI'&erol\ for LAo1ss' STocKINGS, S. I. BDd
LOndon.
J. 0. EMt, NowC&t~tle-on·Tync.
15l~42. CHABOISG 0A8 Rt:ronrs, E . '1'. Ruth•on·
15,661. WATOU, &c., T1cxns, Koch nud Co.l. London.
.M urrny, London.
15LC?62. fiOLDSJI for FRAliES of WRITING t!LATJ:II, H. 15,748. CowuRS, W. Davisoo, London.
underdown nnd W. Becston, Dover.
16,74-1. 8cLS.SOR8 and Souns, J. Lnogenborg, London.
16,668. TIPS for WALKrN0·8TICK8, &e., Tbo Metall· 16,7{6. DEVICE Cor MEASURINO OnAIN, M. C.'\Shln nod
wnnrenlabrlk Sehr6dor ADd Co. and Dr. Culp, lwm·
G. Shanklin, London.
cheater.
16, i46. ORArs SePARATORS nnd ScREENS, C. Cloez,
15,66-l. PuLL·OOWl! Swn-cn&S, C. W. Cox nud F. Robin·
London.
son, Liverpool.
15,747. GAMY. APPARATUS, R. F. Do Groln, London.
1;',,656. To v , J. 0. Dlxon, BrndJord.
16~,748. AUTOMATIC AIR COMrRI!880R8, J. \V. Elohclmo,
1 6~,656. TWISTINO Or DOUBLING TURLU>S, W. J. Ford,
LOudon.
LOicoator.
16,749. SEA A NCHORS, J. 8. Rood, London.
16,750. GLA88 DECORATION.!. E. Cable, London.
15,657. TODAOOO PIP£:8 1 A. W. RlebiU'dsL.York&.
16,668. PR£88£8 for PvNCDJNO METAL, !'·. W. TholllSOn 15,751. Boors nnd SnoE:S, 1~ G. Pope, London.
and J. Bnlgh, Ht1.lllnx.
16,752. PRJNTISO MACUISCR\' 0 G. F. 1'\cdl em.--{B.
16,659. EVAPORATION of WAT£11, &e., F. Ot~.n~lde, B oolo.
Kocpul and E. TVent4chtr, Germany.)
16L.OOO. PIPES Cor SuoRINC TODACOO, H. S. Crosslllnd, 16,763. Ouss BOTTL£8, &c., W. B. Fltoh, London.
Hlackbum.
15,75-l. TAROET, T. Bergmnnn, London.
15,001. AUTOMATIC SIOSALLING on RAILWAYS, W. 15,755. FANS or Bt.OWERB Cor CE!.'TRit'UGAL P uMPS
R n.lle.m Mnnchoator.
C. E. A. Rllte.'lu, London.
15LG62. H oLDERS for CRAVATS, &c., J. Watldnson,
L iverpool.
16,003. P owrmo W A.TU from S &I PS, H. J. 1\Dd B . E.
Slmpson, Ll•erpool.
SELECTED AMERICAN PATENTS.
15,664. P LAN&, J. J. Cl\rrj Scarborougb.
16,~. VJU.OCIPEDill, W. • Lancuter, Birmingham.
From lAc Unikd Statu' Patmt O~c OJ!ci4l Qo.utk.
16l666. BuR£RS for So1PS' BoATS, &c., G. Rux too,
Liverpool.
429,746. ELECTRI C RAILWAY MOTOR TROCK C. J.
16,007. Cvcu WnEEL TIRES, B. W. Pamnll, fuh·
Van J>epodt, Lyn''• illau.-Fittd A uqe•ll 16111, 18S9.
pond.e.
Clo.int.-In 1\D electric mUWI\y motor tn1ck, tbe corn·
15,008. P LAT& H oLo&R, F. R U8t and A. E. Staley, binatioo, with the c:ru-ryiog wbccb and rucloa tboroof
London.
and an electric motor or motors for propelling the
15,009. SPeED and RSBISTA."'C£ liiET&R, F. Cawe, Sun· MIDC, Sllld motor or motors boing eupportoo ot tholr
dorlnnd.
field magnet end upon tbo 81\ld nxlo or ruclca nnd pro·
16,6i0. MAX LNO BLASTING CA.RTRIDOES, W. Rlllaton, 'Tided \\'ith nosc·platos uniting the froo ends of tholr
London.
pole pieces, of means for auatalnlng the Croo ends of
1 5~,6il. PRODUCTION of BROWN Cowuns, J. R. Oelgy,
LOndon.
15,672. B ooxe for STYLOORAPBJO lllA."'lf'OLDJNO, J . L.
Wortmtl.n, London.
15,678. Tut:PUONIC 8WITOBIN0 0 &c., APPA.RATUS, B. T .
0. Frnaor, London.
15~74. Sr;cURINO Puaua CARRIED in the B.Alio, G. H.
n ow, RedhiU.
16,676. TooLS for LASTING Boors nnd SHOES, H . W.
Surahllm nnd W. H. Stovona1 London.
15~76. LIOIJTINO FrnY..S fo r 0oMt:STIC PURPOS&8, J.
Hrown, ltlnnchcator.
15,677. DooR LA'!'CD, T. C. AJoxnndor, London.
16,678. PLA8TERINO CouroeiTIONs, W. A. Robioson nod
J. Y. Torry, London.
16,679. BoRSzso oes, J. LI\Do and F. C. Colls, London.
U,GSO. Loo)l:!, J. Br!nton and Co., Limited, and T .
Greenwood, London.
16,681. MINING MACIIINE:8 0 C. D. Abol--{E. A. Spcrry, the motor or motors, comprising longitudlunl frnmoa
Unit«L SU!tu.)
oxtonding between the bo.'lrings of tlw oorrying whceb
15,682. llf OONO HAcBINJ:S, C. D . Abol--{8. A. Spcrry, and a tnms-vcreo truss frnmo or fmmoa sustained nt Its
Unittd Statu.)
end upon the longltudlnnl frames, and 11pring con·
15,683. I N?V8t:RS Cor TEA, J. A. Cbnndlcr, London.
nections betwoon tbo nosc·pllltea o n the free ends of
151684. Pnsvt:NTJNO EscAPE of Nox10118 GAsE:S, L. Kern, tho motor or motors and tbo transverse tntsa {mmo or
London.
brunoa
15,685. Co»BINt:ll Bnt:AD KNJI'I. ond SCR'' "• R. 0.
430,204. DRESSrNO TooL f'OR EM&tlv.wn££LS A-ND
WillL'lms, London.
Gan."DSTON"es, T. IVriglcy, Oal Par!·, Jll.-Ftltd
16,686. PuRSES, RETICULES, &c., A. A. E . Oclrlch.s,
September 25tJI, 1889.
London.
Clo..
inL--{1) The tool Cor drosS'ing cmory·whccb ADd
16~687. Jl( .utiNO ARTIJ'ICIAL Mvex, F. Yalcotioer,
grindatonoa, consisting of handle A , with a ellttod
LOndon.
15,638. P1.1111P \'ALvES, E. EdWllrda.-(L. 11. M onJfl•, hood receiving IUld holding dii!C E, plvottoo upon
pin/, and In combination therewith of fnoca a nnd b to
F roJKt.)
16t!S9. CoNVE\ A."'C& of S&A WATIIR to ISLASD TOWNS, Mid head, the 80DlO boiog on obliqu e positions rellltivoly
to tbc nxis of disc E, subetanllnlly ns nnd Cor tho pur·
H . Grns, London.
16,600, TONOII, A. Stmuss·Collln, London.
16,ti!l1. \'JU.OCIPEDES, &c., E. E. R IU'dy, London.
1 5~,692. BOOT N AILING l!J.AOIIIS£8 0 W. 8. Pltzgernld,
LOndon.
15t!l93. FRAME for PARA801.8, Bishop, Ell!.s, ond eo., B .
J!Ollis, nod U. Ikln, London.
1ii,G94. hiPROVrNO tbe ACTION, &c., of CONTINUOUS·
l'&t;o Cm.'TRII'UOAL lll ACOIN&s, J. H . Cnrtor ntu.l B.
Chllttorton, London.
ugdon, London.
U,h2ti. 1'lANOP'ORTnl, 0. F. llorno, London.
15,627. TIR&~~for BlCYCLLt11 Il. l'ound, London.
15,6~ fiOMESnocs, 0. ~J. d'Amilly and J . CaiUet,
London.
U._ll!!!l. T&LCPOONI! Tlo.ANSlllTTEM, W. WbooUoy and
J. Lowta, London.
1:.,630. Co:.•!n:crlNO tho Eootll of METAL l'LATE.S, F. P.
do Jongn, London.
15,631. GAS R1n.a, A. Lelk, London.
16,632. CowLS,
8. Pnrkcr 1\Dd A. Dnglor London.
16LG3S. ELASTIC T!Rt:S for B1n CLEII, W.
BuJTCll,
LOndon.
16,631. MEASOlllNO E LECTJUC ENltRO\, J. Weltor.--{A.
N . .B. de M. de &.l/o:t , .fhlnl'c.)
16,6M. CoM'IUTINO ALTI!l\."'ATINO Conn&b"TS of Euc·
TR ICITY, C. J. llnll, London.
16,6311. STR&NOTUENINO Boxss nnd PACt.JNO CASES, H .
Arnold, Lu ton.
16,687. Rr;oov&RINO S o•.ruuR from ALKALI wun, T.
Ooodo nnd A. Smllh London.
16,688. TYPE GALLEY,
Wont~hor, London.
15,6311. CARTRIDGE EJECron for l-'IR£·ARM8, N. Broiler,
London.
15,640. EL&CTRIC or SECONDARY BATTI!Rl&s, E. R ancock
nnd A. J . Mnrquand, London.
16~1!4 I. MANUI"AM'Ullll of 5JJUTTL&8, W. Courtoony,
LOndon.
u.o~t. SEUIJNO Toonnr;a KNlTTflD F AJIRIC8, w.
Crunplon , London.
16l6-tS. E LECTRIC TRAMWA VS, &c., E. llopldnson,
LOndo u.
1St!_l-lt .: ELECTRIC CIRCUIT· CLOS ING AI'PARAT\'8 0 W.
Hrown, London.
16,046. DRIVING CoAI:o.'"8 of \'&LOCJP&DSB, 0. L. Morris,
W. T. Wllson nnd N. U . lrlcldnnd, London.
n.
E.
E.
•
4th OclobcY, 1800.
15~,6!1;',.
o~'T.
:ENGIN~~tt.
304
TonuaT DLOOKB, C. S. Snoll ond B. l'!l. Flctobcr,
LOndon.
16,696. AB)lOURt:D H osE, J . Cockburo, 013.egow.
16,697. ll.fAKING PAPP.R llDd PA PER P ULP, A. W. l:faylc:!,
Crnwloy.
15,69S. E vA-PORATING, &c., LJQOIDS, R . A. Robortson
1\Dd D. Bnlllngo.ll, OIMgow.
1.),699. SEA ANCOORS, W. C. Dycc, London.
16,700. lloRS& B1T81. A. A. Oovnu, GIMgow.
15J01. Wuv1so I:IELVAOtll, J. B . CUbmn nnd G•
.rsrownlng, Oldftold.
15,702. M&ASURlNO 1"ADRICII, C. Chevron, 1\fnucbcstcr.
15,703. FEED MOTION for S&WI:O.O llAc au;r;e, J. Kllhlcr,
Mao cheater.
lS, iOt. PaCYI't:CTOa Cor BooTS nod Suor;e, A. Lovcll nud
J. Brodrlbb, Bri.etol.
16d_06: JlfACOIN£8 Cor SETTING Wuu; CAJ\DS, G.
wrutcloy, Bradford.
16t~06. BoBBIN Ttlnr:s for R1so SPINNLNo FRAllEB, D.
MarriD.gc, Jlfancbcstcr.
15, i07. FILl NO BILLS, LETTEM, &c., 0. F. We.strup,
Livorpool.
15,708. POSTAt. E~wrz:s, T . 0. CarroU, MI\Dchoater.
161 iOO. W IRI: 0A-RD8 for CARDING llfACIJ INERV, G.
Wbltolcy, Dradlord.
15J10. .&IIXIN(I INKB, CowuRS, &c., J. E. StaJJord,
Hrodford.
15,711. Ou Jl(oTOn ENOLNCS, R. Bell and J . 0.
JII cMillnn, O!Mgow.
16,112. CLAW liAMWERS, 0. Chnpman Gln~gow.
HiJ18. Rro&PTAOI.I:S for 0ARR\ !NO MILK, D. R ylnnds,
J:S.'Imslcy.
16~7 14. SPIRAL l>Luu TOllAOCO Pu't:, E. J. Church,
LOndon.
provided with n wrench BOOUon nt Ita rear, •ubruin·
Ually aa doaorlbod. (S) Tbo ccmbiDf\tlun, of n at\y
boiL 1, n removable hood !?, provided with a wrench
1o, Is9o.
ecrow1 adaploo to force and bold them apart, wl•llln·
lWJy M nnd Co r tbo pl1Tp08C act forth.
430,604. G.UOLI"I Esr:n-'1'!, M. 111. !Jar,tll on•l J. F.
JJo.lv, &u• Frortrivfl, Ca.J.-Ftlttl J11ly Slat, 1,..,!1,
tlaA•·•·--<1) In a gnaoUoo engine, the combinAtion of
cylinder and cylindcr·be8d lutving a hood formed of
3
pnrollel plnte.a projecti.ng from it and the fixed con·
tnct·polot on one llide of tbo cylinder and the gna·inlot
on the O,PJlO!!itc side, botb oo\'erod by the hood, u ICt
forth.
(:!) In a.n electric 8p6rk producer for gn.a and
•
guollno cnginca, Q fixed contnct·polot or electrode
IOCI\tcd within tbo cylinder JJPOOe abol'e tbe photon and
coon
f.lCted tb.rough tho cylinder witb tbe bnttory
section, boxca 8 and 4 to receive 1\Dd h old tho 111.1\y
bolt, nud a mCI\IIs, aubetnollally NI dC><Crlbod, for out.lldc tl. contac:t· polnt or cloctrodc fixed on tbo
tlghtonlng tb e head to the bolt, aubstl\nt.lally aa plato n ~d odapted by the mo\'cmcnt of that f"\rl to
bo pressed llitllnst the 1\xed contact·poi.nt, a cont.not·
d~r!bcd.
~prlng on the engine clectr!cnlly isolnted from nU lho
430,2 14. RECOIL Coccx FOR OnJ>NA't r.,ll. 8. Ma.ri"'• 1»rta of the engine nnd Ita fmmc, IUld hn,'inl( clcc·
trlc:ll connection with the oottcry, and tho shifting
Lfltttlon, E••nlantl.-Piltd ScJif(lll(.ttr Stlt, 1888.
cnm
on tho engine abAft, ht1.vlng movement llll
Bri(J; - A porlorntod pinto Is nttachod to the muv.zle
of the g\10. Tbe projectile ptWOIIllll'ough the pcrlom· described by which the electric current is lntcm1ptcd
nt every ~ltcmate etToke of lbe piston nnd 111 c&tn·
blll!bed flt tho beginning of O''cry other ~trokc. (3) In
combluntlon wllh the vaJ"e !, to bo opcrnlod nt O''cry
altornalo revolution of the plston·&ChUitlng l!hnft, lho
longitudinally . "tiding erun K on tbo ahllft, U1o
swivelled t~wilch·pioc:c L, the groovca tJ! I In the c.1m,
and tho dl'•ld<:d vnl\'e·&ll m compo,.ed of the two ~<CC·
tl ons joined by,, coupllog·slec,·c, the adju;,tablo collnr,
nnd the cull·a\wing, subbtlwtiallr M dcacrilxld. (4) In
a gM or IIM'' lne ~ub-i nc, the electric spnrk producer
ccnlflating of the fixed tonguo inside tho cylinder,
fonned of lho IIJ)ring v•, the cont.not·pioc:c y, twd tbo
'4jO.IS ij
l4 3o,sQil
l
i
I
.
"
tion, nnd gases cscnping from the gun impinge upon
tho plntc lllid assist In countoroctlng lho roooll.
430, 288. CoMPOON'D VIDRATINO PISTON Eso1N~, P. F.
1/o/uourm, BrooHyn, N.l'.-Filtd Octob'r 21ft, 1889.
Claillt.-(1) Tbe ccmbinntion, in n vlbrntlng ptston
engine, of p!.stous severolly mounted upon inde·
pendent journllls t o oscillntc in IICl»rnto aoctoml
working elutmbera of unequal area, a slnglo crnnk
shaft to which 81\ld pistons arc sovenilly coupled, pns·
sages connecting the spaces on oooh side of the p!.ston
In the working chnmbor of len.st a.roo with tho COJTC·
spoodlug sp..'\Ces of tho working c:hJ\mber of lllrgor nren 1
nud nutolJlatic vnlves controlling 81\ld pl\8&'\gca, nna
the supply 1\Dd exhaust portil of tbe engine, au bsllln·
tial.ly m tho mnnner Alld for tbo purpose herein sot
forth. (2) Tbe combinntion, In o vibrating piston
engine, with its aoctoml worldng c:hJ\mbere of uncqunl
IU'ca 1\Dd tbo pistons moving therein, of cqtmlL.Ing
' 430.288)
lntcrposod oon·conducting ln~·cr of Mbelitos or like
hoot-roalallng llllllcrial, and cow;tltuting one tenninal
of the clrcu.lt from a suitable battcry,I\Dd the cootnotpolnt z on tbc piston 1\Dd in electrical connection wltb
tho battery through tbc plston·rod nnd adjnoont ))Art,
aubetantWiy M de..oribed. (a) The hcreln-dcsciibed
engine Cor working with gn.s or gasoline, consisting of
the upright cylinder A, tbc lr.:une t.x, bn\'iog boo.rluga
Cor the cnmk-shnft, tbc singlc·ncting p!.ston B, crank·
shalt, 1\Dd plston·rod, gn.s·inlct E, inlet·Vtl.lve H ,
exhaust F, cxhnW!t·valve I, tho hood W, suitable
vn.Jvo-opomtlng mccb.'\Dism actuated by or from the
cmn k·sbnft nt every nltemote rc"olution thereof to
open tho cxbnust, tbo IIJ)rinl!' 1' ne n mc.'lns of clos.l ng
81\ld vnlvo, nnd tho automatle spnrk ·producer 1\dnptod
to explode tbo chnrgo of gn.s nt the downwiU'd move·
moot of the piston when the exhaust Ill closed, corn·
posed of tho fixed contnot-point y, ccnductora, movtog
contact-polnt r on the pleton, the conductor t, nnd a
clrcult·brcnker located between the contaet·polnt z
nnd the conductor t outaldc, 1\Dd actwtod by tho
r evolutions of the cr:mk·sbaft to break the circuit nt
ovary nltemnto contact of the two points z yln thnt
porled of the moYements of the piston when the
oxhnU8t-vnlvo is open, nU combin ed Cor opomtion ns
sot forth.
431,018. D\'N.uso OR MAOSCTO·&u:crnlc MACUIN"t:,
T. A. EdiM>tt, M tnlo Par!·, /I'.J.- Filtd FdJrttar!f
2W, 1881.
Clawt.-(1) Tbc combination, with the c:onmmtntor,
of on nrmnturo end composed of discs hn"lng t ongues
Integral thcrowith for electrical union with the com·
c:hJ\mbere between the seotornl chnmbon~, onch con·
nectod with tho corl'CSponding epaccs on ono aide of
ooch piston, nutomntie vnlve.s controlling lho commu·
nlootioos between the CQUIIllal~nud tbo worldng
c:hJ\mbors, nnd moans, aubsllln
M doscrlbcd, for
n.ctuntlng said vall'cs, whereby
e exhaust steam
from tbo hlgh·prossuro c:hJ\mber of smaller IU'ca Ill
udmlttoo alternatc•y to ooch of the cqunUslng chnm·
bore and tbencc to tbo low·prossuro chnmbor of lllrger
nrea to actuate the piston therein, s ublltanUally In tno
mnnner nnd Cor the purpose herein sot forth.
430,484. PISTON
Richardf1 1/ar(/•H'(I,
Conn,-Filtd Ftbrv.ary 6tl1, 1SS9.
Claion.-(1) In n piston Vtl.lve, tbe comblnntlon of
two coniea\ cores bored ll.ldally to receive a valve atom,
t1. shell cncircllng tbom, nod n screw or scrowa con·
necting snid cores, whereby they mny bo moved
townrd ooob other so ns to vnry the din motor of snld
shell, sald screw or screws being located between the
nxllll openings in 111\id cores n.n d the peripheries
tboroof, aubetantially as nnd Cor the purpose specified.
(2) In n platon vnlvo, in comblnntion, two conlunl
coros, nu expansible shell on said cores, n screw pu~~a·
VALVE, P. 11.
mutator, subbtantinlly a.s ect furth. (2) Tl1o dii!CS for
the cornmutdtor end of n ro,·oh'ing Bnnnture, each
Jlrovlded ,,•Jth o t ongue, subsrontially ns sot forth.
43 1,107. AI'I'ARAT\:8 FOR DRILLINO, J.
T. C(WiC!/1
Lfl••tll, M au.-Filul J)tr,ml,cr 2nrl, 1 9.
Clc•int.-Thc improved driU ·hc.'ld nttnchmont hnvlng
o MriC4 of Independent spindles lnderxmdcntly·
(431,107)
•
pose set forth. (2) Tho tool fo r drcSillog omory.wbccle
and grlndstooca, conslatl.ng of handle A, with a ellttod
hood receiving and holding d1ac E, plvotted upon pinf.
1\Dd In combination tborewttb of f~ a ond b to arud lng through one of said cores 1\Dd Into the oU1cr,
head, tbe s:uno being on oblique positions rollltively to who.r eby they may be drown together, nnd n screw
tbo axis of disc E, !llid of shoulder lugs c, subetantWly pn88ing through one of said cores and nbuttlng ll81ilil"t
as 1\Dd for the purposo set forth.
tho contiguous face of tho otbor whcrebf they mny bo
430, 181. STLU& BOIL&R STAY DoLT, C. M. J.arrao·, scpnroted from each otherl sub6tantinUy ne nod Cor
tho purpose spooified. (8) m n piston vt\1 vo, In cOlll·
Bu(falo, N.l'.-Putd Noccutbcr •Jth, 1889.
Claim.. -(1) Tho comblnotlon, with n etl\y bolt Cor blnatlon wltb the valve st~ nod the nuts thcroon,
stonm boilers of n romovnblc hood, n mooM for tbc opposltely·nrrnngcd con es o n U1e s tem 'between
tightening Mid head ou tho bolt,nnd 1\ wronch ROOliou lhe tmts, lhc sbcU having on it11 innor sldo the OJ'l'IO·
by which llllid bolt is turned, subo<lanllally Ill! dcsc1·l1JCd. siloly·an'lillgcu .:oulcnl Cnccll, ono or mol'o se1·ews
(:!) A stoom boiler at4\y bolt hnvlng 1\ romovnblo bead ;ldapt"-d to drnw tbe cone~ togoth ..r, tllld ono or moro
etdjutitahlo l o bring ~eh of said ,;~iudlcs Into upon\·
tl vo lXI~>Illon, bub:.t.antil\lly l\81Specitiod.