-

EN G I N E E RI N G.

DEc. 27, Igo1.]

__ _

=~~~~~~~-~-2--====================;=====-====;;==::..::::--::-===
~=
-:~
==:=
.
===-~~~~
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o=
n
~;~a~c~
h~;Z
ide
of the shaft.
The fixing of the centre lin~ 1n any curv1ng

is always more or less dtfficult, on account

THE NEW SUBWAY IN NEW YORK tunnel
of the errors of observation that are liable to
CITY.
creep in. Moreover, the difficulties increase as
By CHARLES P.aELINI, C.E., New York.
(Continued from page 765.)

THE seventh section of the subway begins at

the eastern building-line of Broadway, near 104thstreet, and, after passin g along and under t his
street and Central Park, ~nds at llOth-str eet, opposite Lenox-avenue. In describing the work of the
preceding section, we stated that the inner tracks at
a point n or th of 103rd-street turn to the right and
enter Section 7 on a curye. This subway curye

the tunnel increases in length. To determine the

centre line in Section 7, a working shaft was sunk
at 104th-street and Central Patk, from which point
the axis was determined in the manner illustrated
in Fig. 66, where A CD E B repn sents the curve,
A C and BE being the tran sition cun e~, and CD E
the circular one. As the chord C D would nc..t pass
throu gh the shaft, another point D was selctd
which fulfi1led the condition. The two tan gents
were produced to their point of inteiEection 0, and

8s7
_
--

A line was then stretched

h 10
. h t
.

acro~s from M to .N, from w .

wo ptano wues
were suspended, carrying a weJght ~f 25 lb. eac.h at
their lower extr emity. These twohwues hd~~rm~e~
a vertical plane in space passing t roug
e c or
C D which was by this means transferred away
fr'om' the shaft. The axis of the tunnel was then
determined somewhat roughly by offsets from the
chord.

h h f h d
When the headings on both sides. t e ~ a_ t a
advanced some distance, the centre lme wtthtn the
t unnel had to be accurately determined. For this
purpose a new survey was made, in order to ?heck
the points C, D, and E, and also to find F the mter-

F,f;.66
C-ENTRAl.

PA R.K

t ......... t......... r.. ....... l, ........

r

Scr~

I
FRONT VIEW.

(;;)~

;.

(115011)

...;./

~$'

'r

Fig . '71.

. 'L

TEMPORARY SUPPORT OF THE ROOF OF THE HEADING

WH1'1 DISINTEGRATED ROCK IS MET.

Fig .70.

. .

F~.12.
~

'0LYc:oN,4L STRUTTI NG OF' THE ROOF OF

TUNNEL WHEN EXCAVATED THROIJGH DISINTEGRATED ROCH

consists of a transition curve of 150 fb., followed by

a circular one 384 ft. long and 340 ft. in radiUI~ ,
and ending in another transition curve 150 ft. in
length. A second curve is encountered near
Eighth-avenue, which is made up of a 150-ft.
t ransition curve at each end of a circular one of
580 ft. in radius and 307.1 ft . in length. This second
curve is followed by a tangent 1900 ft. long, leading
to a third curve at the entrance of the next section.
This last curve is of a rather complicated form.
The right track will have a curve 24.0 ft. in radius
and 127 ft. long, compounded with another
1299.27 ft. in radius and 329.12 ft. long. The curve
forming the left track will be 359.26 ft. in radius
and 186. 2 ft. in length, and will be followed by
anot her 787.54 ft. in radius and 179.27 ft. in
length. These curves run into a tangent 256.3 ft.
long, leading to another curve 1273.07 ft. in radius
and 117.2 ft. in length.
Owing to the number and complexity of the
curves, this section of the subway required more
than usual engineering skill and precision. The
work is being successfully carried out under the
direction of the divisional engineer, Mr. B. R.
Value, and Mr. Carpenter, the engineer who is in
charge of the section.

the three points C, D, E marked on the surface.

We may incidentaUy remark that owing to a cliff
in Oentral Park the engineers were compelled to
work on offsets instead of along the tangents. The
offsets along A, 0 were 1 ft. apart, and along B, 0
15ft. The points were all determined by triangulation.
When the points D and C were accurately determined, two bench marks M and N were located, one

section of the ch0rd C, D with t he tang~nt A, 0.

The bench ma1ks M and N were also checked and
a line stretched between them, from which two
plumb lines were fluspended 7.9 ft.. apart.
On the soffit of the tunnel, at p and q, plumb
lines were suspended, collimating with thoEe
lowered within the shaft. After taking several
observations to ascertain t hat t he plumb lines were
in the same vertical plane, the distances were measured, and the points 0, D, and F accurately
located within the tunnel.
The chord C D, in passing through the tunnel,
forms t.he base line for ranging the axis. Setting
up the transit at C, and turning the telescope
through an angle F, C, A, t he point A on the curve
was determin ed, after which it " as checked from
li\ Similarly, the point E on the tangent of the
circular curve was found. The chords E D, D C,
and CA being thus accurately known, the cent re
line of t he tunnel was determined with equal
accuracy by ordinates from the chords.
In order to fix permanently the points p and q
along the chord C D produced, two brass bars were
placed on the roof of the heading. For this purpose t wo iron spikes, having a small h ole in the
flat end, were driven into the rock about 9 in.
apart. A brass bar, 1 in. high, i in. thick, and
10 in long, having a hole near one end and a 1-in.
slot at the other, was screwed tightly into the head
of the spikes. The middle part of t he bar was
divided into inches and tenths of an inch. A
brass hanger was fitted to t he bar, having a vernier
with its zero at t he middle of t he hanger, and corresp onding to a plumb line attached b elow, as shown
in Fig. 67. The readings of t hese bars were taken
in determining the chord C D, so that the direction
of the base line could at any time be found by
placing the hangers on the bars in such way as to
reproduce the recorded vernier reading. The
axis of the tunnel runs down a grade of 1. 04 per
cent. all through Section 7. The work is being
carried out by Messrs. F arrell, Hopper, and Co.,
who are also the sub-contractors for the following
section.
Section 7 runs through a compact mica.~schist
formation, so that very little strutting was needed
in tunnelling. The little that was r equired wr.s

E N G I N E E R I N G.

used at t he western heading at 104th-street, where

disintegrated rock was encountered.
This section of the subway was begun at three
points simultaneously-viz., by a shaft at the south
end of the line along the first curve near Broadway,
by a shaft along the second curve at Central Park
and Eighth-avenue, and by a portal at the north
end on Central P~rk, opposite Lenox-avenue.
The east side line of the subway branches off
from the main line on Broad way. Before reaching
104th-street, it curves over and passes under private
property, which had to be condemned and torn
down, an operation that took up a good deal of
time, a9 the machinery of the 1aw tnoves slowly,
even at the bidding of a R!lpid Transit Commission. At this spot a shaft 47 ft. deep is being
sunk. It was not provided for in the original
plan9, but has been adopted by the sub-contractor
in order to expedite the work on the tunnel and
secure the completion of the section in time.
The shafli at lO.J:th-street and Central Park was
excavated down to the floor of the tunnel, a depth
of nearly 60 ft., and headings driven in both directions. The one on the west running under 104thstreet is 1100 ft. long, while the one on the north
side is only 800 ft. This difference in length is due
to the greater convenience for hauling the materials
from the front of the heading which exists on the
western side owing to the descending grade of the
road.
The work at the headings is carried on continuously by three shifts of drillers, blasters, and
muckers. The drillers work at night, the blasters
in the morning, and the muckers all day.
The heading is 18 ft. wide and 10 ft. high, and is
excavated by the method known as the " centre
cut." Near the centre of the heading four vertical
8-ft. holes are driven in each side of the axis of the
tunnel, and in such a directon that on blasting a
central wedge is detached. There are 36 h oles in
all at each front, the boring being done by four
Ingersoll drills mounted on columns.
'fhe explosive used is Forsyth dynamite, containing 50 per cent. of nitro-glycerine. 'rhe blasting
is effected in several rounds of from four to seven
holes each. 0 wing to the very elastic character of
the rock, it does n ot yield at once to the energy of
the charge, so that severa.l blasts are r equired to
break it to pieces. The smoke arising from the
blasting operations is removed by means of a 4-ft.
exhaust fan, driven by a compressed-air motor, installed at the head of the shaft.
At places where disintegrated rock is encountered the heading is strutted at first by planks laid
longitudinally, and s upporlied by short transverse
beams resting on uprights. When the heading has
been driven some length, the sides of the part
which was temporarily strutted are removed, and
the heading widened out to the full section of the
tunnel, and excavated to the springing-line of t he
arch. A sill, 12 in. by 12 in., is then placed longitudinally, 011 which the segmental arches abut.
They ~re 4 ft. aparli, and are made up of 8 in. by
8-in. beams, which go to form the polygonal strutting and to supporli the planks that are placed
lengthwise against t he roof of the excavation. The
temporary scrutting is shown in Fig. 69, while
Fig. 70 shows the s !gment~l arch of the polygonal
strutting, which will remain above and behind t he
concrete lining of the tunnel.
The materi~l is removed from the front of each
heading on s mall cars of 40 cubic feet capacity,
running on a double-track line of 3ft. gauge. The
loaded cars descend the slope from the western
heading by gravity, the empties being drawn up by
mules. The reverse takes place at t he n orth heading, where the loaded cars are hauled up by mules,
and the empties descend by g ravity. The tracks of
the headings are flush with those 011 the platform
of the elevators, which lift the cars up through the
shaft to a scaffold 15 ft. higher than the street.
The tracks of the scaffold terminate in bumpers on
a trap platform kept horizontal by an iron bolt.
When this is drawn, the car takes t he slanting
position shown in Fig. 71. When the front board
is lifted, the material passes down an inclined shute
provided with an iron gate, which is opened and
closed by wire r opes.
The two elevators occupy only t he central part
of the shaft, leaving spaces around them for hoisting heavy masses of stone, or lowering whatever
1naterial may be needed in the construction of the
tunnel; two stiff-legged derricks being used for
this purpose.
The shaft will be a permanent appendage of the

[DEc. 2 7,

1901.

English firms are con-

tunnel, serving for ventilation. The neighbouring is not the case in England.
property-owners are anxious to have a station at servative, and do not encourage visitors; whereas
this point ; but, as yet, the Rapid Transit Com- the reverse obtains in the States, where visitors
mission have come to no decision about the matter. are gladly shown round. The average American
The tunnel ends with a curve at llOth-street, also begs the question by asserting that she is
opposite Lenox-avenue. The cliff at the north- first. America is a young country, and suffers
western portion of Central P~rk, under which the from a lack of self-confidence, like a young child
tunnel passes, is 300 ft. from the park entrance. who is always saying to all corners anent its latest
The tunnel was driven from a portal excavated toy, " Isn't this a pretty thing 1" &c. She is not
along the slope of the cliff, and the curved part of the yet quite sure of her position among the nations,
subway was built by the open-trench method, with and likes to ask everybody what they think of her,
the exception of a short piece of tunnelling under at the san1e time pointing out where she thinks she
the driveway. The difficulty of directing the axis excels all others. This, in the writer's opinion, is
of the tunnel from a curve was thus avoided, the the true cause of American '' brag," and is written
tunnel proper being excavated on a tangent.
in all good feeling towards the States, where he
From the north p orlial at !lOth-street, the tunnel was shown much kindness.
is excavated in a different manner. At first, a
In the first place, it may not be amiss to instiheading as wide as the tunnel is driven by the tute a few comparisons between the American
"centre-cut" method. Then, as soon as the workman and his English cousin. The first feature
heading is drilled, four or six verticll holes are that strikes a visitor is the comparative absence of
driven iu the floor in order to cut the bench. The drunkenness. Climate has a large effect on a man's
cutting of the heading and bench succeed each character; and one can hardly blame an English
other so closely that the whole section may be Raid workman for requiring a stimulant on a dreary day,
to be excavated at once. This method was adopted the like of which is experienced in all manufacturin order to avoid the double handling of the debris. ing towns. It is not so much the fault of the man
The contractors rely for the success of their work as of the climate in which he lives. Human nature
on the good quality of the rock; but perhaps is pretty much the same all the world over, and the
they have placed too much reliance on this factor, difference between the Englishman and American as
as the slirata are not of uniform thickness, nor are individual men is very slight. They have both several
they parallel. In excavating the roof, the converg- tastes in common, such as slacking off when the foreing strata may meet a few feet above the arch, so man's back is turned, grumbling over their jobs
as to leave a suspended wedge above it. The trouble and pay, and many other similar failings.
is increased by the presence of strata rich in fine
Trades-unionism has not the same hold over the
mica, thus offering easy sliding surfaces to the sus- men as in England. The reason of this is not
pended wedges and creating a serious danger to the difficult to determine, and may be attributed to
workmen.
three general causes : 1. The mixed races. 2. Alien
The "whole section" method of excavating has immigration. 3. System of apprenticeship. With
advantages in point of economy, but is certainly regard t o the first cause, a gang of fitters in which
attended with considerable danger. The work is the writer worked was composed of the following
carried on by a single eight-hour shift, the blast- races: Native-born American, Canadian, Scotch,
ing b eing done after the day's work is finished. Irish, German, Swede, Dutch, and Austrian. Among
The drillers and muckers work simultaneously. The s uch a mixture of races union was well-nigh imposremoval of the debris is facilitated by a self-pro- sible : as, although all officially spoke English, the
pelling railroad crane running on a standard gauge language on ordinary occasions resembled that of
track and placed in the centre of the tunnel. On the Tower of Babe!. A.lien immigration prevents
each side of these tracks run the 3-ft. gauge trucks union, as may be readily seen. The apprentice
for the transportation of the material from the system in the States is very lax. Most shops have
tunnel. The muckers place the broken stone in apprentices who serve for four years; but they,
wooden or steel boxes, with three vertical sides and with few exceptions, do not object to put a man on
t hree lifting-rings. When loaded, the hooks at the any job, provided he can do the same to their satisend of the hoisting rope of the crane are attached faction.
to the rings and the boxes lifted and their conIn the Eastern States, such as Pennsylvania and
tents empliied into the carts.
Connecticut, the influence of trades-unionism is
A portJion of the tunnel near the portal has been very slight ; in fact, it is almost non-existent.
lined with concrete. The foundations of the side West of the Ohio it becomes more powerful. A
walls are first built, and on their footing are placed fitter told the writer that a friend of his was
vertical posts, 6 in. by 6 in. and 4ft. apart. Above unable to obtain work in Dayton, Ohio, on account
the template of the posts plank centres are placed of his not belonging to the union. In Chicago,
across, which s upport the logging. The strutting as is well known, the unions of all trades are very
is done as shown in Fig. 73. Other planks are powerful. About Chicago trades unions the followplaced behind the post, a.nd t he space filled in ing tale is told : A mason, in his spare time, started
wilih wet concrete ; the cantering is left in place to paint part of his house ; he thereupon received
a letter from the painters' union to the effect that
for over six weeks.
The motive power used throughout this and the unless he employed a painter to do the work, they
following section is compressed air, provided by would use their influence to get him discharged
a. central plant located between llOiih and !11th- from his present job. This, like a good many
streets. 'fhe plant comprises four tubular boilers, other American tales, requires a fair dose of salt
delivering steam at 110 lb. pressure, and two 24 in. for digestive purposes.
by 30 in. Ingersoll straight line compressors. The
An American workman has no objection to runsteel receiver is 12ft. high and 5 ft. in diameter. ning two or more machines. His wages are higher
The compressed air is led from the receiver to the than over here ; but at the same time he works
works through a 6-in. pipe going north, and an 8-in. longer hours. The writer got 47s. a week of 59 hours
main going south. The tunnel is well lighted by for running two planers in Hartford, Conn.
electricity, the incandescent lamps being 20 ft.
As regards his personal appearance, the American
aparli. The current is generated by a dynamo workman is very particular. When he enters the
driven by a steam engine located near the com- shop in the morning, he is dressed in his best
Sunuay clothes. Before the whistle has blown,
pressors.
(To be continued.)
he has, in many cases, removed his wbite shirt and
other fine articles of wearing apparel, and donned
old clothes and overalls. Before leaving for his
RANDOM NOTES IN THE STATES.
dinner, he has a good wash with soap and water,
By R. J. J. SwAN, B.Sc.
and changes his overalls for his wearing clothes.
IN the following article the writer will endeavour The majority of the men go through the above
to give a brief account of his experiences of operations. The American overall is neat, being
modern American practice in their most up-to-date made of a blue material with a white stripe running
workshops. After working in English shops, he through it; the trousers have a flap which protects
visited the States, with the intention of seeing the chest of the wearer if the weather is too warm
their latest methods. He worked as a fitter and for a s mock. In connection with clothing, the
planer-hand in two of their most modern tool-shops, writer found cheap clothes a.s cheap as in England ;
and visited over thirty others. He had thus better but articles requiring care and much hand-work in
opportunities for observation than t he casual manufacture are much dearel'.
A very few words will describe the American
visitor, who usually comes back with the impression t hat America is rat and England nowhere. foreman. The only difference between the English
This comparison is unfair, because anyone can get and American foremen is that there are more of the
round the most up-to-date shops in America, which latter for a given squad of men. The men are

E N G I N E E R I N G.

DEc. 27, 1901.]

engaged by the superintendent or manager, instead
of, as in England, by t he foreman.
I t is a common cry in t he Press just now that
England is decadent, and t hat t his decadence is
partly caused by the masters of engineering shops
not havi.ng their shops equipped with the very
latest up-to-date machinery. This cry is unjust,
in as far as it blames Englishmen with a lack of
engineering ability . The proper equipment of engineering work<J is q uite as much a question of finance
as of engineering ability. The average American
shop is a modern production, and its equipment is
of t he period in which it started- i.e., up-to-date.
Old shops in America are as badly off in t he matter
of equipment as old shops in England. The reason
of the poorer equipment of old shops is mainly
because they have served their purpose in making,
for t heir founders, fortunes, upon the interest of
which their successors live. The latter still keep
the fi rm running, but are averse to putting in
fresh capital, the return of which t hey would
never see in the event of t heir selling out or closing
down. As in other things, t here are many brilliant
exceptions to t he above, where the successors have
had a natural taste for engineering.
The American working week varies, but averages
about 59 hours. All works start at 7 A.l\I., stop
at midday for either t hree-quarters of an hour or an
hour, when work is resumed until 6 P.M. On Saturday some works stop at 12 noon and others at 5 p.m.
The opinion among the men is in favour of a
Saturday half-holiday. In most shops a man is
allowed to enter at any time in t he morning, and his
time count-s from t he next half-hour. Much more
overtime is worked than is the case in this country ;
in one shop in which t he writer was engaged, the
fitters worked till 9 P.M., three nights a week.
As regards time-keeping, in the majority of shops
the men punch a t ime-clock on entering and leaving t he shop. This method works very well, but
requires a timekeeper to prevent impersonation.
A trick sometimes played, when the inspector is
absent, is for each man to hold his key in until the
next man has pressed his ; t his prevents the paper
revolving, and so registers all t he men up to time.
Another method employed is for all the men to
en ter through a large gate, which is closed when the
whistle blows ; the late corners enter t hrough a
by-pass gate, and t heir times and numbers are taken.
E ach foreman also enters the time of men under
him in a small book, to take note of when a man is
absent t he whole day.
After time-keeping, the taking of time and apportioning same to each job may be considered. 'fhe
usual plan is, as in England, for each man to enter
the time taken on each job, along with his number,
on a card, which is collected each evening and
taken to the office. A much more accurate and
simple method was empJoyed in some works in
which the writer worked. In t he ordinary system
in vogue the men enter their job, number, and time
on a time-sheet ; in this system, t hey enter their
time on a job sheet. When a man gets a new job
from his foreman, he receives a ticket (see sample
annexed) from him, giving details of job, and upon
which he enters his time. All the different j obs
{TroKET

Book No . .... ... .

Name .. . . . . . . . . .
Oharge . .... . . . .. . .

I.)

Pnge No.~ . . .. .
Ticket No... .. . . . .
Reg istered No.. . . . .. .
Oard N J .. ... .
Group No.... . .. . .

Out . ... ... .

Job . . .. . . ... . . .. .

(Description of Job.)
I

Time.. . . . . . .

Sbop No. of Macbloe . ...

. ..... ...... . . . . . . Foreman

I. )
R etum this ticket to yotw f oreman eue1'y day you clta1ge time
to it.
(BAOK OF T ICKET

-----------------------------~--~-----------------------

Time.

Time.
-

-.-D.~ote.
Totl'.l for
On tble
Job.
Dt\y.
1
-

--- ----- l----- I-

on this
Job.

Total ror
Da,r.

- - - - -- - - - - - - -

-----~---------------------------~-------~------~------------

required to manufacture were catalogued and subdivided into their various departments, such as
foundry, smithy, machine shop, &c., in the cost
office. When an order was received for any given
machine, a clerk in t he office copied all the jobs into
t he tickets. 'rhese tickets were bound together,
ready for despatch to the various foremen when ne-

cessary. A concrete example will illustrate how this

system worked in practice. Suppose an order was
received, say, for a 120-in. lathe, the drawings and
patterns of which were to hand. The foundry
foreman would receive a book of tickets containing
all the jobs required to be done in the foundry,
and the date he was to have them finished by. He
would distribute these tickets among the men in
his charge as he best saw fit. Each man entered
his time on the back of his ticket, and returned
it to t he foreman every night, or as soon as the j ob
was finished. These tickets were frequently sent
up to the cost office for examination, and the
tickets of finished jobs were retained there. When
the foundry work was sufficiently far advanced,
which could be seen from the number of tickets
retained in t he cost office, the machine-shop tickets
would be issued to the machine-shop foreman, who
would apportion them among his men. The smithy
tickets would be issued at the same time as the
foundry tickets ; the fitting tickets would be
issued when work was sufficiently far advanced in
the machine-shop; and so on until the completion
of the job.
On r eferring to the sample, the various headings
will explain t hemselves, wit h the exception of the
card number. This refers to t he detail drawing
number of the job referred to on t he card. These
drawings were supplementary to t he ordinary shop
drawings, and were kept in t he tool-room; in size
they would be about 12 in. by 9 in., and were blue
prints mounted on thin sheet iron. A check had to
be deposited by a man on getting one of t hese
drawings out, and he was held responsible for it
while it was in his possession. F or odd jobs, such
as labouring or any extra work that might unexpectedly t urn up, an ordinary ticket was filled up
by t he man on the job and sent up to the office.
Each foreman was held responsible for t he correct
filling up of the tickets in his charge. The advantages of this method of time-keeping are many,
among which might be mentioned the following:
Accurate cost-keeping becomes merely a q uestion
of addition; no job can be started until the
material is at hand ; no job can be forgotten until
too late; and t he manager can always tell how the
work is progressing by the number of tickets returned. Unlike many modern time-taking methods,
it does n ot involve the necessity of extra clerical
assistance.
The tool-room is one of the most important
features of modern American practice. Until recently it had no equivalent in an English shop. In
the tool-room, all tools which require to be of a
definite size or shape to perform their work, such
as taps, reamers, milling cutters, drills, special lathe
tools, and many others, are kept up to size, and
stocked. These tools are being continually overhauled, and tested as to shape and size with micrometer gauges. The idea of the tool-r oom is to
employ highly- skilled labour to keep the tools
accurate, and then to employ less highly. skilled
labour in the shop to run the machines. Tv
obtain tools from the tool-room, a check has to be
deposited for each tool taken out. A whole book
might be written on the funct ions and management of a tool-room, but a lengthy description
would be q uite out of place in a brief sketch like
this.
The proper heating, lighting, and ventilation of
a shop are important factors in t he amount of work
turned out per man. Steam pipes were commonly
used for heating, but in Cincinnati and Worcester,
Mass., the following method was employed : In
cold weather air was drawn into t he shop through
between the condenser pipes, which were placed
in a large wooden box arrangement. This heated
t he shop, and at the same time helped to condense the steam . In hot weather, t he air was
dr~wn direct from t he outside.
Pipes conveyed
and distributed the air to the various parts of the
shop. This method insured plenty of fresh air,
and kept the shop at a very even temperature.
For lighting, naked arc lamps wero used, in
conjunction with clusters of incandescents above
each machine. In many shops gas was t he only
thing used. Naked arc lamps are not a good
method, as the light is too intense locally, and too
strong shadows are cast; where they were fitted, if
particular work was being don e, a man always used
two or three candle~ .
The general arrangement of shops was pretty
much :t<J over here. A long, lofty, erecting-shop
with side-wing abutting, was the genern.l type:
though somo firms g0 in for fiv o ~ torey buildmgs.

In the first case an electric crane spanned the

whole of the large shop, while similar smaller
cranes served the wings. The heavier class of
tools were placed so t hat the large crane could
serve them. Moderate-sized machines had each
their own set of pulley blocks, suspended from an
overhanging rail, and capable of travelling the
whole length of the machine. In some of the
smaller and newer shops, pneumatic cranes, capab~e
of lifting up to 15 cwt., were employed. The1r
construction wa3 simple, consisting of a suspended
inverted cylinder, with piston and rod. The work
was fastened to the rod, and air admitted to the
bottom of piston, and the load was raised.
Pay-days in some American shops are a constant
puzzle to newcomers. In one shop in which the
writer worked the men were paid on the fifth clear
working day after the 1st and 15th of each month.
Thus, when a Sunday intervened, the pay-day was
a day later than if such was not t he case.
A few novel features the writer observed are wo1th
notice. A few shops which the writer visited make a
practice of annealing all cast-iron castings which are
liable to warp. Every practical man knows t he diffi.culty of planing a cast-iron strip, say 15 in. by 3 in.
by f in., to form a perfectly true surface, on account
of t he cooling stresses in t he metal. Annealing
prevents this, and a consequent saving is effected .
The castings to be annealed are placed in a small
r everberatory furnace, and left there from six. to
eight hours. They are allowed to cool slowly, and
are t hen ready for machining . A large saving of
time and material is thus effected, as can be seen if
one takes into account the number of "scrapped ''
pulleys, &c., that can be seen knocking a1 ound
most shops.
P aint on small articles was dried quickly by
placing them in a tin-lined cupboard heated by
steam. This dried the articles quickly, and did not
blister or spoil the appearance of the paint in any
way.
Cast-iron tools were used in some shops to turn
sha.fting. The cutting edge was chill cast, and was
ground up to a sharp edge. When worn out, t he
tools were remelted.
A neat jig for holding a casting of irregular form
was used by one firm. I t consisted of a casting
like a shallow box, through the lid of which projected a large number of steel pins, which were
held up by light springs. The casting was placed
on the top of the pins, and each pin sank to its
proper level, and then the pins were locked. By
this means the casting was supported on a solid
bed, and could be readily bolted down.
Electric chucks were sometimes used for holding
thin strips, such as straight edges for grinding.
They consisted of a flat iron plate, with the wires
t hrough which the current passed em bedded in
plaster in it .
For assembling the work for erection in shops
which make light tools, a portable arrangement of
shelves was used. All t he various pieces r equired
to complete the machine were asse1nbled together
in the store on this stand, which was then wheeled
out to the erecting shop. F or the tempering of a large
number of similar articles, a pyrometer and proper
heating furnace were often used. A brief account
will now be given of the tools in general use in
American shops.
Drill-grinders are universally used throughout
the States. This is largely due to the fact t hat t he
flat drill is almost unknown. The writer has heard
many uncomplimentary remarks passed upon drill
grinders in general by English engineers, but this
i~ because ~hey have got hold of a bad type in par
t10ular . L1ke every other class of machine t here
are drill-grinders and drill-grinders. One 'or t wo
necessary points in this machine may be mentioned. I t is absolutely necessary that the wheel
should be a wet one, as n o steel will stand being
ground on an emery or carborundum wheel without water. The method of holding the drill should
be as simple as possible, so as not to waste time in
fastening or unfastening the drill. Sufficient backing must be given to the dr ill to let it cut properly.
A boy is usually employed to keep all t he drills
sharp.
As regards tool-grinders, the opinion of American
engineers is not so unanimous, but in the majority
of sh?ps a too~-grinder is found. In such shops a
machme-man Is n ot usually allowed to grind his
tools, although in some shops he may do so. The
advantages of a tool-grinder are self-evident and
are ru~ny. The pri ncip~l objections to their use
arc- firstly, it takes almost as long to grind a tool

OVER

SWING-BRIDGE

THE

WINNINGTON.

AT

WEAVER

RIVER

CO

0'\-

MR. J . A. SAUER, ENGINEER, NORTH\VICH.

(For Descriptio?t, see Page 863.)

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E N G I N E E R I N G.

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SWING-BRIDGE OVER THE RIVER WEAVER AT WINNINGTON.

~IR.

J . A. SAUER, ENGINEER, NORTHlr i CH.

(For Description, see Page 863.)

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as it does by hand ; secondly, if the machine-man

is at all expert in the use of his machine, he has his
own way of working it, and likes to grind his tools
to suit that way ; and a man also wastes nearly as
much time in going to the store for a new tool as
he would take to sharpen the old one. On the
whole, it is very much a question of the class of
men employed, and the way they have been
t rained, as to whether a tool-grinder is ad visable
or n ot. I t is, however, necessary to caution the
English user of an American toolgrinder that the
cast irons of the t.wo countries are t wo very different
materials. The cutting angles of American t ools
are far too acute for English cast iron. This is a
small matter, but may mean all the difference
between failure and success. Grinding machines
are used in all shops for circular work requiring an
accurate finish, and are sometimes, but not gener"lly, used for flat grindir,g. The allowance for
grinding is from 0.004 in. to 0 .006 in.
Gear wheels are, without exception, in the Sta.te3
cut from the solid blank. The gear-cutters in
common use are of the ordinary milling type.

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There is a form of slotting gear-cutter which gives

very good results, but in its present form lacks
stiffness. The cutting tool is a toothed cutter of the
same pitch as the wheel to be cut, and is ground
sharp on its bottom edge. It is attached to a circular
slotting p ost, as in an ordinary slotting machine,
which works up and down, while, at the same time,
the whebl to be cut and the tool are slowly revolving. The first blank is cut by feeding the
work in till the centres are the right distance apart
- i.e., radius of pitch circle of wheel + that of
cutter- when the circular traverse is then put on.
Bevel gear wheels, if small, are milled, but if
large are shaped in the usual way. Small bevel
wheels for accurate work are first milled, and are
then put to work with a correct bevel wheel with
roughened teeth, which scrape the teeth to
shape.
Planing machines are run at much higher speeds
than in this country, and, if of any size, have four
tool-boxes. On the oountershaft of many planers
is a variable speed arrangement of the two-cone
type.

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Shapers are much the same as over here. As a

rule, the head is fixed, and the work does the traversmg.
4\.. large amount of space might be devoted to
turret and capstan lathes and all the modifications
of them, such as screw machines and automatic
screw machines ; but much has already been
written by writers more competent to deal with
the subject. For repetition work they are undoubtedly a great success, but for a jobbing shop
in this country the advantage gained is questionable. The great drawback to the ordinary turret
lathes is the expensive fittings required to work the
machine at anything like its full capacity ; but this
difficulty is p~rtly overcome in the case of the flat
turret lathe. In many varieties of turret lathes
the tool overhangs too much, whereby stiffness is
sacrificed. Turret lathes in America usually do
the class of work done in England by apprentices.
A modificat ion of the turret lathe is the forming
machine, which has to a large extent done away
with drop-forgings of a circular section. Articles
which used to be drop-forged and then machined or
polished, are now turned direct out of the solid
bar with a forming tool. Bolts that are to have
the shanks turned are turned out of solid hexagonal stock, and at the same time screwed in a
screw machine.
The machine about which the greatest misapprehension exists in England is undoubtedly the milling machine. A miller is a. capital machine c n
work for which it is intended, but when any sort
of work is crowded on to a miller, it has not a fair
chance. The man who buys a miller under the
delusion that he is getting a machine which will do
the work of a planer or shaper in a better manner
o.nd at less cost, finds out his mistake by experience.
The only case the writer came across in the States
in which a miller was used for roughing, and which
it did in a satisfactory manner, was in two of the
largest tool works, where lathe beds and such-like
articles were roughed out on a double-ended horizontal mill; but they were afterwards put on a
planer, and a finishing cut taken to true them up
for scraping. There is, however, much work in
most shops which is done on planers which might
be done to more advantage on a miller. The great
drawback to millers with overhanging cutters is
their lack of rigidity, and they consequently jar the
work if the materi~l being cut is at all hard. There

862

were very few machines which the writer saw that

did not suffer from this defect.
Much more might be written about special
machines and jigs , but the limit of this articl e is
nearly reached.
In conclusion, the writer may say, as far as his
experience in American machine tools goes, that
England is ahead of America in the heavier classes
of tools. When it comes to the lighter classes,
America. has taught England many wrinkles la.tely,
which she has taken advantage of, as any one who
visited t he late Glasgow Exhibition might see. The
chief fault of the American tools is their excessive
lightness; and the writer is glad to see that, while
England has copied some American notions, she
has at the same time improved on them by giving
them a more substantial form.
English steelmakers seem to have nearly a
monopoly of the American tool steel market. The
Americans themselves admit t hat their steel is not
so durable. In some works charcoal is the only
fu el allowed for working tool steel.
The writer has no desire to imitate Jeremiah, but
he is of the opinion that in a few years America
will suffer from worse labour troubles than the last
engineering strike in this country. The men are
nearly ripe for combination, and a large and general
strike is only a question of time.

good many authorities will not quite endorse this, is compressed in the modern Mark VIII. torpedo
though a proper combination of mines and guns may to 1700 lb. to the square inch. The weight of air
doubtless be more efficient t han " any amount of in the chamber of one of the '' marks " of Fiume
forts" without mines. The author instances the Whitehead torpedo is said to be no less than 6~ lb.
fact that the French Fleet would not enter If the air chamber explode, as it sometimes does
Prussian harbours for fear of submarine dangers; when the torpedo strikes a ship during exercises, the
but he mentions the exploit of Admiral Farragut, concussion and noic;e are very great, and t he pieces
who sailed over a mine field-happily, for him, fly like the fragments of an exploded shell. The
defective. The steaming of the British Fleet to depth-keeping apparatus is placed in the balance
Constantinople was another instance when the risk chamber. It is worked from two sources: one
of "infernal machines "-as we called mines in the is a swinging weight delicately pivoted, and the
days of the Crimean War- was set at nought. In other is an hydrostatic valve which is kept in place
both these cases, however, the risk was deliberately by a spring, but is forced in by the pressure of
taken and no countermining was attempted . water when the torpedo goes below a certain
Naturally mines afford a most valuable means of depth. By compressing the spring, the valve can
harbour defence, for though there are ways of be adjusted to keep the torpedo at any required
destr oying them, the operation is hazardous and dept.h by means of horizontal rudders. The principle of the action will be easily grasped. When
takes time.
Turning to the more attractive subject of the the torpedo is head downwards, the weight swing~
automobile torpedo, the author is of opinion that forwards and the rudders are brought up ; and
t he most wonderful machine ever invented is the when the torpedo is pointing up, the reverse
Whitehead torpedo. There could be no question happens. The varying preRsure of water at difas to the accuracy of this description if the ferent depths also acts on the valve and works the
weapon were one concrete invention; but when rudder, so that the desired depth of submersion is
we consider how many other inventions had to maintained. In the original form the corn bined
precede it, and t o be incorporated into its desig n, mechanism acted directly, but with increased speeds
we recognise how difficult it is to award the palm more power was needed. There was accordingly
for ingenuity. There can, however, be no question introduced the servo-motor, which is really a small
t hat a quite unusual amount of skill and mecha- steering engine, so that weight and hydrostatic
nical ingenuity has been necessary to bring the mechanism have now but to move the valve of this

engine.
Whitehead torpedo to its present state of efficiThe various clever safety devil!es, and the
ency.
It is safe to say that had it never
T o'rpedoes and Tor-pedo Vessels. By Lieub. G. E. ARM- been evolved, and the problem of its design other highly ingenious appliances which have been
STRONG, late R .N. London: Messrs. George Bell and were set to nine engineers out of ten, they introduced from time to time, are well described,
Sons. [Price 6:1.]
would say that to fulfil the conditions set would be the explanations being made plain by diagrams.
THIS is a second edition of one of the excellent hardly within the bounds of possibility. The way The most recent of these devices is the gyroscopic
series of R oyal Navy hand-books edited by Com- in which the machine has been carried to greater per- mechanism by which t he torpedo is kept on her
mander C. N. Robinson, R.N. It is, like others of fection, step by step, from t he parent idea of Captain course. In the buoyancy chamber the gyroscope
the series, popular rather than strictly technical, Luppis, through the erratic:weapons of the 'seventies is suspended on gymbals in a vertical position, and
although there is a great deal that will prove of and 'eighties, to the present fairly t rustworthy as it strives, according to its nature, to revolve
interest to engineers not connected with the branch machine, is well told in the book. Of course, the always in the same plane, any divergence of the
to which it refers. It is intended, as the author "secret mechanism " of the Whitehead torpedo was course of the torpedo will put in operation the
states in his preface, ''to convey to the mind of no secret long before the present work was printed; connections between the gyroscope and a servothe general reader an elementary knowledge of the indeed, it was described and illustrated in these motor, which in turn actuates the vertical rudder.
most modern development of naval warfare. " It columns some years ago. Where so many persons
A chapter on "Torpedo Tubes," or "guns," as
may be said at once that Lieutenant Armstrong has have to be initiated, as in the case of the general it was once usual to style them, follows; and the
carried out the task he has set himself in a highly introduction of a piece of mechanism into several author then deals with the spar torpedo and other
creditable manner. The matter is well chosen, and navies, it is futile to expect the details will not leak descriptions of the weapon. The Brenman torpedo
the information is put forward in good literary out. Even twenty ye~rs ago we remember how is described at some length, the author, as he says,
style, so that the book is not only instructive, b ut much amusement used to be caused by the taking his details and illustrations from the pages
pleasant to read.
screens rigged up in order that the officer might of ENGINEERING. The American Howell torpedo,
The opening chapter refers to the not uncom- adjust "the secret mechanism." The success which is propelled by setting in motion a flywheel at
ntonly accepted view that the tor}?edo is "a? of the Whitehead establishment has been far less 9000 revolutions a minute, is described ; but this
unfair and cowardly form of weapon.
To us this owin<Y to' 'secrets" t han t o its e.xcellentorganisn.tion, type is distinctly inferior to the Whitehead.
has always seemed a foolish thing to say. As to kno;\edge of detail, and the perfection of the work Mr. Peck's suggestion to use hot water from the
cowardice, no form of attack will require more turned out. These, in engineering works, aro higher ship's boilers, which would supply steam for
reckless daring than t hat carried out by means of guarantees of success than patents or secrets.
working the engines of the torpedo, is also mentorpedo craft. T.hos.e w~o ma~ t hese frail vessels
After giving particulars of the introduction of t ioned. It is said that a torpedo so charged will
literally carry their h ves In their hands; and, even the Whitehead torpedo, the author proceeds to de- retain a working pressure for nearly an hour. The
though the vessel may not be hit until she ~as scribe t he design and construc~ion of the more Sims-Edison, the Maxim, and the L9.y torpedo are
delivered the fatal blow to her larger antagoniSt, recent form. The changes in the shape, or lines, also r eferred to .
she is still likely to be annihilated herself ; for it of this weapon are illustrated by drawings and
In the chapter on" Torpedo Nets" it is stated
is not to be supposed that a torpedo-stricken ship will photographic r eproductions. In the earlier forms that the more recent forms are proof against the
cease firing as soon as she is hit, and it would pro- of spindle-shaped torpedo, the fore and after parts net-cutter. The author, however, does not appabably take several minutes for a ship to sink, even being of a uniform taper, the sharp pointed head rently attach much importance to this cumbrous
though the damage prove ultimately fatal to her. was given with a view to reduced resistance, but means of defence.
Searchlights and harbour
Those who know the terrible rain of projectiles that it was found that a comparat ively bluff bow afforded booms are also dealt with, the big Med way boom
can be poured from the quick-firing and machine guns higher speed. This, as the author points out, is being mentioned. A chapter on ' ' Submarine
of a war-vessel, either battleship or cruiser, will in accordance with the teaching of Nature, for fast Mines," and another on '' Mine Destroying " comrecognise the absurdity of dubbing torpedo warfare swimming fish have blunt heads and taper away pletes this part of the work.
as "cowardly." As to being "unfair" - well, we gradually to th7 tail. The old yacht-~esigne~s had
A considerable section of the book is devoted
all know t he military axiom; and, even if q uite all recognised t ins fact, and, r easonmg wtthout to torpedo craft of various kinds, from school
is not fair in war, it is certainly not unfair to do to giving due weight to the problem, had concluded ships and depot ships down to the smaller torpedoyour enemy what he is seeking to do to you. How- that sailing craft should have t he same character- boats. The V ulcan is described at some length.
ever, the matter is hardly worth arg uing. We istics. This was the origin of the '' cod's head The early Thornycroft and Yarrow boats are also
have all got torpedoes, and we are all goil;g to ~se and tnackerel tail" principle, which was an axiom described and illust rated, and a general historical
them if we get a chance and the occasiOn arise. of yacht-designing until the ''America" can1e across sketch is given of t he progress of torpedo craft,
In any future naval war torpedo-boat service will the Atlantic in 1851 to upset the views of English from the Lightning down to the present days of
take the place of the old-time cutting out expedi- builders. The fallacy was due to the fact that a fish destroyers. There is a chapter on '' Torpedo
tions by the ships' boats. Both dep~~d largely on moves beneath the surface, and is not half sub- Catchers." The name has, we believe, become
surprise, and some of the most b!1lhant .feats .of mer<Yed, as a ship ; and therefore wave-making somewhat distasteful in official circles, since it was
daring in the old wars wer? asso01ate~ with boat resi;tance is a factor of minor importance. The found that the catching was likely to be a minus
expeditions, as they may be In future w1th torpedo- torpedo being more like the fish, enables Nature to quantity. To adopt the substituted description,
" torpedo gun-boat," is, we understand, thought
boat attack.
be copied with success.
The book refers to the invention and first introTaking the details of torpedo design in sequenco more considerate. The aut hor is rather severe on
duct ion of the Whitehead torpedo.* Mines, the from head to tail, the author first describes the the designers of this class. In dealing with
author says, have been but little improved until explosive head with the pistol and primer. This destroyers, we fancy the author has, on one
the past few years, though much has been done in is the war-head, which, of couroe, would never be occasion at least, taken the will for the deed ;
rendering what used to be known as the '' fish fitted in times of peace, unless for very rare and not all vessels of this class have reached the
torpedo " more effective: Mines, ~he book says, exceptional purposes; its place being taken by a desired speed. There is a chaperon "Submarines
constitute a far more effi.01ent protectiOn to a harbour dummy head, containing teak in place of guncotton. and Submersibles." Particulars are given of the
than any amount of forts and guns. We think a The air chamber, which is to the torpedo what the French boats, and the Holland boat is also dealt
boiler is to a steamship, is made from the solid, with, illustrations being given. The author is of
* See also a descriptive article in ENGINEERING, being formed from a piece of Whitworth corn- opinion that the submersible, rather than the
page 398 ante, in which is given details of the Whitepressed steel, and is about 0. 3 in. thick. The air purely submarine vessel, is the type likely to be
head Torpedo Works ab Fiume.

LITERATURE.

E N G I N E E R I N G.

DEc. 27, I 901.]

E N G I N E E l{ I N G.

developed in the future. The possibilit ies of n a val T wenty-F-irst Annual R eport of the United States Geological Survey to the Secreta;ry of the Interior, 1899-l!JOO.
warfare with s ubma rines a re extremely limited
CHARLES D. W ALOOTT, Direobor. In Seven Parts.
with submersibles they are great and many.
'
Parb I. D ilrector' s .Repo1t, includtitng Tricvng'lilation
A ch apter on '' The Torpedo in War Time "
P rilmary, T raverse, and Spirit L evelling. Pa.rb VI:
brings an inte1esting and well-written h ook to a
(Two Vols.) !Jfineral Resources of the Un ited States,
1899. M etalUo Products, Coal and Coke. DAvm T.
co nclusion.
DAY, Chief of D ivision. W ashington : Government
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OPENING-BRIDGE OVER THE FLOOD

COURSE AT WINNINGTON.
W E illustrate on pages 860 and 861 an opening
bridge r ecently constru cted across a branch of t he River
Weaver at Winnington, .known as the Floodcourse, on
behalf of the Weaver Navigation Trustees.
The
bridge is of interest in several r esp ects, and is one of
t he few opening-bridges so far erected which is
operated by electrical power. The current is taken
from the mains of the Northwich Elec tric Supply
Company at a. potential of 440 volts. This company
generate t heir power wholly by Crossley gas engines,
using :Mond gas obtained from the works of Brunner,
Mono, a nd Co. The company supplies the current on
the three-wire system , the electromotive force between
the ou~ers being 440 volts. The rate charged is 2d.
per umt for the first 5000 units u sed in eix months,
and Id. per unit in excess of this quantity.
Acting on the advice of their engineer, lVIr. J. A.
Sauer, the W eaver Navigation Trust ees have adopted
the electricity from the Northwich companies' mains
not only for operating t h e bridge, as mentioned above,
but also for driving the machinery at the Weaver
rep~ir shops, where the old stea.meng ine has been
entuely put out of u se, and a considerable saving in
wages effected.
So far the r eturns show a considerable saving; but it is, p erhaps, too soon to. s tate
definitely the amount of this.
Returning to the b ridge, it will be seen that the
pi-yot i~ fixed on one bank of the waterway, but the
bndge 1s not balanced about this point by means of
counterweights, as is u sual. In short, t h ere are no
counterw~ights. at a.l~, but, when opened~ the weight
of the bndge ts carrted by roller s runnmg on rai ls
snpp?rted on piling, as ~ndica.ted in Figs. 2 and 3, and
also m the ~ey plan, Fig.. l. This arrangement was
adopted ow1ng to the local conditions, which did not
allow room for a ~wing-bridge of the ordinary type,
and a. bascule br1dge was considered inadmissible,
owing to the nature of the foundation and to the lack of
heigh t !or the counterbalance needed ; whilst, if a.
drawbridge were u sed, complicated arrangements
would be necessitated by the fact that tram-rails
were to be laid acr oss t he bridge. The general
type of the structure is clearly shown in figures.
The trusses are of the rivet ed single intersection
~ype, and are. designed to take a. fire engine and
1ts accompa.nymg crowd of men, which was consider ed
to be the greatest load to which t he structure was
likely t o be subjected. Details of the steelwork are
shown. in Figs. 6 ~o 8, and of the floor in Fig. 9. This
floor Is 10 ft. w1de between the trusses. It is of
wood blo~k laid on steel troughing.
The wetght of the bridge is 50 tons, which is carried
on twelve rollers.. The roller-p ath con~ists of ordina ry
double-headed ra1ls bent to the requ1red r adius and
secur~d by chairs t o the pitch-pine staging. A curved
ra.ck ~s pla~e~ betw~e~ these rails, and geared therewtth 1s a ptmon, dr1v mg through worm-gearing by a.
6~ hors?-power el~ctromotor, d esigned to run at 750
~evolutt?ns p er mn;mte .. The total travel of the pinion
m openmg the brtdge 1s 60 ft., and the time taken is
a~out 1! minutes. . In Fig . . 5 we reproduce a.
dta.gra.m from an Elhot recordmg wattmeter, which
shows the energy used in opening the bridge to
be .118 Board of Trade units. The current is
led into the switch cabin by flexible wires held
ove~head on a p~st with a Ion~ overhanging arm. The
entire constructwn a nd erectwn were carried out by
t he V\Teaver Trustees' own workmen, under the direc
t ion of Mr. J. A. Sa.uer, M. Inst . C. E. The steel
sections were obtained from Messrs. Dorma.n, Long,
and Co., and the motor controlling switch, &o., from
Messrs. ~1ather and Platt. The cost, inclusive of fixed
span, electric plant, piling, safety gates and the
removal of the old bridge, was under 1900l:
T HE CANADIAN N oRTH-WEsT.-The officials of the
Canadian Pacific Railway have now under consideration
a great scheme for the irrigation of the North-West of
Canada, .bY which ibis propo~e4 to make good farming
and grazmg country oub of mtlhons of acres which are at
present dry and arid, between Calgary and Medicine Ha.tl.
Mr. J. Anderaon, a leading irrigation engineer, has
recenbly traversed the area., and reports that! there is
nothing. to preven_b the. work b~ing succeE\Sfully carried
ou~.. Hts rep_o~t ts be~n~ cons1dered by the Canadian
Pamfic a.uthor1t1~, and 1t 1s understood that, as a.n experimenb, 300,000 of the 3,000,000 barren acres will be put
under irrigation.
AMERICAN STEAM SHIPBUILDING.-The American Ship
building Company, of Cleveland, Ohio, has closed a contraob for anobher steamer. Ib is to be built for M easrs
A. ~ S.tewart, C. F. ~eilma.n, and others, of Detroit:
and tt w111 have a ca.paotty of 5000 tons, being a. duplicate
of the Oolonia.l and the Yosemite, recently turned out by
the company. The new steamer will be 376ft. over al1
by 50 fb. beam and 28 ftl. depth. She will have triple~
expansion engines, with cylinders 18 in., 29 in. and 48 in
in diame ter b y 40 in. stroke. Steam will be f~rnished by
two Scotch bo.ilers 13 fb. 2 in. in diameter and 11 fb. 4 in.
lo~g. She wtll cost 50, OOOZ., and will be built at Bay
Ctty.

E N G I N E E R I N G.

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of the sixteen boilers, and is to be seen in the crosssection in Fig. 3 (two-page plate of December 13).

Arranged in front of ( ach flue is a fmall shoot

(Figs. 17 and 18) pro,ided with a grid, and the ~h is

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drawn into these shoots and fed on to the tray con1

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screen bars pitched 2 in. apart, arranged for prevent-ing t~e pa~sage of larg~ clinker int'l the conveyor.
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THE ELECTRICITY WORKS OF THE
bottom runners cast-iron filbows, in which the rollers
I
SALFORD CORPORATION.
and axles, which suppor~ the chain, revolve, thus
reducing the friction.
(Concluded from page 807.)
The trailing and driving ends (Fig. 16) are arranged
IN our issue of December 13 we commenced a. dewith two 3-in. diameter shafts, on each of which is
scription of the large electricity works erected by the
keyed a. hexagonal drum, the shafts revolving in sui tSalford Corporation, under the advice of .Messrs. Lacey,
ably designed pedestals, those at the trailing end being
Clirehugh, and Sillar, of Manchester and London. In
specially designed for their work, and the pedestals
our two-page plate of that issue we gave a plan and Recsuitably supported on steel framework, forming part
t ion of the station, and on pages 804 and 805 we illustrated the engines and balancers. In the presentnumber
Figs. 12 to 18, above, show the ash-conveyor, con- of the conveyor, the trailing end being arranged with
we conclude the subject., by aid of the illustrations on structed by Messrs. Graham, Morton, and Co., c.f Black adjustable gear.
The chain is of malleable oast steel, 9 in. pitch, there
this and the oppo3ite pages, and on pA.ges 868 and 869. , BuJI-etreet, Leeds, This conveyor runs along the front
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E N G I N E E R I N G.

S A L FO RD
ME

RS.

LACEY,

CLIRF.HUGH,

AND RILLAR,

D I AG R AM S.

S WIT C HBOARD

WOR KS;

E L EC TRI C IT Y

ENGINRF.Rf\, LONDON AND MANCHE. TER.

( Fo1 Desc'ription, see OPtJOsite PagP-. )

WIRES

M DOL.

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DISCOHHtCTINC UHK&.
C:~1[==~~~==~==~~====~~~~S~W~IT~C;H~~~S;..~~~~------------_.~--------~~----------~~~--~
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SPA R .

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AMNfTER S .

SWITCH ..

II

II

FUS8.

--,-- - -------,

FEEDERS .

INO

ER.

A UTO.

'

A M METE R .

6A R TH.
---- ~

1...-----.

A U TO.

S WITC H

FtLDS EXCI TED 'ROM TOP

{ ----l-_,_)

TO TRACTION
SVIITCHDOA RO

HORIUJHTAL.BARS & BATTERY STATIOH;,

TO IMRS

STARTI NG

lt

S IIUN T
RECUL.ATINC.

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IUCI T I H Q CIRCUIT THRD,.,..

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---------------------------------EARTH

SWI TCH$

CHlJHINC

COILS

AVTOS

AltiMETERS

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S ERIE S COI L
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L.IOHTINO

SWITCH - BOARD

-<IV'l/VLIU\Ilftft-~ -- - - -.--------------- -- --.--- ------ - TO

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SHUNT C OIL.1

D Y NAMOS

CO NNE CTED

THUS .

&.IOHT1NO Sri/ TCII 80AitD

866

E N G I N E E R I N G.

being two strands of this chain, to which are attached goes to the series coils of the fields of the top balancer, above them are four recording voltmeters connected
the pressed-steel trays, arranged so that each tray where the current can go either right or left, through to the negative 'bus-bar, and provided with flexible
overlaps its predecessor both at the bottom and sides, one field and armature, and thence to the ' bus-bar. A terminal wires by which they can be plugged to any
thus preventing the small gritty material from work- starting switch with resistances is interpolated in the rail end to show how much those rails are above earth
ing through into the working portions of the conveyor, circuit. The shunt coils of the two machines which potential. These voltmeters are used to show that
a~d the whole forming an endless and continuous band, form a balancer are fed from the 'bus-bars (right-hand the Board of Trade regulations concerning drop in the
ttghtly stretched over the driving and trailing drums. bottom corner of the diagram) in parallel, a shunt rails are observed. Next, to the left, comes a two. The conveyor, after leaving the boiler-house, passes regulator, indicated by a semicircle, being in series with scale ammeter, which can be plugged to any one of the
1n the trench through the pump-room, whence it rises each. It will be no~iced that the series windings of sixteen trolley feeder points to show the amount of
at a small angle so as to deliver the ash into a receiv- the two machines are in parallel with one another, in leakage on the system. This can only be done when
ing hopper arranged in the yard (Figs. 12 to 15); the such a way that the current in the middle wire passes no cars are running, of CO\llrse, and is for te:~ting the
receiving hopper being of such a height as to allow of through them to the armatures. In this way the out-of-door circuits. The voltage between the posi~ive
a cart being drawn under it, so that the ashes may be machine which is acting as generator at any parti- and negative 'bus-bar is shown by a recording voltremoved as required. The capacity of this hopper is cular time has its field strengthened by the current in meter, while the current coming in from the earth
2 cubic yards, and the hopper itself is built up of steel the middle wire, while the field of the motor is at the returns is measured on a n urn her of recording amplates, with self-emptying bottom arranged with a same time weakened. The 'bus-bar of the middle meters, shown near the left of the figure. Above them
sliding door operated by means of a hand lever and wire is put to earth through a recording ammeter are two voltmeters, which can be connected at will to
push-roj, In addition to this, the ashes may be dis- provided with an automatic out-out.
any generator. The leads to t he machines are shown
ch?'rge~ by means of a movable shoot i?to the barges,
Having traced through the circuits in the lighting in dotted lines.
Having thus traced through the connections of the
th1s bemg arranged by means of a s1mple effective diagram (Fig. 22), we will now do the same for the
flap-door arrangement.
traction diagram (Fig. 23). The generator is shown traction switchboard by aid of the diagram, we may
The conveyor is driven by means of a 10 Lrake at the bottom as before, with its shunt-coil connected turn to the actual drawings on page 868, where Fig. 25
shows three representa.ti ve panels, Fig. 24 a. st-ction
horse-power enclosed type shunt-wound motor, rethrough the left hand, or feeder, panel, and Fig. 26 a
volving at a speed of 600 revolutions per minute when
section through the right band, or dynamo, panel. It
under ful_l load, and provided with a suitable starting
will be seen that the left-hand panel of Fig. 25 corswitch, having eight contacts. This switch has a spring
responds to the part of Fig. 23 above the positive 'busfor carrying it back to the off po3ition. At the driving
bar, except that it refers only to six feeders and not to
end of the conveyor the hopper shoot and gearing are
eighteen . At the top are six ammeters in a row;
suitably supported by means of a strong structure,
then come six meters in two rows, to be followed
and the whole of the workin~ parts in this portion
by six automatic cut-outs, and then by six switches.
are cased in by means of a corrugated housing, with
The lightning arresters and the choking coils are at the
ladder suitably arranged for giving access to this
back of the board (Fig. 24). The right-hand panel
house (Figs. 13 and 14).
corresponds to that portion of Fig. 23 between the
On the ~ame page is to be seen the intake for conswitch at the generator and the positive ' bus-bar. At
densing water from the canal (Figs. 19 and 20). The
the top are the voltmeters, then come three ammeters,
intake is 3ft. in diameter, a.nd the suction pipe 20 in.
three automatic cut-outs, three three-break switches
in diameter. Between the two is a grid to exclude
(Figs. 36 to 38), and finally three shunt regulators.
floating rubbish.
The three 'bus-bars are at the back of the board
We now turn to the electrical features of the instalFig.4~
(Fig. 26). The centre panel of Fig. 25 corresponds
lation. It will be remembered that there is only one
to the central part of the diagram (Fig. 23), and can
type of generator in the station both for lighting and
be easily followed.
for the tramways, although the two sets of mains are
In the station .there are a number of motors for
fed at different voltages 440 for lighting and 550 for
driving nir-pumps, feed-pumps, ash-hoists and the
the tramways. For the lighting the generators are

like, and these are fed some across the outers of the
worked as shu~t machines, the fields being energised
three-wire system, and some from the inner wire to
from the 'bus-bars, while for the tram circuits they are
one of the outers. To facilitate the balancing of the
worked as compound-wound machines. The connecsystem the distribution boards are arranged so that
tion for the lighting circuits are shown in Fig. 22 on
certain motors can be readily transferred from one ~ide
page 865. On each side are to be seen the positive
to the other of the system. The connections of several
and negative feeders respectively ; then come the
distribution boards are shown in Figs. 27 to 29 and
FOsitive and negative conductors from the generators,

Figa. 30, 31, and 32.

while between them are the third wires and the
Figs. 33 to 38 and Figs. 40 and 41 show the details
balancers. Commencing on the left-hand side-, there

of switches, which have been already referred to.

is first a sp9.re feeder connection, followed by thirteen
Fig. 39 is an arrangement insisted upon by the

active feeders. On each feeder is an ammeter, denoted

Board of Trade to guard against excesshe earth curby a circle, a switoh (Figs. 40 and 41, page 869), denoted
rents. It is situated in every box from which returnby a rectangle with two diagonal~, and a fusible out-out.

feeders start. The connection to the rails is shown at

All t hese feeders derive their current, of course, from one
the right, and the return-feeders to the left. In
or other of the 'bus-bars above. There are three parallel
addition two earth plates are buried, one at each
'bus-bars, the upper being the station bar, the middle one

side of the box ; and to ensure that they really make

the lighting-circuits bar, and the lower one a special bar.
good earth it is stipulated that the resistance between

Ordinarily, there is the same voltage in all three bars ;

them shall not exceed two ohms. To demonstrate
but it is quite possible to connect any machine to any
this the box contains a four-cell battery and a lowbar, and run it at a higher or lower voltage if desired.
reading ammeter. In the position shown the current
The lower bar is specially intended for testing purposes.
goes from the battery to No. 1 earth-plate, through
After the feeders come eight conductors, each from one
the earth to No. 2 plate, thence through the ammeter
terminal of a generator. Four M these conductors
back to the battery. From the indications of the
include ammeters and automatic cut-outs, while four
ammeter the resistance between the plates can be
have neither. It is not nece~sary, of course, to put
estimated. When the parallel bars are set over in the
ammeters and switches on both conductors from a
opposite direction, the battery is thrown out of circuit ,
generator. All, however, include fuses. On the right
and both earth-plates are connected in parallel through
of the board the same arrangement is repeated for the
the recording ammeter to the ' bus-bar, and thence
opposite terminals of the generators. The connection
When
to the generators is shown by way of example in the to the lighting board, and with the armature capable through the return-feeders to the station.
lower part of the figure in the centre. A conductor of being connected to either board as desired. When these feedera reach the station, they, and the positive
comes from each set of 'bus-bars to a dou hie- a machine is being used for traction work, one feeders, are carried through a subway shown in Fig. 21
break two-way switch. When this switch is set brush is joined to the positive 'bus-bar through a n on page 864. Fig. 42 shows one of the centre poles
over one way. it connects the poles of the gene- automatic cut-out and an ammeter, while the other is on the tramline. This is a very good specimen of a
rator to the 'bus-bare above, the shunt coil in the joined through the series coil to the negative 'bus-bar. pole, and, in view of the many ugly poles in existenct-,
generator field being coupled either to the 'bus-bars This latter brush is also joined to the equaliser is worthy of attention.
We have described this electric station at very
or to a battery, by a throw-over switch, shown at the bar. The object of this equaliser bar, which has no
right-hand bottom corner of the diagram. When the dir&ot connection with the outgoing circuits, is to considerable length, because it is a representative
particular generator is to be connected to the traction connect the series windings in parallel as well as the installat ion. Without being of the immense size of
switchboard, the connection to the lighting board is armatures, EO that the machines shall divide the the Manchester and Gla.fgow stations, it is of very
broken by the double switch, and made to the traction load between them equally. The two-and-three- considerable dimensions, and throughout it shows
conductors, and at the same time the series coil of the break throw-over switch (Figs. 33 to 35), referred evidence of the most careful design. It has been
field is put into circuit, thus making the machine com- to in connection with Fig. 2:l, is also indicated in built entirely to specification, the engineers having
pound wound. The details of this switch are shown Fig. 23, the generator beiog the same in each thought out all the points beforehand, and made proin .Figs. 33 to 35 on page 869. It is, however, there case; but in the former example working shunt- vision for all requirements. Great care has been exshown the opposite way about to the view in Fig. 22, wound, and in the latter compound-wound. There is pended in providing for economical working. The staff
required is very small, and the superintendent will be
a
treble
break
(Figs.
36
t
o
38,
page
869)
in
each
also
which is only diagrammatic.
The middle wires of the three-wire system come generator circuit. It breaks the three circuits starting free from worry, for he has no conflicting conditions to
to the centre of the board, where they are from the dynamo switch-that is, (1) the circuit to t.he reconcile. The units are alike all through. There is only
one type of engine, of boiler, and of generator, and the
connected to the balancers. On each middle wire automatic cut-out; (2) the circuit to the equaliser bar; amou1lli of spare machinery is, of course, very small.
is an ammeter and a disconnecting link, and these and (3) the circuit to the negative 'bus-bar. From the The Town Council of Sa.lford, together with :Mr. C. D.
are joined to a 'bus-bar. From the 'bus-bar there positive 'bus-bar feeders go out to the various points Taite, who has charge of the whole of the lighting
are three wires to the three balancers, and a.leo a of the system, each being provided with an ammeter, work, and also of the generation and distribution for
@pa.re wire, there being an ammeter in each cir~uit. a single 'Pole switch, an automatic cut-out, and a t he tramways, and Mr. E. L. Hatton, the tramways
The arrangement of the circuits of the balancers we meter. In addition each feeder has a lightning manager, are alike to be congratulated in having a
explained in connection with the perspective view arrester and a choking coil to prevent the lightning station which will bear comparison with any in the
of them on page 805 ante, but it can be followed more reaching the 'bus-bar.
world, and which should be a source both of pride
On
the
right
of
Fig.
23
are
the
return
conductors
easily on the diagram. Taking the left-hand wire
and of profit to the town.
comi11g
in
from
the
rail
ends
of
the
tramways,
and
from the middle wire 'bus-bar, it will be seen that it

E N G I N E E R I N G.
COMPOUND PASSE.r GER AND GOODS
LOCOMOTIVES FOR THE HUNGARIAN
STATE RAILvVAYS.
TnE Hunga rian

ta.te Railways have lately built at

their Budapest W orks a. series of locomot ives which
conta in severa l interesting features. A mong these is
a passenger locom otive with two coupled driving
a xles, a bogie in front and trniling wheels in the r ear,
for hauling heavy trains at a. high speed. The Hunga rian railways are now sui t ed to a heavy traffic, the
track h a ving been relaid with Goliat h rail s. The
engine in quest ion is shown in Figs. 1 and 2 of our
two-page plate; it was d esigned wit h a view to haul
a 200-ton load up gradients of 7 in 1000 at a speed
of 60 kilom etres {37i miles) aa hour.
The engine has outside cylinders, which a re horizontal, and fitted to the outside of the frame;
the distribution mechanism is also on the outside,
a nd the slide-valves a re above the cylinder~. The
frame is buil t of iron fra me-plates 30 millimetres

.Fig.B.

I
'

S iemens-Martin steel ; t he latter is formed of three

rings. The inner firebox and tubeplate are of copper.
The stay bolts are also of copper. T he firebox has a.
firebrick bridge ; the grate is of cast iron, made slanting and in t hree parts, the middle one of which is
moveable. The tubes a re of steel, fitted wit h copper
ferr ules at the tubeplates.
The boiler is provided wi t h two steam -domes;
these are connec ted by a h orizon tal pipe . 300 metre
(ll H iu.) in diame ter, with internal arrangements
to prevent priming. The smokebox is joined to the
front part of the frame by strong support P, and is
provided at the lowest part with an opening for clean
ing-out purposes. The ext ended front is provided
with the horizontal screens, on the American method,
forming spark-arresters. The boiler is fed by two
11-millimetre injectors .
The engine is compound, and the steam is delivered
t o the high-preesure cylinder, passing thence through
t he starting apparatus, either to the bla st -pipe or
to the low-pressure cylinder. On starting, when

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Fig18.
1.61-h.. ...,

I
{1-fu in. ) in thickness, held 1.240 metre (481 ~ in.)
apart by box-shaped cross-girders of plates and
angles. The frame-plates are also joi~ed together by
cast-steel pieces between the two cylmde~s, and b_y
the boiler supports and staybars. The bog1e centre 1s
mounte d on the steel casting s in question, with a 30millimetre {1 1\ in.) ~lay on. e~ch side! t? suit the
curves of the line. The bogte 1s held 1n 1ts normal
p osition by t wo laminated springs. The bogie frame
is built of plates 25 millimetres ( 1 it;t. ) t hick, strongly
stayed together laterally. ~he bog1e c.entre support,
lined with white m etal, 1s fitted m the centre
between two v ertica l stayplates, ~hioh are provi~ed
also with two spring sea ts, on whtch the locomotive
bears.
The outer firebox and the boHer barr~l are of

the two cylinders are made to work separately, and

until the locomotive has reached a. certa in speed, live
steam is supplied to both cylinders through the
sta rting valve. For compound working, the direct
exhaust of the high-pressure cylinder is closed and
the communication between the two cylinders is
established. The low-preesure cylinder is provided
with a. r educing valve, which a llows only a dete r mined maximum pressure for the steam in the r eceiver.
The pistons are s teel castings, in one piece, on the
S wedish system ; the steam distribution is effected by
means of Heusinger slide-valves driven by countercranks. V ariatious in the steam admission and the
reversing of the engine are a ccomplished by a screw
gearing a cting independently for each cylinder, and
to this effect the two parts of the reversing shaft
are independent of each other. The details of this
mechanism are shown in Figs. 8 to 13, annexed, and
Fjgs. 3 to 7 on our two-page plate, the latter y ie~s
also showing the arrangement of valve gear, wh10h 1s
of the Heusinger von W aldegg type.
The axles a re of Siemens-Martin steel ; the wheelcent res are of cast steel in one piece, and the
tyres of crucible ste.(=ll. The axle bearings ar~ . of
brass lined with whtte metal. The rear tra.thng
axle has a certain radial play to facilitate the running
on curves; the guard-plates have a longitudinal play
of 15 millimetres (ft in.) and the axle-journals a side
play of 8 millimetres (.frr in.). When a curve is
traver sed, the guard-pla tes and the axle a~e brought
back in their normal position thtough a spemal arrangement of the suspension springs.
.
The locomotive is provided with a W estmghouse
brake; when the pressure reaches 4 atmospheres
(56. 9 l b. per square inch ) in the air pipe, the br~ke
a ction corresponds to 70 per cent. of the adhes1Ye
weight of the locomotive. The eand.-box is placed
between the two steam domes, and the sand is thrown
in front of the driving-wheels by a steam j et.
Total len~th of engine out. .
side buffers...
.. .
. .. 1 t. 619 m. {38 f t 1 r'a m.)
Total width . ..
.. .
... 3.140 , {10 , 3?a , )
Distance between end axles
(wheelbase) .. .
.. .
.. . 8.665 ,. {28 , 5i , )
Distance between bogie axles 2. 400 , ( 7 , 10l ~ , )
second
"
,
. .. 2.16o , ( 7 , o:4, )
and third axles ...
D istance between the two
.,. 2.420 , ( 7 , 11 l\ , )
driving axles
' ,.

Distance between the two

rear axles ...
...
...
Height! of centre of boiler
...
.. .
above rails ...
Hei~ht of chimney above
...
...
...
ra1ls ...
Diameter of high-pressure
cylinder .. .
...
.. .
Diameter of low-pressure
oy linder
.. .
.. .
.. .
Stroke .. .
.. .
.. .
. ..
Dia meter of driving wheels
,
trailing
,
D esigned pr&sure in boiler
Draw-bar pull
...
...
Total length of boiler
. ..
Mean inside diameter of
...
.. .
.. .
barrel
Grate area ...
...
. ..
Number of tubes ...
...
L ength of tubes between
tubeplates .. .
...
...
Outside diameter of tubes.. .
Heating surface of tubes ...

1.696 m. { 5 H. 6~ in. )

2. 700 , { 8 , 10! ,, )
4.570 , (14, 1l i

.o~oo

, (

, )

19 1.!.. ,, )

29~ , )
.750 ., (
. 680 , (
26! , )
2.100 ,, { 6 , 10& , )
1.040 ,, ( 3 ,. 5 .' )
13 kg. (185lb. per sq. tn.)
4. 960 kg, (4.9 ton~)
9. 200 m. (30 ftl. 2l a m.)

1.550 , (5 , 1 , )
2.82 eq. m. (30.20 sq. ft.)
239

4. 500 m. {14ft.. 9h in.)

.OG2 m. (2 m .)
175.69 sq . m.
(1890 sg. ft.)
Hea.tling surface of firebox ... 13 32 sq. m. {143 sq. ft )
:Maximum pressure of brake
22 tons
Weight of engine empty .. .
67 ,
Weight of engine in working
...
. ..
.. .
64 ,
order
Weight on bogie ...
...
22 ,
third axle
.. .
15 ,
,
fourth ,
.. .
16 ,
,
rear ,
.. .
11 ,
,
The engine is provided with a device for heating
the carriages by steam, also with a. H ausshalter tachometer for ascertaining the speed. The pistons and
slide-valves are lubricated by two Nathan lubricators.
The tender is fitted with the Weetinghouse brake and
a hand brake ; it is carried on six whe els, 3 H. 5y""[ .in.
in diameter, the dist a nce between the end axles bemg
10 ft. 6 in. It weighs 15i tons empty, and can
carry 17.7 tons of water and 6~ tons of coal.
The new goods engines, also built in t he works at
Budapest, of the Hungarian S ta te Railways are shown
in Fi~s. 14 to 20 of our two-p age plate. These have
four driving axles, coupled in pairs, and the engines
have been designed for ser vice between the centre of
the country .and Fiume H a rbour, ~o. ~eplace the eld
engines, whtch had a too great_ 1:1gtd1ty. T~ey are
provided with two separate drtvmg m echa n1sms on
the :M allet four-cylinder compound syste m.
These
ne w locomotives are required to haul t rain loads of
394 tons over steep gradients and round curves 275
metres (902 ft. ) in radius, their maximum designed
speed being 40 kilometres (25 m iles).
The high-pressure cylinders are placed .a t the r ear,
whilst in fron t are the low-pressur e cylmders. ~he
fi rebox and boiler barrel rest on the rear frame, wh10h
is built up of 28-millimet~e {li in.) fram~ plates, w~th
suitable cross-stays. Thts rea r frame 1s made w1th
an extension in front which overhangs the front frame,
on which it rests, with the interposition of a. cast-st eel
support, the latter frame ~eing able to turn ro~nd
ver tical pivot bolts! accordlDg to the usua~ practtce.
The frames are ins1de the wheels, the cyhnders are
horizontal and outside the frames. The boiler is
built of st~el pla tes, the barrel consisting of three rings
constru cted of plates 15 millimetres (ft in.) thick.
There are two Eand-boxes, one on each side of t he st eam
dome, worked simultaneously. The principal dimen sions of th e engine are given below.
Totallengbh outside buffers 10.749 m. (35 ft. 3i in. )
Wheelbat::e . ..
.. .
. . . 6.800 , (19 , Ot"-s , )
Distance between first and
second axle...
.. .
.. . 1.750 , { 5 , 8~ , )
Distance between second
and third axle
...
.. . 2.300 , { 7 , 6! , )
Distance between third and
fourth axle. ..
.. .
.. . 1. 750 , ( 5 ., 8~ , )
Outside width of locomotive 3.100 , (10 , 2 , )
Hei~ht of centre of boiler
above l'ails...
. ..
.. . 2 260 , ( 7 , 4~ , )
Hei~ht of chimney above
ratls. ..
. ..
.. .
.. . 4.583 ,. {15 ,,
Diameter of high-pressure
cylinders ...
...
...
.385 m. (16i in . )
Diameter of low-preesure
.. .
. ..
.580 , (22}~ , )
cylinders .. .
Stroke.. .
...
. ..
...
.610 ,. (24 , )
D esigned pressure in boiler 13k~r. (186lb. per sq. in. ~
T otal length of boiler
.. . 8.491 m. {27 fb. 101 in.)
M ean inside diameter of
barrel
...
...
.. . 1 600 , { 4 ., 11 .,
Grate area ...
...
... 2.60 sq. m. (28 q. fb.)
Number of tubes ..
...
228
L ength of tube3 between
tubular plates
...
.. . 4.150 m. {13 fb: 7/ a in.)
Outside diametu of tubs .. .
.052 m. (2m.)
Heating surface of tubfs .. .154.60 sq. m . (1664 eq . ft.)
.,
,
firebox ... 12.30 ., ( 132 ,, )
Maximum draw-bar pull .. .
8.9 ton s
Diameter of driving wheels
1.220 m. (4 fb.)
Weight of engine ~mpty . ..
50 tons
,,
,
1n working order . ..
.. .
...
66 ,.
L ength of tender .. .
. .. 6 360 m. {20 ft. 108 in.)
Diameter of tender wheels .. . 1.036 , ( 3 , 4:t ., )
Wheelbase . ..
. ..
... 3.160 , (10 , 416a , )

oa , )

868

E N G I N E E R I N G.

SAL FORD

ELECTRICITY

~IESSRS.

WORKS;

TRACTION

SWITCH BOARD.

LACEY, CLIREHUGH, AND SILLAR, ENGINEERS, LONDON AND MANCHESTER .

( F'O't Description, see Page 864.)

J,.----~
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SWITCHES

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Weight empty
...
.. .
13 tons
Water capacity
. ..
.. .
12 ,
Coal
,,
. ..
.. .
8 ,
Some details of this engine are shown in F igs. 16
to 20, though these do not show clearly how the
weight of the boiler front is transmitted to the leading
frames, nor the steam connections supplying the h ighpressure cylinders. As will be seen from Fig. 17, a
spring connection is provided between the reversing
lever link and the forwd.rd weigh-bar.

+so ~ ,;oo

11'

80o - 7SO

Trials of H.M.S. "Hogue."

Fig.2G

Star- p t

hoard
Mean !!team in boilers . .
.,
at engines
Mean air preesure in
stokebolds
..
..
Mean cut-off in high
pressure cylinder, pet
cent.
..
..
..
Mean vacuum . .
.
,. revolutions
.
Mean
' High
.
P ressure IotermediatP
in
Low forward
Cylinders
.,
aft . .
High
..
I. H. P.
Intermediate
Low forward
L , aft . .

LAUNCHES AND TRIAL TRIPS.

ON Wednesd~y, the 18ch insb., the fleet of the D dut Jch

Australischen D.1.mpfscbiffa Gesellschaft, which has for
tile most parll been builb by the Flensburger Schiffdbau
G esellachafb, was further increased by the successful complebion of the trials of the ~ . P . R ostock, built by the E~ame
firm. Her principal dimensions are: Len~th, 393 ft.;
breadth, 47 ft. 8 in.; depth, 32 ft. 2 in. The carrying
capacity is 6700 t ons. She is provided with quadrupleexpausion engines by the e ngineering department of the
firm, capable of developing an indicated horse-power of
3400, having ovlindera 26 in., 37i in, 55 in., and 80 in. in
diameter by 60 in. stroke.

---

Total I.H.-P.

The trials of the H ogue were ca.rried out in a.n excep

tionally shorb period, not the slightest hitch interfering
with the programme originally drawn up by the Admiralty, and she experienced sufficiently rough weather to
establish her steadiness as a gun platform under ad verae
conditionp. On the full-power trial the mean speed of
four runs between the L1 zard and Dodmans Point was
22.06 kno ts, the speed on the four runs being respecbively
21.8 knots, 22 2 knots, 21.5 knots, and 22.75 knots, while
the d~sigoed speed was only 2L koos. The maximum

Star-

or board Port. board Port.

190
179

190
179

220

..

so

80
27. 3
74.8
41 .8
16
6.2
6
773
748
4l2
898

26.8
74.6
4~.5

15
6.6
6.2
820
746
428
414

. . 2331 I 2407

226

235
221

285
221

.4

.4

25.6 25.6
1131 111.6
102 5 104.8
84.7 84.a
13.8 13 8
13.6 15.3
2861 2874
2604 2580
1326 1361
1348 1502

8189

'

EOUALI8ER BUS BA

,/

,,

Gross total I.H.-P.

Mean speed
..
Coal

---

power was 22,154 indicated horse-power, and the mean

on the four runs 21,432, while the contract called for
21,000 indicated horde-power. The resulta. therefore. are
E:minently satisfactory. On the trial of 30 hours' duration a.b what is termed the continuous s teaming powerthat at which the vessel must go a.s long as her coal laststhe speed was 20.15 knots for 16,456 indicated horse
power; while ab one-fifth power-the ordinary cruising
condition-the speed was 13 knots for 4738 indicated
horse-pow~r. We tabulate the full results of all three
trials :

--

::

473S
13 knots
2.09 lb.

78.7
25
121.4
112.1
89.7
18.8
20.3
3,368
3,198
2,016
2,17!

..

78.7
25.1
128.6
116. 6
38.4
18.6
19.3
8,406
3,144
2,09.8
2,109

8317 10,68610,746

~--,;

---

The Rinaldo, sloop, Commander Drury Sb. A. Wake,

has returned to Sheerness from her commissioned steam
trial, which proved very successful, the particulars being
a3 follows : Pressure of steam in boilerc:c, 234 lb. ; ab
engine, 216lb.; vacuum, 25.1 in.; revolutions, 199.2 per
minute; total indicated horse-power, 1424; ~pee d, 13.4
knots. The Rinaldo will complete the preparations for
her dep:ubure for China to relieve the Plover, gunboat.

Star

- - - - - - - - - 1- - - - - 1- - - - - 1- - -1- - P061TIVE BIJS BA

On Friday, the 20bh iosb., the steamer Epsom, of the

following princiod dim~nsions, 383 fb. 7 in. by 50 fb. 6 in. by
31 ft., bUllo by Mes~ra. Ropner and Son. Sbockton-on-Tees.
t o tlhe ortiAr of th~ Britain Sbeamship Compa.ny, Limited
(Messra. Watts, WatllS and Co. ), London, made her official
trial trip in the T ees B.1.y, and made an average speed of 11~
knots. The ve~ sel will carry 7100 tons on Lloyd's summer
freeboa.rd. and is fibbed with triple-expansion engines by
Messrs. Blair and Co., Limited, of Stockton-on-Tees, with
a working pressure of 200 lb.

80 Hours'
SO H<'urs
Ooal Con
Coal Con
8 Hours'
sumption,
sumpt.ion, Full Power,
December 11 December 13 December 17.
nnd 12.
and 14.

16: 456
20.15 knots
2. 05 lb.

21,432
22.06 knots
2.06 lL.

The trials, it should be stated, were carried out with a

close approximation to service conditions. The coal wa~
not hand-picked, nor were the stokers specia.lly-trained
men. The Hogue is an armoured cruiser of 12,000 tons
displacement a.t 26 fb. 3 in. draught, her le11gbh being
440 ftl., and her beam 69 fb. 6 in. She has 6-in. armour
on her broadside, and her armament includes two 9.2-in.
breechloading guns, with twelve 6-in. quick-firers, and
17 smaller weapons. The Vickers mountings for 9. 2-in.
guns have in their trials enabled five rounds (380 lb.) per
minute to be fired. The machinery of the Hogue is of
the twin-screw t riple-expansion type, each set having
four cylinders, respectively 36 in., 69 in., and two at
68 in. in diameter, all having a sbroke of 48 in. The 30
water-tube boilers have an aggregate ~rate area of 1650
square feet, and a heating surface of 51,600 square feet,
and on trial the power wa.s equal to practically 12 indicated horde-power per ton of machinery.
CHARLESTON.- A South Carolina. and We3t Indian
exhibition has been formally opened a.b CharlE-sbon, South
Carolina. Senator Depew wa.s the ora.bor of the ocoa.sion,
and a congratulatory message was sent by President
Roosevelb.

E N G I N E E R I N G.
S A L ] ORD

EL EC TRI C ITY

~1ES 'RS.

W O R KS;

LACE, CLI REHUGH, AND

OF

DET A ILS

S 'V IT C H ES.

'ILLAR, ENGINEER , LONDON AND l\LANCHE 'TER.

(For Descri;ption, see Puge 864.)

4!

W IRE

C I R CUI T

12 W I R I

CIRCUir

MAIN

.Fig.Sa

AUTO CUT OUT~ .

Fig.2'1.

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DIAGRAM OF MOTOR

TRO&. I. CY

S WITCHB OARD,

CON T RO&. t. RS.

GENERA L 0/ACRA M OF CONNEC T /OH S

MOTOR

OIS TIII D UTIOH IJ OA no N I

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2S AMPS.

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DIAGRAM OF MOTD fl D ISTRIBUTI ON

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BOARD S

1S A MP I ,

No 2 3, 4 ,&S .

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0 ATALOGOES.-The General Electric Company, of 67,

88, and 92, Queen V iotoria.-sbreet, London, and also of
Manchester, G lasgow, and Birmingham, send us a copy
of their catalogue of dyn am~, motors, startere, field
rheostats, speed regulators, arc lamps, resistances, fans,
&o. They are introducing the Angold arc lamp. These
are made with single and double car bone, open and enclosed, and for direob and alt ernating ourrent. They
are claimed to be very efficient. and they are moderate
in price. There is a considerable section dealin g wtth
lifts, in which there is described an automatic controller,
which makes ib possible to dispense with any t hing in the
na ture of a hand rheostat. P ortable electric t ools and
cranes of various kinds are described, and there is much
interesting to the en ~ineer who is thinking of introducing
electric power into hts works.

IJ

SWITCH INTEitLOCKLO.
WI TH $ HUNT Rl!GV I. ATOR.

'-- .JCHOPPER S WjrTCH

'

CHOPPER S WITCH .

....

20Qa.tun:p S.P.

"""'SI I

~~

E LKOTRICITY AT H uLL.- The Electric Light ing Committee of bhe Hull Town Council has provisionally agreed
to supply E arle's shipbuilding yard (now the property of
Mr. 0. H. vVilson, M .P .), with electricity for three years
in bhe following berms: E xceeding 300,000 units, and nob
exceeding 750,000 units, l~ d. per unit; exceeding 760,000
units, and nob exceeding 1,600,000 units, l i d. per unib;
and exceeding 1,500,000 units, ld. per unit. The electrical engineer re ported thab to carry oub this supply an
expenditure of 9202l. would be necessary. The council
would require four transformers, a.b a cosb of 2780l., and
the mains would cost about 6000l. The chairman (Mr.
Skinner) said the current would be req uired in aboub bwo
months, a statement whioh fixes bhe date of the re-openin~r
of the yard. It is estimated that 900,000 units per
annum will be required, of which fu lly 90 per cent. will
be for motive power.

8jo

E N G I N E E R I N G.

NOTES FROM CLEVELAND AND THE

Ne>RTHtjRN COUNTIES.
MIDDLESBROUGH, Tuesday.
. The Olwel~ Iron Trade.-Holida.ys have, a'3 usual,
mterfer~d lar~eJy with bueiness, and in the absence of
transactiOns the fixing of quotations is no very easy
matter. Sellers will. not, as a rule, quote below 433. 6d.
for prompt f.o.b. dehvery of No. 3 g.m.b. Cleveland pig,
and makers d eclare that that is an unremunerative price.
Grey forge i~ still a.bo?t 43~. 6d., the supply, though
hebter thA-n It _was, bemg st11l anything but plentiful.
Foundry No. 4 JS put at 43s. 3d., but, perhap~, less might
be taken. The demand for East Coast hemati te pig has
~allen a.w~y considerably, and there is now a good deal of
1ron offermg at 58s. for {:arly delivery of Nos. 1, 2, and 3.
West Coast firms are competing keenly with Tees-side
!Ilakers. Spanish ore maintains its price, but reduction
1s generally looked for in the early fu bure.
Manufa?tured Iron and Steel.- Little or nothing new
oan. be sa1d of the manufactured iron and steel trades.
As m other branches, business is to all intents and pur
po3es suspended. Prices are pretty much the same as
those ruling last week.
Coal and qoke.-Coal quota.tions show lihtJe change
for early dehvery; but lintle inclination is shown to do
forward business, a general impression prevailing that
prices will be easier in the near future. Average blastfurnace coke is still 16~. 9d. d elivered here, and the
supply, though better than it wa~:~, is n one too plentiful.

NOTES FROM THE SOUTH-WEST.

Ca,diff.-The steam coal trade has maintained a strong
tone, but business has ab the same time been interrupted
by t~e Christmas holidays. The best steam coal has been
makmg 16s. 6d. to 16:~. 9d. per ton, while secondary
qualities have brought 15s. 9d. to 16s. per ton. Household
coal has been in strong demand both for shipment and
inland consumption. No. 3 Rhondda large has been
q uo~ed at 16s. to 16s. 3d. per ton. Foundry coke has
realised 22~. to 23s. per ton, and furnace ditto 18.s. to
19s. 6d. per ton. As regards iron ore, the best r~bio has
brought 14s. 3d. per ton, while Tafna has made 15J. to
15.3. 6d. per ton.
K~y~ College.-The officials at tLe Royal Naval
Engtneermg CollE'ge, Key ham, have been informed that
the Lords of the Admiralty intend entering forty-six
e~gineer students in July. Of this number, forty-t wo
Will be entered by open competition, two will bs n omi
n ated colonial candidates, and two nominated set vice
candidates. In the event of the colonial and nominated
service candidates failing to qualify at the examination,
their places will be filled by candidates from the open
competition list. Two studentships in naval construction
will be offered to the most successful candidates on the
open competition list.
The Electric Light at Card~tf -At a meeting of the
Electric Lighting Committee of the Cardiff Town Council
on Tuesday, Mr. Ellis, electrical engineer, presented his
monthly report. This showed that there had been an increase of 44 per cent. in the amount of current generated,
and the receipts were 1607t. , compared with 1490l. in the
corresponding period of last year. Tenders for a further
~upply of cables were opened, and that of the British
Insulated Wire Company, at 12,656l., was accepted.
Portsmouth Dockyard.-A 50-acre plot of land which is
to be taken into Portsmouth Dockyard is to come within
the walls. The new ground will b e chiefly used for timber
stacking.
Ystradfellte.-A special meeting of the Neath Rural
District Council wa2 held on Monday for the pnrpose of
authorising the chairman to seal a petition in support of
a Bill in connection with the YstradfeJlte water scheme.
It was decided by 14 to 2 to proceed with the Bill. The
c ost of the scheme i~ estimated ab 163,000l. A red uction
on the original estimate of 173,000l. has been effected
in consequence of the withdrawal from the scheme of the
Neath, Briton Ferry, and Abera.von districts.
Provincial T ramways Company, Lirnited -The 44th
ordinary general meeting of the Provincial Tramways
Company, Limited, was held in London on Friday. The
chairman, in moving the adoption of the directors' reporb,
and that a dividend of 6J. per share be paid on the ordinary shares, said the profits had risen from 10, 990l. in
1891 to 3t,205l. in 1899; and if the company bad retained
Portsmcuth last year, the net receipts would have been
37,000l. For the Portsmouth undertaking the company
had received altogether 216,801l. As against tbab, the
directors had charged to Portsmouth 169,976t., so that
they had received a surplus of 55,000l. It was agreed to
give the directors power to substantially recognise the
thirty years' services of Mr. Glenn.
Briton Ferry.-The smeHing furnaces at the Briton
Ferry Steel Works and alw those ab the Albion Works
have been in fuJl operation. The s!l.me may be said of
the various tinplate works. The engineering works have
also been well employed.
PERSONAL -Sir Alexander R. Binnie, M . In'3t. O.E.,
A.sks us to state that in future his address will be 9, Great
George-street, Westminster, S. W. - :Niessrs. Ruston,
Proctor, and Co, Limited, engineers, Lincoln, announce
that on and after the 30bh inst. their London address will
be 46, Queen Victoria-str~e~, E C.-Messra . . Ll?yd and
Lloyd, Limited, of the Alb10n. Tube Works, Bun;nnghan;t,
inform us that on the 30bh mat. they are leavmg their
present London offices for large r premises at 50, Cannon~:ree~, L "'nd cn, E . 0.

IVIISCELLANEA.

sand . The throwing de~ended upon the height and distance: thrown, but was mdependent of the character of
the material. The weight removed each shovelful depended upon the man. A powerful labourer will take 22 lb.
at each shovelful, but the average is not more than 12 lb. to
14lb. After an immense amoun~ of information of this kind
had been gained, it was found necessary to start afresh
a~d to use shovels sp~cially adapted to each particula;
kmd of work. That 1~, n ew sets of shovels were obtained, and instead of sending a. man out in the morning
with a shovel, and allowing him to carry it all over the
premises a~d use it. indiscriminately on coke or ore,
shovels of different stzes and shapes were used for different materials. The result of this elaborate investigation was that the staff of commQn labouren, which averaged
400 or 500, paid 1.15 dole. (4s. 9~d.) per day each, has been
cut down, and the work is now done by 85 men, who are
paid at the rate of 1.85 dols. (7~. 8!d.) per day each.
Similarly, in the pig-iron department the average amount
of pig loaded per day per man was 12 t ons ; buo since the
investigation referred to this figure has been increased to
45 tons a day. It is true that it is not every man who can
stand this rate of work, but Mr. Halsey states that there
is no difficulty in getting men wh o can, and who are
attracted by the high rate of p9.y offered.

AN attempt is to be made to consolidate the American

zinc-smelting companies, which at present produce 140,000
tons annually, whiht the European production reaches
about 380,000 tons. lb is hoped, by the employment of
ample working capital and the careful selection of
n;tanagers, to effecb large economies in the cost of production
As an instance of the importance attached to experimental work by the m ore prominent American manufacturers, it is interestin~ t o note that Professor R. A. Smart
has resigned his posit10n at the L~ Fayette U niversity, in
order to take charge of a department of experimental
engineering at the works of the B F. Sturtevant Company, Boston, Mass. This qepartment has been estab!i~hed for the purp<?se of investigating all problems relattng to blower pracb1ce.
A recent issue of La M eoanique (Vve. Ch. Dunod,
Paris) contains a detailed description of the lifting and
conveying plant exhibited at the recent Paris Exhibition.
The article forms the eighth of a series on mechanics ab
the 1900 Exhibition, prepared under the direction of a.
committee of engineers, of which M. Ha.ton de Ja G oupillie re, Member of the Ins titute, is president, and M. Gustave Richard is secretary. The whole series is to be comBREl\lEN.--The aggregate burden of the shipping which
pleted in about twenty issues, and will ultimately be
entered the p ort of Bremen in the first 11 months of
published in book form at a price of 60 francs.
this year was 2,471,000 tonP, in round figures, as compared
In a letter to the R'Lilroad Gazette, Mr. J. B. Thomas with 2,274,000 tons in the cOrresponding period of 1900.
contends that there are at least 120,000 cases per annum
of trains parting in two on American railroads. Whilst
GRIMSBY DooKs.-The Board of the Humber Comthe general use of continuous brakes prevents these incidents becoming a serious danger, they nevertheless must mercial Railway and DJck Company has been organised
cause much trouble and delay. Mr. Thomas attributes as follows : Mr. E. Chapman, M.P., vice-chairman of
their occurrence to the use of a rigid coupler, whioh is the Great Central Railway Company; Mr. Alderman
subjected t o heavy lateral strains when a train round~ a Doughty, M.P.; Majl)r Sutton-Nelbhorpe; Mr. B easley,
curve. He suggests that all .cars more than 35 ft. in of Liverpool; Mr. Vicars, of L eicester; Mr. Alderman
Sutcliffe, of Grimsby ; and Mr. Mansfeldb Milia. The
length should be fitted with flexible drawheads.
directors wHl meet shortly at Grimsby, and there is reason
In their A nnual Trade Review just issued, M essrs. to believe that the new works a uthorised by the company'~
Boiling and LO\Ve, of 2, L 'l.wrence Pountney-hill, E. C., Bill, and towards which large local subsidies are promised
report that the closing year has been leas satisfactory in will be shortly commenced.
the iron and steel trades than 1899 and 1900. Export
business, both as regards quantity and prices, has
diminished. They remark that the iron ore imported is
MERSEY DocKs AND HARBoUR BOARD.-At the last
principally that containing 50 per cent. of iron, and that mt~eting of the 1\1ersey D ocks and Harbour Board, Mr.
new mines have been opened m Spain and Scandinavia, Roberb Gladstone, the chairman, reviewed the work of
so that at Lulea some 6000 tons a day can now be loaded. the pant year, n.nd referred in detail to the dock improveThe Swedish output, it is thought, will soon reach ments and extensions which had been completed or were
2,000,000 tons per annum, most of which is taken by in progress. A llusions were made to the development! of
Germany.
the corn-milling trade on the Birkenhead portion of the
A simple and ingenious automatic slip-hook has re- the Board's estate, the chairman remarking that be had
cently been introduced by the Hardy Patent Pick Com- it on the authority of a distinguished member of the
pany, Limited, of Sheffield, for use with cranes and lifting corn trad~ .that Li ver.pool and Birke':lbead were now the
gear of all types. In using it the b ox or bucket to be largest mllhng centres m the world, with the exception of
tipped is suspended by three chains, one of which is pro- Minneapolis, in America. During the year the Board
vided with the eliphcok in question. A sprin~ tends to bad mad e a provisional arrangement for leasing a portion
open this hook, but its action is opposed by fnction due of the Tranmere foreshore for a shipbuilding yard, and
to the weight of the bucket and its load. As soon, how- he hoped this might be the beginning of a revival of thiR
ever, as this load is relieved by the bucket coming in important industry, which appeared almost to have passed
contact with the ground or tipping pile, the spring is away from the Mersey. As to wireless telegraphy, in had
able to open the book, and on winding up the bucken its recently made gratifying progress, and at present the marine
contents are )eft b~hind. The makers point out that with committee of the board had under consideration the adthis system the load is not dropped from a height, as with visability of adopting the system in connection with their
certain other tipping devices, and hence dust and break- lightships and lighthouses. Speaking of the future, he
remarked that lately rumours had been revived of stiJl
age are reduced to a minimum.
larger steamers than had yet been built. He had heard
In his addree~, as President of the Institution of Marine a whisper as to some mysterious steamers which were to
Engineers, Mr. J obn Oorry gave particulars as to the b~ 800 ft. long. The bc,ard had now, he believed, got
coal consumption of large cargo steamers. One of theEe, ample room to handle an 800-fb. steamer ab the docks,
displacing 10,085 t ons gross, measured 393 fb. 5 in. in but not without some little risk. In anticipation of
length by 46ft. 8 in. beam by 31 ft. moulded deJ?tb, and further extensions of the port, the board had forestalled
her dead weight capacity was 6900 tons. Her engmes bad future necessities by purchasing a large area of land at
cylinders 26~ in., 4-l in . and 73 in. in diameter by 48 in. Seaforth, where new docks could be constructed as
stroke, to which steam was supplied by three single- required.
ended boilers, with 152 square feet of grate ar'ea and
6270 ft. of heating surface. Howden's system of forced
THE INSTITUTION o~ C1vrL ENGINEERS-MEETING oF
draught was used. On the run from London to Melbourne, at an average speed of 11.9 knots, the coal con- STUDEN'l'S -A meeting of the Students of the Ins~itution
sumption was 33 tons per day for all purposes; the of Civil Engineers was held at the Institution on Friday
engines indicated about 2350 horse-power. Another boat evening:, Decembe~ 20, Mr. F. S. Courtney, M. Inst.
referred to was of fuller model, being 440 ft. l ong by C. E., m the Cbatr, when a paper on "Transmission
53 ft. 1 in. heam by 33 ft. 1 i n. moulded depth. The dis- Dyna~om~ters " was read by Mr. A. M. Morgan. The
placement on a draught of 26 fb. 11 in. was 14,395 tons. foll?wmg 1s an abstract of the paper : In this paper
Her engines bad cylinders 27 in., 46 in., and 78 in. in var1ous forms and ~odifications of transmission dynadiameter by 48 in. stroke, and indicated about 3000 horse- !Dometers are descnbed, .a nd. some novel designs are
p_S>wer. The four single-ended boilers, supplied with mtrod t~ced, bu~ the author IS chtefly concerned with thoEe
Howden'~ system of forced draught, were designed for a ?f a duect a~tmg character, and especially those belongworking pressure of 200 lb. per square inch, the total mg to a cerbam class of dynamometers, in which the disgrate area being 19! square feet, and the heating surface placement of spring couplings efferts a horizontal motion
7849 square feet. The run from L ondon to Adelaide of a co~la.r along the sh~ft. ~ "torsion-of-shaft " dynamowas made a(a speed of 12.04 knots per hour, with a con- 11?-eter IS 1llustrat~d wb10h IS constructed upon this prinC!ple. The workmg of dynamometers in general is consumption of 42 t ons of inferior Welsh coal per day.
Sidered in reference to their calibration and accuracy and
Mr. T. H. Halsey, who, we believe, if not actually also with respect to severe and irregular conditions of ; orkthe inventor, was ab least one of the first to thoroughly ing. The principal features of each form of instrument are
d evelop the premium system of paying labour, gives separately investigated, and the advantages and disadvan
a very interesting description of the steps taken by tages of its adoption for various kinds of work are conthe Bethlehem Steel Company to reduce the amount sidered ; the C?St of t~e app~ratus! the space occupied,
of common labour employed in shoveJling coal, ore, and .the attent10n requued be~ng diScussed. A compariand the like. A special staff, consisting of graduates ~on IS ~rawn bet.ween those wh1ch ~bs_orb power by directly
from technical colleges, were engaged, and have spent a mvolvm g a. sertous amount of fr10t10n, and those which
period of three years in studying the problem. They indirectly entail loss owing to the action of centrifugal
were provided with stop-watche~:~, which to facilitate the fQrce. ln conclusion, the author has entered upon a short
reduction of records were graduated to read in hundredths discussion on springs and spring couplings, and a. few
of a second instead of on the usual system, and suitable remarks are also made upon recording scales and the gear
blanks were also provided for keeping these records. It was for operating them,_a~d on taking obser!atione. ~~inally,
found that shovel work of the kind in question was a function the prospect of arn vmg at a final solut10n on other lines
of three distinct variables. Thus the time taken to insert than those described- namely, by electricity-is discussed.
a shovel into a pile was different if it was shoved into the The readin~ of the paper was followed by a brief discustop of the pile from what it was at the bottom with a smooth sion, in whtch Messrs. A . Bromley Smith, H. M. Warner,
floor to work upon. It varied also with the material, and J. W. M. Topley, and F. Wrigbt, students of the Insti
tock lorger with coke, for example, than it did with fine tution of Oivil Eogineer~, took part.

E N G I N E E R I N G.

NOTES FROM THE NORTH.

GLAsoow, Tuesday.
Gla_sg~w I ron Market.-A good business wa~ done in
the ptg-uo~ warrant market on Thursday. The tone was
steady until near the close of the forenoon session, when,
on th e ~nnou noemenb of the sudden death of Mr. Hugh
Kekew10b, a prominent member of the London Metal
Exchange, Scotch iron, which had been quoted ab
55s. lO~d. per ton in the morning, dropped to 533. per ton
cash. Oleveland,. on .the other band, rose l~d. per ton on the
d~y; hub bemattte tro.n dropped tijd. per ton. The market
w11l be olo~,od on Cbr~stmas Day and the bwo following
d ays (25th m s b., 26th mat., and 27th ins t.), and from midclay nexo Tuesday, December 3 l, un til the mornin~ of
January 3, 1902, for the Tew Year's Dtl.y holidays. The
settlement prices last Thursday were: Scotch, 55~. 3d.
p er ton; Cleveland, 433. 7~d.; C umberland hematite iron,
56~. Gd. per ton. In the forenoQn the turnover amounted
to a.bou b 15,000 tone, and in the afternoon it reached 7000
tons. Trye market for Scotch pig-iron warrants was in a
mosb exo1ted state on the forenoon of Friday. General
regret was expressed at the sad event on the London
Meta.~ Exo.ha.nge, and ib was thought in some quarters that
the s~tua.t1on would not be much affected. On Friday
mormng the members of the local market were quite
sbaggered by the serious statement telegraphed from
L ondon. Fear~ tba~ the troub~e might go further led to
a.n?ther break m pnces on Fnda.y of 4s. per ton in the
price of Scotch, at> 49a. per ton. ' Bears " covered on the
fal_l, but it is questioned if they made any money by
domg so, ns some months ago they sold heavily at
lower figures than those prevailing on Friday. The
close for the forenoon was steady at the red uotion and
the excitement bad gone off. Cleveland losb 4~d. per' ton
and hema.tite iron 1~. In all some 15,000 tons were dealb
in, including 5000 tons of Scotch iron. A general sor b of
business was done in the afternoon, and prices finished
steady ab near the forenoon's closing level. Private wires
from L ondon stated that the liabilities were expected to
be very hea.vy. The settlemen b prices were : 48s. 9d.,
43s. 3d., an~ 55s. 3d. per ton. The ma.rkeb on M onday
forenoon d1splayed a better tone after the upsetting
events of last week. The turnover was small-nob exceeding 5000 or 6000 t ons. Scotch warrant3 improved
8~d. per ton to 49a. 4d. cash buyers, while Cleveland
was 3d. per ton up ab 43s. 4~d. cash buyers. Only
20~0 . tons changed hands in the afternoon, prices
fimshmg about a penny under the forenoon closing
rates. The settlement prices were: 49a. 4~d., 43s. 4~d.,
and 55s. 6d. per ton.
Glasgow pig-iron market was
very quiet this forenoon. Scotch warrants were unchanged at 493. 3d. cash buyera, while Cleveland was 1!d.
per ton down ab 43s. 2d. cash buyers. The turnover
was about 10,000 tons. In the afternoon only some
4000 tons-all Cleveland-was sold, and prices were
firmer. The market is now closed till nexb Monday for the Christmas holidays. Tbe eettlemenb prices
were 493. 4! d., 433. 1! d., and 553. 3d. per ton.
For some time past the control of Scotch warrants has
been entirely in the hands of a. very old firm of dealers, in
London. who evidently bad intentions of cornering the
cc bears " in Gla~gow ab the end of the year. The same
firm being large ., bull " operators both in copper and tin,
had heavy differences to face, which crippled their resources, and on Friday morning they announced their
inability to meet their engagements. The "corner " in
Scotch warrants therefore suddenly collapsed, and the price
fell to 48s. 9d. per ton. That is now a. moderate figure wi th
such a emall stock. Cleveland warrants were not affected
to any great extent by the fall in Scotch, as the price of
43s. 3d. to 43~. 6d. per ton is looked upon as a low
one. A large amount of busioef!s has been done during
the week, makers in the north of England reporting heavy
sal~. But with the near approach of the holidays there
has been only a moderate amount of ~pew business doing
with local consumers, but the deman~a~aiost current contracts continues heavy. American aov1cea came stronger
than ever, wibh large sales reported at higher prices for
January delivery. The number of furnaces in blast is
sbill83, one. at Eglinton W orks, having been changed from
hematite iron to ordinary iron. At this time a year ago
there were 84 furnaces blowing. The fo llowing nre the
quotations for No. 1 merchant's iron : Clyde, G6s. p er
ton ; Ga.rtsherrie and Ca.lder, 66s. 6d.; Summerlee and
L angloan, 70?.; Coltness, 71~.-the foregoing all shipped ab
Gla~gow; Glenga.rnock (shipped at Ardrossan), 65s. ;
Shotts {dhipped at Leith), 69~. 6d. ; Carron (shipped ab
Grangemouth). 67s. 6d. per ton. The stock of pig iron
stood on lYiooda.y night ab 58,549 ton s, ~ com~a.red with
58,291 t ons yesterday week, thus showing an mcrease of
258 tons for the week, minus one day.

livered to the students. They commenced with a course

of four lectures given on "Cellulose," the lecturer dealing
with the modifications of the substance. These were
followed by a course of other four lectures, bwo on succeeding Thursdays and Fridays on cc Explosives," the
lecturer in this oa-se being Mr. Oscar Guttma.nn, F.I.O.,
F.O.S., L ondon, who has been connected for 25 yeara with
the manufacture of explosives in many parts of tbe world,
and who is an authority on the subjech. He dealt
largely with gunpowder, nibroglycerioe, and dynamite,
and with blasting gelatine, gunootbon, fulminates, &c.
The lectures were attended by chemical students from
Nobel's Explosives W orks at Ardeer, and by inspectors of
explosives. In all about seventy students attended the
lectures, which were well illustrated by specimens, by
experiments, and by lantern views.
New Steamers for Canada.- Within the past few days
the Qceen's It~laod Shipbuilding Yard, Belfa.stl, has been
visited by two gentlemen from Canada.-Ca.ptain Fa.rquhar
and Mr. H etty - to ask for tenders for three steamers,
each of 825 fb. long. They are wanted for a. powerful
syndicate, who propose to run them between Canada and
the U cited Kin~dom. After completing their inquiries
ab Belfa~t they left to visib Gl~gow and the North-East
Uoast of England.
Corporation E leoflrioity for St. Enooh Station. -Some
time a~o the Glaagow and South-Western Railway Company mtimated to the Corporation that they were prepared to enter into a ~pecial agreemenb to take a
supply of current for Sb. Enoch Station and other pre
mises within bhe city to an esti mated extent of at least
660,000 units per annum, for three years from June llasb,
and thereafter from year to year, until the agreement is
terminated by either party on twelve months' previous
oobict', a.t l ~d. per unit. This proposal, which had already
been approved of by the electricity committee, came
before the t own council last Thursday, and, after some
discussion, was agreed to.
Mr. John Colville's Will.-Tbe inventory of the estate
of the late Mr. John Colville, M.P., has been lodged
with the sheriff-clerk at Hamilton. It transpires that the
amount of the estate of the deceased amounts to a neb
total of 91.305l. 2s. 3d. He has made provision for three
sums of lOOOl. each to be disposed of. In all cases they
are for religious purpos~.
The E mployes of M essrs. Colville, of Dalziel Steel
Works, Motherwell. -To the various infirmaries and
other philanthropic institutions in Glasgow these workmen have contributed a sum of 340t. Os. lld. in the past
year.
T he Week's Meetings. -Two meetings of scientific
societies have taken place this week. One was the
Institution of Oi vil Engineers, Glasgow Association of
Students, Mr. C. C. Liodsay, M. Inst. C.E., President,
in the Chair, on Monday night. Mr. James Canacber
read a paper on "SruaU-Span Bridges," which be
treated in a very able manner, specially dealing
with the opinions of many eminent engineers given
before the Institution of Civil Engineers aboub two
yeara ago, when the effect of a moving load on
bridges was discuesed. An interesting discuesion followed, and a hearty vote of thanks was passed t o the
author. The other meeting was that of the Ins titution
of Engineers and Shipbuildera in Scotland. Mr. W.
Foulis M. Inst. C.E., President, in the Chair. The
chief item of business was a. paper on ''Rudders," by
Mr. J. Foster King, who discussed the subject from
many standpoint!?.
H e seemed to be ot opinion
that a square rudder was the mosb satisfactory form
to adopt. From such data. as he had obtained, the
minimum for modern sailing vessele, and for coasting or
other steamers which required to manreuvre under their
own steam, ab slow speede, in narrow waters, was about
1.4 square feet per 100 square feet of middle line plan-e.
An excellent discuseion followed the reading of the
paper.

NOTES FROM SOUTH YORKSHIRE.

SHRFim~LD,

Tuesday.
She,(fi.t:ld OhQ/mbcr of Commerce wnd Limtited Liabtlity
OornprHni es. - 0n Thur.: da.y the Council of the Sheffield
Chamber of Commerce passed the following resolution on
the motion of the L ord Mayor (Alderma.m G . Senior),
seconded by Mr. T. W. Ward: "That no limited liability company shall be able to issue mortgage debentures or mortgages, or any other form of security, for
more than 50 per cento. of the J>aid-up capital of such
company at the date of the 1ssue withoub calling a
general meeting of all shareholders, and issuing a oocice
to every creditor; and in no ca~e shall the book debts,
finished goods, or goods in process of maoufn.cture, be included in any charge." This resolution is to be submitted
by the Sheffield Chamber ab the annual meeting of the
Associated Oha.mbers of Commerce.

Sulphate of Ammonia. -Sulphate of ammonia is

steadier in tone. For prompt delivery the quotation
f. o.b. ab Leith lOt. 17s . 6d. per ton is asked. while
business haa been done at Glasgow at lOt. 18s. 9d. pH
ton. For spring deliv ery the prices range from lll. to
llt. 23. 6d. p er ton. The shipments to the end of NoIron and Steel.-The past year has been one of declining
vember this year show an increase of close on 6000 tons trade, and it is long since, in the heavy branches, there
over tlbose for the corresponding period of last year.
was so little work to be brou~ht forward. Competition
West of Scotla;nd bon a;ncl Steel Institute.-The third has been keen, and, prices havmg been severely out, great
meeting of the session of this Institute was held last inroads have been made into profi~. During 1901 the
Friday night, Mr. William Jacks, LL.D., President\ in Government have placed armour orders for the battlethe Chair. A paper by Mr. W. H. Farnell, on cc Sban- ships Queen and Prince of Wales, and the first-class
dardisation of l 'ests for Iron and Steel," which wa-s held crUisers Berwick, Corn wall, Cumberland, Donegal,
a~ read, was placed before the members for discussion; Lancaster, and Suffolk. Throughout the earlier months
and subsequently a. paper on "Kilns '' was read, the there was ample employment in all the armourauthor being Mr. R. Thomson. The discussion on this plate departmen ts, and the Government were pre~sing
for early deliveries. Now, however, owing to the heavy
subject will come up ab the next meeting.

expenditure in connection with the war in South Africa.,

"Yom1g" Ohai1 of Tcohnicat Okemistry .- The governors the naval programme is being thrown back, and muoh of
or trustees of the " Young " Chair of Technical Chemistry the expenstve machinery only recentlr pub down to meet
have this year ~one on a. new back with the lectures de- the demands of the G .>veroment 1s pra.~t;cally idle.

Specifications are, however, shortly expected for seveul

of the new ships included in the most recent Government programme.
South Yorkshire Coat T rade.-Coosiderable activity
has prevailed during the week at> the pits in this district.
The outpub hCJ.S been unusually large, but the demanci
has been equally great. Provision i:S being made both
by merchants and manufacturers for the holidllys. and
little business is expected to be done from now until thA
opening of the new year. Locally the salesmen have had
as many orders for house qualities as they could deal with,
the eevere weathet ha.viog caused a rapid inorea~e in
consumption. BusineEs with the Metropolis has also been
above the average, and large s upplies have also been forwo.rded to the eastern countits. Prices are firm. Besb
Silkstooe coal is making up to 143. per ton; Barnsley
houAe, 133.; and nu~. lls. per ton. An unusually brisk
trade is bemg done in bards, which ab this period of the
year are usually only in quiet demand. Forward sup
plies are being required by the railway companies, and so
good is the general business that no inconvenience is being
caused by the slackness of business at the Humber por ts.
li'rom 9~ . to 10~. per ton is quoted for Barnsley bards.
Gas coal is moving away freely, and there is an improved
demand for engine fu~l. Nuts are making from 83. 6d. to
93. 6d. per ton ; screened slack from 53. per ton ; and pit
sla{)k from 3s. 6d. per ton. Ib is intended by the ownera
to play their pits two days this week and two the next,
but it is probable that the men will take longer holidays.
FnExcn COMMERCE.-The value of the imports inb'>
Fra.noe in the first 11 months of this year amounted to
172,086,560l., aa com pared with 170,467,520l. in the corresponding period of 1900. The value of the exports in the
firsb 11 months of this year was 152, 585,000l., as compared
with 149,065j360t . in the corresponding period of 1900.
ANTJ PODES.-Electrio lighting and
power is receiving increased attention throughout Australia. The General Electric Company, of Scbenectady,
is busy with the Sydney tramway service. A credit of
50, OOOZ. has been placed on the estimates for a M elbourne
to Sydney (680 miles) telephone line.

ELROTRIOITY AT THE

THE Nxw AMERICAN SHIP SuBSIDIES.-Ib was made

clear by the remarks of President> Roosevelb, in his
message to Congress, and of the Secretary of the Treasury
in his annual report, that another determined efforb
would be made in the current session of Coogre:s to palls
a Sbip Subsidy Bill for the encou ragement of a really
modern Amertcan shipbuilding industry. There has
been no waste of time in inaugurating \his ~ffort, for
Senator Frye has introduced an amended Ball designed
to afford the requisite encouragement, and, at the same
time, to conciliate those interests which wrecked the
measure of the last eession. The new echeme is rather
less unreasonable than the old. It is proposed to pay
1 cenb per groes ton for every 100 miles cuvered in the
foreign trade, with a. maximum of sixteen entries in a
year, steamers and sailing v~sels to participate alike. To
encourage the coostruc1.ion of fast steamers, the following
maximum mail ratt s per grms ton for ~very 100 knot s are
contemplated: Over 10,000 tons : 20 knots an boor,
2.7 cents; 19 knots, 2.5 cent~. Over 5000 tons : 18 kno~,
2.3 cents; 17 knots, 2.1 cents; 16 knots, 1.9 cents;
15 kn o t~, 1. 7 cente. Over 2000 tons: 14 knots, 1.5 cents.
Rates for mail steamers to the West> Indies, Central
America, and h'Iexico caonob exceed 70 per cent. of the
maximum rates. In order to encourage the building of
n~w ocean vessels, an additional allowance of one fourth of
a cent per gross ton is intended to be made for five years.
Any vessel to receive the general subsidy musb carry mails
if required, and must brain in eeamansbip or engineering
one American you th for ea.oh 1000 tons, the veseel to
be ab the service of the Government if requ ited for
defence. She must be cla.t!sed A 1, and ab )east onefourth of the crew must be Americans. Tbe Bill does
not provide American registry for foreign ships owned by
Americans. Tbe measure rejecte.d last ssston providtd
1i cents per gross ton for each 100 knot~. not exceeding
1500 knots sailed, and 1 cent. for each additional100 knot ~,
vessels to carry frtm U oi ted States ports ab )east 50 per
cenb. of their capacity. ::>team v~sels of over 2000 gross
tons, suitable for carrying the mails, were to have the following compensation, in addition to the above rates : 12
knots, 0.5 cent per too; 14 knots, 1 cent per too; 15 knots,
1.1 cent per ton ; 16 knots and over. 1.2 cent per gross
too. Veesels of over 4000 tons : 17 knots, 1.4 cent per
t on; 18 knots, 1.6 centl per ton; 19 knots, 1.8 cenb per t oo.
Ve~sel s of over 10,000 tons: 20 knots, 2 cents per ton ; 21
kno~. 2 3 cents per ton. Foreign-built vesEels admitttd
to American registry were to be entitled to 50 per cent.
of the above rates. It will be seen that 8pecial
efforts are directed towards providing a. good class of
steamer which can be utilised for transport purposes
in times of war. The marked revival in ehipbuilding since the war \vith Spain seems to the observer
t o indicate that the new American mercantile marine
stands in no ne( d of coddling. The cost of construction
is higher. The Atlantio Transport Company has two
steamers building by Messrs. Harla.nd and W olff, which
will cost 292, OOOl. each, and two identically similar building at Camden, N.J., which will cost 380,000l. eaoh. This
difference, we believe, would be wiped out if materials
were nob kept ab absurdly high prices by the trusts, aided
by the tariff. Even the greater cost of construction is
not I?reventin~ the natural growth of a modern shipbuilding mdustry m the country. It must be allowed, however, tha.b greater strides are being made in the foreign
tonnage controlled by Americans than in the new tonnage
turned oub to eT~ joy the benefits of Ameri ~a.n registry,

E N G t N E E R I N G.

THREE-TON ELECTRIC TRAVELLING CRANE.

CON 8 TRUCTED

BY

ME SS R S.

O OWANS,

SHE L DON, AND

C O. ,

LIMIT ED,

CA RLI LE .

'

'

'

'

..

'

<

..

..

SEVENTim~ cr anes of the form illustrat ed on this cou pling-boxes placed at convenien t dis tances along take the r ope withou t overh p.

Jage have been s up plied b y Messrs. Cowans, S heldor.,

aud Co. , Limited, of Carlisle, to the N orth- Eastern
R ailway Comp any, for use at their dock at Mi d dlesbrough. It will be seen that t hey are of g reat height,
the dis ta nce from the quay t o t he centre of the
pulley at the end of the jib being 60 ft. , while
the r adius is 44ft. 9 in . T he crane is carried on a
fram ed pedestal ca pa ble of running on r ails. It
is moved by an electric motor, to be seen on the
1 .wer part of tbe pedestal. Th ere are also separcJ.te mot0rs for hoisting an d revolving, the curxeot btiog suppli d by underg round cables through

the quay. The load of t he crane is 3 tons, and this is

lifted at 150ft. per minu te; while half-load s of 1~ tons
can be lifted at 225 ft. a minute. The revolving speed
is 400 ft. a m inute at t he hook, and t he travelling
speed 40ft. ; but all these speeds can bo reduced at
will. The crane mechanism is enclosed wi t hin a h ouse,
in wh ich t he attend ant sits. Here he can con t rol all
t he motions with one hand, his other ha.n1 being
always on the brake lever. There is a n a utomati c
arrang emen t which puts on the buke if the curren t
faUs. All the gea riog is m11.chioe-cu t, and is enclosed
in oil b ... ths, a ad the h 1i::~tiog drum i~ l t~.rge enough to

supplied by Messrs,
Limited, W estminster.

The electric g ear wa.s

iemens Brot hers and Ov.,

H AM BURO.-Tbe number of emi

gran ts who cleared from the l>ort of H amburg in N ovE>mher was 7942, as compared wtbh 4147 in N ovembAr. 1900 ;
479l in N ovember, 1899; 4538 in N ovember, 1898 ; and
1476 in N ovember, 1897. Tbe aggregate number of
emig ran ts from Hamburg in the first 11 months of bhis
year was 86,016, as co mpared wi th 84,527, 59,364, 37,682,
and 34.248 in the corresponding periods of 1900, 1899,
1898, and 1897 reapEcti vely.
E MIGHATION

l<'ltOU

-: lEERI NG,

27, 1901.

D ECEM BER

--------------------------------------------------------------~~--------------------------------------------------------------

COMPOUND PASSENGER AND GOODS LOCO MWVES FOR THE HUNGARIAN STAT E RA ILWAYS.
CONSTRUCTED AT THE

R4 ,y WORKSHOPS, BUDAPEST.

(For Descr;Jt ".t Page 867.)

,...

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FIG. 1.

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~-- ... -.-- --- - - ----- -- ----- - ---- . . --- ---- ..... ------ __.. . . --~-- --- - .... .. - - . -- - .. -- 17909 . . -~ .. -- -- .. ---- . . . - --. - - - .. ...... - . ..... . - --- - ~- .. .... -- . -. -~ --- .... - . ~ ... - -- .. ......... -- . . y

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--

E N G I N E E R I N G.

DEc. 27, 1901.]

figures are compared with our own returns for

AGENTS FOR "ENGINEERING."
TRACTION and TRANSMISSION. the year 1900, as given in the current volume
A UdTIUA, Vienraa: Lehmann and Wentzel, Kirntnerstrn
(Publilh.ed on th.e first Tuuday in eaM montA.)
of the Iron and Steel Institute, it will be seen
0APB ToWN : Gordon and Gotch.
PART IX. NOW RBADY.
that in Bessemer steel we are far overshadowed,
EoLNBURGB: John Men zies and Co., 12, Hanover-street.
hiOII 2s., Net; POST F&BII 28. 4<1.
FRANOlJ, Paris : Boyveau and Ohevillet, Libmirie Etrangllre, 22,
whilst even in open-hearth steel we are now, as
Rue de la Banque ; M. Em. Terquem, 31 bu, Boulevard Haussman. Publiehed atl tJhe omces of ENom11nme, se; and 86, Bedford Street.
already stated, passed for the first time. The make
Also for Advertisements, Agence Havas, 8, Place de la Bourse.
Strand, London, W.O.
GBRlUNY, Berlin: Messrs. A. Asher and Co. , 6, Unter den Liuden.
of .Bessemer steel ingots for the United Kingdom
Frankfurt-am-Main : Messrs. G. L. Daube and Oo. (for
CONTENTS OF PART IX.
in 1900 was 1, 745,004 tons, or 4,939, 766 tons less
Advertisements).
00MPLETJ NG VOL. Il.
than the United States output. Of this deficit
L~lhi g : F. A. Brockhaua.
P.t.OE I
P.AOE
M ouse: H. Stuckelberrer.
only 1,623,810 tons are accounted for by our
Systems of Electric Tmotlon. By
The Economics of Rallwllyll. By
G IJA.BGOW : Williarn Love.
P hillp Dt~Ws'>n ( lUuet.mt.lona In
t.he Hon. Robert P. Porter ...... 228 smaller output of steel rails, the total production
INDIA, Calcutta: Thacker, Spink, and Oo.
Text.) . . . . . . . . . . . . . . . . . . . . . . 193 l'ho Zurioh Elcotrlo Power Pltmt
Education an<l Com111erolltl Supre(Pil~tes LVH . t.o LXI., aud Jllue
Bombay : Thnoker and Oo., Limited.
of Bessemer-steel rails for the United Kingdom
macy.
Uy
G.
R.
Dunell.
.
.....
207
t.rntlone
In
Text.)
........
.
......
Zl-1
tr.u.T: U. Hoepli, Milan, and any post otllce.
'l'he !AlccoSond rl o (Gl\llz) J10'ltrlu
The J uner Clrcle . ............. 2 H being 769,844 tons in 1900. It may be anticipated,
Lrvn.POOL: Mrs. Ta.ylor, Landing Staf(e.
Tho Wo..steH etLt Engine \Pilltea
lUtllwny (Pi ntes XLIX. t.o LVI.,
therefore, that, putting rails aside, if the openMANCHESTER: John Heywood, 143, Deansgate.
and lll ua~trntlon s In 'f ext) ...... 213
LXII. tn kXIV.. and n wtn.I
t.lon.a ln Toxt) .. . ........... . . ~2 hearth process continues to 1eplace the Bessemer
NoRWAY, Ohristiania: Oammermeyers, Boghandel, Oarl John.ns Mw\lolpal Tmding. .By :hllljor
Flood Pnge . . . . . . . . . . . . . . . . 2'22
Gade, 41 and 43.
process in the United States, our production
I NDEX TO VOL. ll. SEPTEM.BKR TO DECEMDER, 1001.
NRW SOUTH WALKS, Sydney: Turner and Henderson, 16 and 18,
Hunter-street. Gordon and Gotch, George-street.
of the former description of steel will fall behind
QURBNSLAMD (SouTntBrisbane: Gordon and Gotch.
NOTICE TO CONTINENTAL ADVERTISERS.
the American output to a still greater extent, for
(NORTU , Townsville: T. Willmett and Oo.
RO'M'BRDAM : H A. ramer and Son.
Advertisements from Germany should now be sent the United States steelmakers have yet an
SOUTH AURTRAIIA, Adelaide: W. 0. Rigby.
enormous margin of Bessemer-steel production to
through
Messrs.
G.
L.
Daube
and
Co.,
Frankfurt-.am
UNJTliO STATBB, New York: W. H . Wiley, fS, East 19th-street.
Chicago: H. V. Holmes, 12571268, Monadnock Maln, who have been appointed our Sole Agents for work upon in increasing the make of open-hearth
Block.
that country for Trade displayed Advertisements. steel. In open-hearth steel alone they exceed
VIOTORU, Melbourne: Melville, Mullen, and Slade, 261/264 Oollins- Advertisements from France, Belgium, and Hol- us in 1900 by 242,085 tons, for our product during
street. Gordon and Gotch, Limited, Queen-street.
land should be sent through the Agence Bavas, that year was 3, 156,060 tons.
8, Place de la Bourse, Parts, our Sole Agents for
The figures here quoted in regard to the product
We beg to announce that American Subscriptions to ENotNBBRINO
may now be addressed either direct to the Publisher, Mr. C. R. those countries for simllar Advertisements.
of steel in the two countries are worthy of attenJ o u~SON, at the offices of this J ournal, Nos. 35 and s~. BedfordREADING CABBS. -Reading cases for containing twenty-six tion. We will not say they need cause feelilJgs of
~ tr~et, Strand, London, W.C. , or to our accredited Agents for the
United States: Mr. W. H. WILKV, 43, East 19th-street, New York, numbers of ENorNBKRING may be had of the Publisher or of any despair or depression ; because an ad vantage gained
and Mr. H . V. liOLMKS, 1257-1258, Monadnock Block, Chicago. newsagent. Price 6s. each.
by one count ry is not necessarily at the expense of
The prices of subscription (payable in advance) for one year are :
another ; indeed, one nation can hardly prosper
For thin (foreign) paper edttion, ll. 16s. Od. ; for thick (ordinary)
NOTICE8 OF MEETINGS.
paper eJition, 2l. Os. 6d.; or, if remitted to Agents, 9 dollars for
without others sharing in the benefit. It would be
thm and 10 d ollars for thick.
RONTOBN SOCIETY.-Thursday, January 2, 1902, at ~0 . Hanover churlish to grudge our neighbours a share in the
square. The Oh air will be taken at ~.SO p. m. PclpeJs will be
NOTICE TO AMERICAN ADVERTISERS.
American firms desirous of advertising in ENGrNBBlUN& are read by Mr. C. E S. Phillips, "On t he Function of an Auxilinry expansion of the world's demands so long as our
requested to apply to Mr. H. V. IIOLMES, 1267-1258, Monadnock Electrode in X Ra y Bul bs" ; and hy Mr. Prosper H. Marsden, present commerce is maintained. Still, with our
Block, Chicago, or Mr. WILLARD 0. TYLBR, 160, Nassau-street, li' C. . , On Radiography applied to Dental , 'urgery." After circumscribed territory and our crowded p opulaRoom 1910, New York City, from whom all particulars and prices which Mr. H. W. Cox will denaon trate a. new methort he ha.s
devised for exciting se,eral tuhes simultaneously from one coil.
tion, we should be foolish to allow a possible menace
can be obtained.
-- to our fundamental industry to pass without
ADVERTISEMENTS.
examination. It is well to look facts in the face
The charge for advertisements is lhree shillins-s for the first
betimes; for not only is America, having passed
four lines or under, and eightpence for each addittonalline. The
line averages seven words. Payment must accoml?a.ny all orders
u~, walking ahead with giant strides, but our closer
for single advertisements, otherwise their insertton cannot be
FRIDAY, DECEMBER 27, 1901.
neighbours, the Germans, have also headed us in
guaranteed. Terms fo r displayed advertisements on the wrapper
and on the inside pages may be oLtained on application. Serial
the race. Thus the German (including Luxem&dvertisements will be inserted wiLh all p ractioable regularity, but
bourg)
production
of
pig
iron
has
been
increasing
absolute regu]arity cannot be ~tuaranteed.
THE
AMERICAN
STEEL
INDUSTRY.
until it is now almost equal to our own, having
Advertisements intended for Insertion in the curTH~ report of the American Iron and Steel been 8,520,390 tons in 1900; whilst in finished
rent week's issue must be delivered not later than
5 p.m..on Thursday. Inconsequence ofthenecessity Association, prepared every year by Mr. James steel the product was 6,::365,269 tons, or about a
for going to press early with a portion of the edition M. S wank, the general manager of the Association, million and three-quarter tons in excess of our
alterations for standing Advertisements should be is always full of interest to British iron masters figures. Though the depression in industry at
received not later than 1 p.m.. on Wednesday after- and steelmakers. As our readers are aware, the present existing in Germany will doubtle~s change
noon 1n each week.
impottance of Mr. Swank'ij facts and figures, and the aspecb of affairs in the next returns, it will be
their intimate bearing on our own iron and steel well to remember that the Germans have been for
SUBSCRIPTIONS, HOME AND FOREIGN.
industry, have increased greatly during the last few some time ahead of us in steelmaking ; a fact which,
ENGINEERING can be supplied, direct from the Publisher years; ever since, in fact, American manufacturers at any rate, shows their capacity for production.
post free for twelve months at the followinr rates, payable in
The American gain in open-hearth steel, and the
have entered into competition with us in n eutral
&dvance :For the United Kingdom.... .......... t
9 2
markets, and to some extent in our own market at fact that it is superseding the Bessemer material, is
.. all places abroad :chiefly due to the great improvements in the prohome.
Thin paper copies . .. .. t t 6 0
The report for the year 1900, which has just been cess. By larger open-hearth furnaces, by mechaThick
..
.. ........ 2 0 6
All accounts are payable to "ENGINEERING " Limited., issued, has more than usual claims to our atten- nical charging, and the introduction of machinery
Cheques should be crossed "Union Bank, Oharing Oross Branch.' tion, even among the more modern reports. The of an improved description, characteristic of
Post Office Orders payable at Bedford-street, Strand, W.C.
When Foreig n Subscriptions a~e sent by Post Otllce Orders, fact that for the first time the United States output American practice, and by the influence of the
advice should be sent to the Pubhsher.
of open-hearth steel has exceeded that of this introduction of the basic process, the cost of proForeign and Colonial Subscribers receiving incomplete copies country is alone a matter of considerable signifi- duction has been so largely equalised that the
through newsagents are requested to communicate the fact to
greater certainty of quality obtained with opencance.
the Publisher, together with the agen t's name and address.
The total production of pig iron in the United hearth steel has been well worth securing. The
Oftlces for Publication and Advertisements, Nos. 35
and 36, Bedford Street, Strand, London, W.C.
States in the year 1900 was 13,789,242 gross tons. lead England has maintained in regard to the outWe desire to call the attention of our readers to This was somewhat in excess of t he previous year, put of open-hearth steel was largely owing to her
the fact that the above is our SOLE Address, and when the product was 13,620,703 tons. The total shipbuilding industry quite overshadowing that of

that no connection exists between this Journal and for pig iron in the U nited Kingdom during 1900 all other nations.
any other publications bearing somewhat simUar was 8, 908,570 tons. The total production of steel
That it continues to do so is nob enough to know;
titles.
of all kinds in the United States for 1900 was at least, it should not lull us into a false security.
10,188,3~9 gross tons, as against 10,639,857 Mr. Gerald Balfour has recently said that "if we
TliLllGRAPBIO ADDRKBS-RNGINEBRING, LONDON.
TBLKPROMll NtnfBBR-8668 Gerrard.
tons for 1899. To the 1900 total Bessemer were to lose our mercantile marine it would mean
steel contributed 6,684:,770 tons, which was nothing less than the destruction of the British
901,684: tons less t.han the total for the previous empire itself. , That is a true saying ; and when
CONTENTS.
PAGE I
PAGK year. Of the Bessemer steel produced in the he went on to say that lie '~ did not discern anyThe New Subway in New
The American Steel Indus
United States in 1900, there were converted into thing like alarm or panic," he also stated what was
York Oitv (lll us. ) .. .. .. 5'7
try ............ .......... 873
rails 2,383,654 tons; which was an increase of unquestionably a fact. But wibhout panic, and
R uJdorn "Notes h
the
The p, essure of Luminous
Statect ....... . ...
8~3
R'lJ&
874 113,069 tons on 1899. It would appear, therefore, without alarm, it may be wise to think over posLit~ratn re ..... . .... ...... 8U2 Trade of the Straits Settle
that the decrease in the make of Bessemer steel sible contingencies. vVe have two countries, GerR ook d Rere ved . . . . . . . . . . 863
men ts . . . . . . . . . . . . . . . . . 876
o 1len intr . Br d~e t \'C t the
Warship-Bu iltiing in 1901 .. 876 was not due to a check in rail way construction, many and America, with a declared national policyFlood-Course at Winning
Notes . ..... . .. . ...... .. 8i1 although less rail way mileage was laid down in supported by the Government and by public opinion
ton (llltutraUd) ..... . .. 8b3 Year-Books and Annuals .. 878
The Electricity Works of
Industrial Notes ........ . 879 1900 than in 1899, as already stated. It must be --of making an assault on out shipbuilding industry.
the Salford Corporation
Diagrams Showing l"Juctua
remembered that rails made in one year are often They are both larger producers than we are of steel,
1UtUtratedl . . . . . . . . . . . . 864
tions in the Prices of
used during the year following. 'l'he decline in and America now makes more of the actual
Compound Pa.ssen~er and
Metals, from Christmas,
Goods Locomotives for
1900, to Christmas, 1P01 . . 880 Bessemer steel may be attributed to a cause which description of which ships are built. They are
the Hungarian State Rail
Eleotrioally-Driven Centri
touches so mew hat nearly ow own interests, as will both mcreasing their sh1pbuilding facilities to a.
ways (Illustrated ). . . . . . . . 867
fugal (Illustrated) . . . . . . 881
be seen later. It is no doubt due to the increased surprising extent. A little more than ten years
Launches and Trial Trips . 868 Lifting Jaok for Electric
I Oars (Illu strated) . . ... ... 881 favour with which open-hearth steel is held ; and ago some of our leading authorities scoffed at the
Notes from Cleveland and
the Northern Counties . . 870 I On the Speed of ltlaobioe
this is, to some extent, borne out by the figures. idea of our ever being surpassed in the production
Notes from the South-West 870
Shop Toola (llltUJtrated) .. 881
In 1900 the production of the latter material was of iron and steel. The same thing was said of
Miscellanea ................ 870 The Mouth of the Danube
Notes from the North ... 871
(llltUJtrated) .. . ..... . .. . 883 3,398,135 tons, an increase of 450,819 tons on the other branches of industry in which we have lost

Notes from South York

11Standardisation of Extra
our lead; the same thing is now said of shipshire .. .. ........ ... ..... 871 , Hea\''Y FJa.nges .. ...... .. 886 previous year.
These are all gross tons, and it will be seen that building. But if one circumstance is, more than
With a Twa-Pagt Engraving of COJJPOU:ND PASSENGER
AND GOODS LOCOMOTIVES FOR TH8 HUNGARIAN t he total of Bessemer and open-hearth steel is over another, likely to falsify such a prediction, it is
ten million tons (10,082,905). If the American overweening confidence in our invulnerability.
STA TE RAILWAYS.

ENGINEERING.

E N G I N E E R I N G.
The figures we are about to quote, absolutely as
they are in our favour, and because they are so
absolutely in our favour, may prove a snare as
leading to over-security. During the year 1900
there were built in the United Kingdom 845
mercantile steamships, amounting in the aggregate
to 886,627 net tons. During the same year there
were built in the United States 90 mercantile steel
vessels, of 196,851 gross tons. The figures it
will be seen, are not strictly comparable, thou()'h no
doubt the British steamers were practically alf'steel
vessels, whilst the American steel vessels were
doubtless mostly, if not all, steamers. Moreover
the periods do not exactly coincide, as the America~
fiscal year ends on June 30 of the year named.
The t.otals do not include warships. But, making
all allowances, the figures are sufficient to show the
immense preponderance of the British industry.
The. Americans are, however, creeping ~p, for
dur1ng the fiscal year 1901 the number of their
mercantile vessels constructed (one of iron) had
increased to 120, and the tonnage was 262,699
tons. There is nothing either for '' alarm or panic"
here; but, as Mr. Gerald Balfour wisely added in
his speech at Liverpool, there is '' cause for alertness and vigilance. "
The difficulty is to know in what way these lastnamed industrial virtues should be exercised. That
is a problem for the shipbuilder and shipowner to
solve. An obvious thing for the former to do is to
see that his appliances for construction are of the
most efficient kind, and in accordance with recognised modern practice. Some time ago two eminent
Brit.ish shipbuilders agreed that a certain German
shipyard was better equipped than any in the
United Kingdom. Since then we have made some
improvement, but in the United States and Germany there are shipbuilding and marine engineering
establishments that in equipment and in methods
of work are probably equal to our best, and
superior to many we have in this country. This,
perhaps, is more noticeable in the handling appliances than in most other departments ; and it
would be well worth enquiry, on the part of some
of our shipyard managers, whether the oldfashioned derricks, or even newer but somewhat
ponderous appliances, are equal to in efficiency the
light, but powerful, and quick-moving travellers of
the American shipyards; especially the lake establishments. We have one or two admirably equipped
shipyards in this respect, but too many- including
some of the most renowned- depend largely on
appliances not of the most effective type.
Mr. Gerald Balfour spoke of the "efforts
which foreign nations were making by artificial
means t o stimulate the shipping industry," and
took comfort from the evidence such a policy
afforded of the '' actual superiority enjoyed by
this country and of the natural advantages it
possesses. "
That is an argument for security
which has led us astray already. A dozen years
ago or more we thought that America could
never develop an extensive steel industry because
of the cramping effects of Protection. 'fhe same
thing is now said in regard to the shipbuilding
industry; but the lesson that may be drawn from
the steel trade may well be regarded, though
the two cases are by no means analogous. State
aid to t he American steel industry- in the shape of
a protective tariff- combined with the consolidation of various interests in a few big trusts or
combines, may give British shipbuilders American
steel at a cheaper rate than it can be purchased
by American shipbuilders. Such an advantage to
us would be due to the '' surplus product " system
-a system already described in these columnswhich the big trusts are likely to follow. If the
American Shipping Subsidy Bill become law, it will
tend to neut ralise the disadvantage to which the
American shipbuilder would be subject, owing to
the ''surplus product " principle being put . in
practice. It has heeD; urged that the p~otective
fiscal policy of the United. Stat es checks Imp~rts,
so that the American shipowner has only hght
freights on home voyages. But the sa~e th.ing
applies to all vessels, of whatever natlona~Ity,
trading to American ports ; and the American
Government would be quite capable of giving
preference to goods carried in American bottoms
if the need arose.
I t would however, be a very long business to
discuss the' probabilities of ~er~can shipbuilding
in the future from an economic pomt of VIew. For
the present we may say that the United S~tes
have t!Lken one great stride towards the estabhsh-

ment of a shipbuilding industry ; they have put

themselves at the head of the world as a steelproducing country. Hitherto the existing demand
for steel in America has been so great that it has
more than kept pace with the expansion of the
steel works, vast as that hn.s been. But the facilities for making open-hearth steel are still growing
in America at an enormous rate, and if they overtake present demand, there will be a surplus for
shipbuilding. If the abrogation, or relaxation, of
the tariff on steel should t ake place, or if the
"surplus product" principle were counterbalanced
by a shipping subsidy Bill, we should have all the
energy, ingenuity, and boldness of the American
engineers and shipbuilders, and all the enormous
resources of American capital to compete with in
order to hold our own in the industry which, as
Mr. Balfour truly says, is, " more than any other
industry, essential to the life of the nation. "

THE PRESSURE OF LUMINOUS RAYS.

CoNSIDERABLE stir was caused last year at the
Paris Physical Congress by the preliminary announcement that Professor Lebedew, of Moscow,
had at last succeeded in experimentally establishing that light rays really exert a pressure on the
surface which they illuminate. Particulars of the
experiments have now been published in the
November number of the Annalen det Physik.
Professor Lebedew is a distinguished physicist;
yet his interpretation of his ingenious, but, of
course, exceedingly delicate, experiments may not
remain uncontested. But the verification of the
effect, which he believes to have realised, has been
looked forward to by both physicists and astronomers for centuries. We have to account for
apparent repulsions, to explain which modern
science has called in the aid of particular manifestations of electrical and magnetical forces. We
have been told, for instance, that the tails of
comets may, after all, not have any more a material existence than the shadow - beam which
sweeps over the earth during an eclipse of the
sun. This light-pressure would give us a repellent
force of theoretically correct magnitude, and that
force promises to afford us powerful assistance in
dispelling the fogs which obscure cosmical and
meteorological phenomena.
The question may conveniently be presented on
historical lines. The apparent repulsion of the
cometary tails by the sun had long occupied astronomers. Kepler found, in 1619, its probable explanation in the emission theory of light.
If
light was propagated by the particles emanating from the source of light, then a pressure of the light against the illuminated surface was easily conceivable. Newton himself, the
pillar of the emission theory, protested against this
view, however; whilst, strangely enough, Euler,
Newton's great antagonist of the eighteenth century, supported it on the ground of an experiment,
conducted by Romberg, as in accordance with his
(Euler's) longitudinal vibration theory of light. De
Mairan, author of t4e memorable Traite de l'Aurore
Boreale, of 1754, and Du Fay, failed honourably
in what we should now call radiometer experiments, undertaken with the object of demonstrating
the penderomotoric light-pressure. Kepler's and
Newton's views on comets gradually fell into
discredit. A new impulse to such researches was
given independently by Maxwell in 1873 and by
Bartoli in 1876. We read in Maxwell's elect romagnetic theory of light that '' in a medium in
which a wave is propagated, there exists in
the direction of the propagation a pressure which
is at every point numerically equal to the
energy per unit volume existing at that point. "
Bartoli arrived thermodynamically at the same
conclusion by imagining a cyclical process, in which
radiant energy is transferred from a colder to a
hotter body by means of mirrors. To move the
mirrors against the direction of incident light
required an expenditure of work. That alone
seemed to prove the existence of the light-pressure. But exact verifications by Zollner, Righi,
B ertin and Garbe, and others, attempted with
instruments of the radiometer type, were unsatisfactory. Sir William Crookes certainly obt ained
fame with his radiometer. But his effect , if a
direct light effect, was about 100,00.0 times greater
than it ought to have been according to the calculations of Maxwell, Bartoli, B oltzmann, Galitzin,
Drude, and others. The Maxwell-Bartoli pressure
effect of the sun- ray~, f11 lling n ormally upon a. sur

[DEc. 27,

1901

face of 1 square metre area, should be 0.8 milligramme when the rays are reflected by that surface
acting as a mirror, and 0.4 milligramme when completely absorbed by a black surface. The further
development of Maxwell's theory by 0. Heaviside,
Cohn, Lorentz, and Gold hammer (of Kazan) did not
reveal any flaw in these ponderomotoric pressures.
The principle of the apparatus with which Professor Lebedew has now demonstrated this lightpressure to be of its theoretical magnitude is due
to Maxwell. The image of the crater of a continuous-current arc lamp of 30 amperes is thrown by
a system of mirrors, either from the right or the left~
hand side, on to the radiometer wheel, contained in a
large glass bulb. The whole arrangement is strictly
symmetrical as regards right and left, the rays
rendered parellel by lenses falling upon two mirrors
joined under 90 deg. By interposing a. plane glass
plate, part of the light can be directed into a
thermopile, consisting of five constantan-iron wire
couples, 0.025 millimetre in thickness, connected
with a d'Arsonval galvanometer; a corresponding
glass plate is inser ted on the other eide. This
thermopile served for adjusting the apparatus,
and for equalising the light effect on the right and
the left sides ; a slightly careless asymmetrical
dusting of the parts sufficed to disturb the balance.
The glass bulb, 20 centimetres in diameter, can
easily be exhausted down to 0.0001 millimetre of
mercury ; this operation occupies a couple of days.
To secure further rarefaction, a little mercury is
evaporated in the bulb by gentle heating. 'rhe
mercury vapours carry some air with them into
the intermittent Kahlbaum pump, and the mercury vapours are afterwards recondensed with the
help of a freezing mixture of ice and salt. The experiments were satisfactory only when conducted
in the cold. The arc lamp, together with the
whole mirror system, can be shifted on its table,
so that the diaphragm of a calorimeter (cube or
cylinder of copper) occupies the exact posit ion of
one of the radiometer vanes. The vanes, which were
stamped out of platinum, nickel, or mica, and the
diaphragm had all diameters of 5 millimetres. The
thicknesses of the eight vanes used were 0.1, 0.02, or
0.01 millimetre ; two of the platinum discs were
electrolytically covered with spongy platinum
black- the one with a very t hin film, the other to
five times the thickness of this film. The vanes
were fixed to a glass rod by means of exceedingly
fine platinum and aluminium wires. Three radiometer wheels with two or three pairs of vanes
were applied. The wheels were suqpended in
Cardani fashion from a glass thread, clamped above
between two pieces of asbe&tos paper ; no cement
was used in any part of the wheels.
Many errors had to be guarded against. The
light even of the best arc lamp is hardly steady
enough for such work. The true amount of the
light reflected from the vanes could not accurat ely
be determined. But the cardinal difficulty was,
of course, the elimination of the convection currents
and of the radiometric effect. In order to minimise
the convection currents in the residual air of the
rad-iometer, Lebedew filters the infra-red rays otf
by passing the light through a layer of water,
1 centimetre thick, contained in a plane-parallel
glass vessel. The several lenses and glasses of the
apparatus would themselves absorb the ultra-violet
rays. An ammoniacal solution of copper, substituted for the water, and a screen of ruby glass, were
further used for studying the effects of blue and of
rP.d light. If any convection currents are set up
in the extremely rarefied air of the bulb, the
slightest inclination of any of the vanes would
favour a rotat ion in a certain direction. To check
this action, the rays were alternat ely directed on
the front or on the back of t he vanes, and the
differential effect was thus determined. The radiometric effect, or Crookes effect , is, in Professor
Lebedew's opinion, due to the difference of temperature between the illuminated and the dark face
of a vane, to their curvature or irregularity- which
troubled also the reflection experiments- and the
neighbourhood of other warm bodies or surfaces. Sir W. Crookes may not subscribe to this
characterisation of his effect, and this par t of the
research will possibly be attacked. To reduce the
effect, the bulb was made very large, the vanes
were made plane, and some wore coated five times
more thickly than others, as pointed out above. The
radiometric component should be different for
different vane thicknesses, and could thus be esti
mated. The calorimetric tests were conduct ed in
groups of five, each occupying five minutes.

E N G I N E E R I N G.
In spite of the exceptional difficulties, the results
obtained agreed so well with the theory of MaxwellBartoli that the apparatus was modified to avoid
any accidental agreement; but t he agreement continued. Professor Lebedew has n o doubt that the
light-pressure exists, and that it is directly proportional to the energy of the rays which impinge
on the surface. This p roportionality is understood to hold for the visible part of the spectrum.
Vt/e may then believe that t he sun both attracts
t he earth and repels it by emitting its light rays.
That light-pressure on our earth need hardly
tron ble us. Let it amount to some thousands of
tons. That might retard our motion and delay our
being incorporated into the sun, if that fate should
fina1ly threaten us. B ut the nearer we approach
the sun, t he more significant t his repulsion, which
counteracts the attraction, becomes for small
bodies, meteorites and meteoric dust.
We may take a very interesting paper, presen ted last winter by Svante Arrhenuis- the
fa.thet of the electrolytic dissociation theory-to
the Stockholm Academy of Science, as our guide
in a brief review of this question. The total
energy radiated by the sun on one square metre
of the earth's surface has been estimated at 2. 5
calories per minute. On the surface of t he sun
this so-called '' solar constant " would be about
46,500 times as great; but gravitation at that
surface is also 27.5 times greater than on our
globe. It can thus easily be calculated that
one cubic centimetre of water would, on the
surface of the sun, be pulled in ward with a force
10,000 times as great as the repelling or buoyant
light-pressure fallin g upon one of the six faces
of its containing vessel, which we suppose to be
opaque. If we reduce the edge of this cube to a
length of 10-4 or 0.0001 centimetre, the water weight
will be reduced to 10- 12 its former amount, and t he
buoyant pressure to 10-a ; the two forces would just
balance one another. If we take still smaller bodies
-we need not go down to absurd dimensions-and
substances which are less dense than water, we come
to part-icles which would be more strongly repelled
t han attracted, and which would hence radiate and
wander from t he sun as a cosmic dust.
Lebedew has pointed out that if we assume
comets and their tails to be composed of swarms of
particles of different sizes, the more or less compact
head would follow its known, strongly-curved orbit;
've imagine it to Etart from some point. The
very finest dust or gaseous matter would not be
influenced by the attraction of t he sun and proceed
in a straight line; and the more or less coarse
particles would proceed on more or less curved
in termediate paths. From t he different curvatures
of various comet tails Bredichin had already calculated the repellent force of the sun. Thus the mass
of the comet would be dispersed over the universe,
we should find it impossible to determine its orbit,
and predictions of its reappearance would fail.
What holds for comets would be valid for swarms
of meteorites.
Arrhenuis, in his paper already mentioned, has
gone further. Cosmic dust, he argues, may be
thrown out by t he faculae of t he sun, and may
produce the corona. Some of t his matter would
fall back on to the sun, some will be repelled into
space. The illuminated side of the earth would
be exposed t o a rain of such particles which he
assumes to be ionised. The particles would be
arrested in the highest strata of our atmosphere,
where their discharge by ultra-violet rays would
produce kathode rays, our aurorre.
We cannot follow Arrhenuis, without entering
upon particulars further than our space allows, in
his very interesting explanation of t he auroral phenomena. and the disturbance of the magnetic elements. But we will conclude with a word on a
suggestion which he has thrown out concerning the
constit ution of celestial nebulre. When we assume,
with certain astro-physicists, that the luminous
nebulre which seem to abound all over the universe
are not necessarily in a state of glow, we have to
account for their luminosity. The spectra generally
show the hydrogen lines as if practically the whole
nebula consisted of hydrogen. If we imagine that
the lightest cvnstituents of a nebula, the hydrogen
and helium particles, collect on the fringe of the
nebula, t hose particles would catch the migrating
electrically-charged dust particles emanating from
the sun. The hydrogen and helium would then
become visible to us ; other, denser elements might
occur in the inner portions, but they would not
betray their presence.

TRADE OF THE STRAITS

SETrLEMENTS.
THE trade of the Straits Settlements is of interest
not only on its own account, but also because of its
relation to that of the Far East generally. The
Settlements are a convenien t centre for trade, not
only with Europe and I ndia, but also with China
and Japan on the one hand, and Australasia on the
other; and their possession by Britain forms an
impor tant link in her world-wid e chain.
The total revenue of the three SettlementsSingapore, P enang, and Malacca- for the year
1900 amounted to 5,386,927 dols., being an increase of 186,901 dols. as compared with t hat for
1899, and of 315,645 dols. as compared with that
for 1898. The colony is in the happy position of
having n9 debt. In addition to the colonial
revenue, the three municipalities had a revenue of
1,684,149 dols. ; and their expenditure, including
a sum of 138,260 dols. expended on loan works in
Singapore, amounted to 1, 737,962 dols.
The acting governor, in his repor t, again points
out the effect of the rate of freights controlled by
the Shipping Conference, and the disadvantage
under which British manufacturers are placed.
F or instance, New York tin impor ters pay 15s. a
ton, compared with 27s. 6d. paid by the Liverpool
consignee-a distinct advantage to the American
tinplate maker over his Welsh rivals. Meanwhile
it is reported that Macasser and J ave. are receiving
cargoes formerly sent to Singapore, and thus trade
is being diverted from the Settlements. H e moreover adds that the growing influence of Germany
as an over-sea carrying power in these waters is
more marked than ever, a result which, he believes,
is largely due to the tactics of the Shipping Conference, who, not content with ousting British
tramp steamers from these seas, now notify that
"shippers are warned that shipments by sailer may
be prohibited (except to Marseilles) to all Conference supporters," which indicates a very selfish
policy on the part of the Conference.
The aggregate trade, imports and exports, for
1900 amounted to 576,708,000 dols., being an
increase of about 12t per cent. over the previous year. In 1896 the aggregate trade was
375,064,000 dols., showing that, in the interval,
the increase has been continuous. The value of
the imports of merchandise increased by over
33t million dollars, or over 13t per cent., the
total amounting to nearly 279 1no- million dollars, or
28! million pounds sterling. Enormous increases
took place under food stuffs, into the details of
which, however, we need not enter. Coal and
petroleum increased in value by 2 million dollars
each. The co~l imports are the heaviest on record,
having increased by 123,000 tons. Japan coal has
considerably increased its average price, and shows
an increase of 162,000 tons over the previous
year's figures. Cardifl' coal imported decreased in
quantity by 13,000 tons. Aust.ralian coal imported
decreased by 20,000 tons, and Borneo coal by
16,000 tons; while Bengal coal showed the same
as in 1899-viz., 75,000 tons. The figures, especially those relating to Japan, are very significant.
The enormous expansion in the S umatra petroleum
industry is worthy of note. No less than a quantity equal to over I t million cases of 65 lb. each
was imported, representing two-thirds of the whole
supply. Dutch Borneo for the first time figures
in the returns as a supplier of t-his oil, having sent
132,000 cases. American and Russian oils both
declined, and Burmah sent only 52,000 cases- less
than half the previous year's supply.
In the Textile Class, cotton piece gooos imported
increased by 1t million dollars, sarongs by nearly
as much, gunnies by over 1t million, and silk piece
goods by over half a million; yarns and sewing
threads both show a decrease, especially the
former . vVe must refer to the report for details
of these.
Imports of manufactured metals yielded an
increase of 1f million dollars over the whole class,
of which machinery accounted for nearly half a
million dollars, hard ware and ironware for over
three-fifths of a million, and nails for one-fifth of
a million, followed by iron bar and steel with an
increase of about 150,000 dols. each, and tools
tramway materials, and brassware with smalle~
increases. The decreases are roost marked in
telegraph materials, cycles and accessories, zinc
sheathing and yellow metal. Manufactured metals
fell considerably in price in the latter half of the
year, leaving holders with large stocks of high-

priced goods, much of which had to be disposed of

at an actual loss. This is especially seen in wire
nails, steel, and corrugated iro~. The .Continent
of Europe hat; largely increased Its ~old In me~ls,
having risen by 41 per cent., while the Untted
IGngdom, after the exclusion of telegraph materials, is found to have risen by 22 per cent.
The United States of America has entered the
market in compet ition with the Continent in
supplying wire nails, and is steadily securing a
hold in machinery, tools, and hard ware. Hong
l{ong is taking a front place in the cement trade,
and it is satisfactory to see attempts on the part
of British merchants to regain their position from
Continental importers. In supplying paints the
United Kingdom well retained the premier position, but Germany takes first place in the export
to the Colony of aniline dyes.
Miscellaneous
manufactured goods imported increased by about
1! million dollars, of which glassware and matches
each contributecl. over a quarter of a million, and
cement about a four th of the same amount.
The report contains some interesting informat ion
with regard to the trade with the p rincipal countries of the world, for the details of which, how-ever, we must refer to the document itself. The
United l{ingdom imports increased by close on
5 per cent., or 135, OOOZ. This increase is chiefly
apparent in greater values of cotton piece goods
and s~rongs, machinery, hardware and ironware,
with other metals generally, and coal, cement,
and paper. F rom the Continent of Europe imports increased by 23 per cent., or 320, OOOZ. , of
which Germany contributed 170,000l., Holland
53,000l. , France 30,000l., Belgium 22,000l., and
Austria 20,000l. The imports from t he United
States increased by 32 per cent., or 43,000l. Coal
from America figures in the trade returns for the
first time, and, combined with advances in the
values of land, lubricating oil and metals generally,
more than accounts for the increase. The exports
were of a n1iscellaneous nature, and their most important feature was a decrease in the value of tin
sent out by 580, OOOl.
There are practically no mines worked in the
colony, though deposits of tin exist in the Dindings
territory and in Malacca. The rich deposits of the
rapidly developing Federated Malay States attract
all the most experienced miners. The colony has
few manufactures, the prosperity of Singapore and
Penang being due to their positions as collect.ing
and distributing centres for the produce of the
surrounding countries. Singapore, however, has
at Pulan Brani the largest tin- smelt ing works in
the world.
Tin-smelt ing works are also being
erected at Butterworth, in Province Wellesley.
Various establishments exist for the tinning of
fr':lit? especially pineapples, in Singapore, where
th1s Industry first originated, and which is still t he
chief source of supply of the European and Australian markets. The fisheries of the colony are very
rich, and give occupation to a large number of
people. Attention is being paid to the scientific
development of the agricultural industries, and
especially to the production of those which are
peculiar to the climate, such as indigo, gutta percha
cocoanuts, tapioca, &c.
'
The total tonnage of merchant vessels arrivin.g and departin~ was 14,469,405, as co1npared
w1th 13,187,010 1n 1889. As already indicated
the tonnage of the German shipping in these water~
has enormously increased of late, and the Germans
have principally benefited from the action of the
Shipping Conference, which by arbitrarily raisin()'
freig~ts has tended to drive trade to other neigh~
bourmg ports.
Of late years trade with the
Philippines has declined, and it is impossible to
say at present what effect the transfer of t hese
islands from Spanish to American rule will have on
~he trade of this colony. From a Bangkok paper
1t app~ar~ that whereas formerly 80 per cent. of
the sh1pp1ng that entered that port was British
now Germany has the lead. Of t he 440 steamer~
that entered t he port in 1900, 44 per cent . were
un~~r the German flag, and 38 per cent. under the
Bnt1s~. Of the total Yalue of cargoes from foreign
countnes, 58 per cent. came by German vessels and
34 per .cent. by ~ritish. Of the out ward ca;goes
to fore1gn countnes, 54 per cent. went in German
an~ 34 per cent. in British bottoms. The questio~
o~ Improve~ h ar~our and dock accommodation at
Singapore IS o! 1mporta:nce, and it has become a
matter for ser10us consideration whether the time
has n ot co~e f?r the formation of a harbour trust.
The legislatiOn, education, and philan thropic in~

E N G I N E E R I N G.
stitutions of the colony seem to be k eeping up with
the demands of the t imes. During 1900 the public
health of the colony was not good, the death-rate
being very considerably higher than that for 1899,
being 36.25 per 1000, as against 31.66 for the
previous year. The mean rainfall was, in inches,
90.98 in Singapore, 108. 94: in Penang, 101.15 in
Province We1lesley, and 65.69 in Malacca.
The postal, telegraph, and telephone services are
being developed. The telegraphs in Penang and
Province Wellesley, and also the inland telegraphs
in Malacca, all of which are connected with t he
Government system in the Federated Malay States,
are the property of the Government. The cables
connecting the three settlements which comprise
the colony belong to t he Eastern Extension Telegraph Company. The Government telephone lines
in Singapore are maintained and worked by a company; in Penang, Province Wellesley, and Malacca
they are worked by the Government ; 318 miles of
wire are open, which are the property of the Government.
Progress has been made in the construction of
the Singapore-Johore Railway. The execution of
this work has been much hampered by delay in the
supply of rolling stock and permanent way and by
local difficulties as regards labour. A number of
public works of various kinds have been carried
out. Speaking generally, it may be said that there
are many signs of the increasing prosperity of the
colony as a whole, intimately connected, as it is,
with the welfare of the Federated Malay States.
The towns of Singapore and Georgetown, Penang,
continue to extend .
Immigration from China
and India shows a satisfactory increase. Concurrently with the general increase in trade and
business the cost of living has advanced enorHouse rent, both in Siniapore and
mously.
Penang, has risen greatly, wbile the price of labour
and building materials deters many from investing
their capital in building operations.

WARSHIP-BUILDING IN 1901.
( OO'Mluded, from page 8t5.)

DuRING the year fourteen new ships for the Navy

were passed through their contract trials, in addition to t welve new torpedo-boat destroyers, four
torpedo-boats, and two of the older destroyers after
being re-boilered, making a total of 32 ve.ssels in all ;
while last year the number was 29, and 1f the fightina worth of the ships be considered, there is even
a greater preponderance. This year 's list includes
six battleships, against two last year; four armou~ed
cruisers, against one armoured and one protect1ve

(DEc. 27,

difficulties which marked the tests of the earlier high

steam-pressure machinery. This advance in thermodynamics, as we have from time to time pointed out,
brought with it, as is always the case with big steps
in progress, many little problems, which, however
insignificant, militated against immediate success.
But t hese have been tackled with a pluck which is
sometimes lost sight of in the volume of criticism
which has become the fashion of the period when
pessimism is abroad in the land, and is ill-informed
if not suggestive of wisdom after the affair. But
this is by the way. Some of the changes made
were reviewed by Mr. James M~I{echnie in his
paper at the Institution of Mechanical Engineers,*
and in other directions improvements are always
being considered and adopted. The engine stroke
is likely to be lengthened in the future ; the condensers, in the case of large engines, are being divided
-giving practically four for twin-engines- which
enables frequent inspection and overhaul, to provide
against leaky condenser tubes, with the consequent
increase in salinity in the feed-water, while good
results in the way of economy accrue from the
passing of t he exhaust from simple or compound
auxiliary engines to the low-pressure receiver of
the main engine, or its utilisat ion for distillers
and evaporators.
The list of results we give on Table IV. is interesting from another point of view, as it inc1udes
the first installation of Babcock and Wilcox boilers,
other t han those experimentally adopted in the
Sheldrake ; and this adoption, it is fair to note,
was decided upon before t he Boiler Committee was
appointed. The Sheldrake trials revealed several
disadvantages which were overcome, and the result
in the end has proved eminently satisfactory.
Again, the Niclausse boiler was also ordered for a
sloop before the appointment of the Committeefacts which suggest t hat the Department was not
altogether oblivious to the possible advantages of
other systems than the Belleville, although dominated by the imperative cry for uniformity which has
for years been influencing naval construction, and
not without reason. And it is not without interest to n ote here the exten t of other systems of
boilers than the B elleville adopted for other than
small craft-i.e., for battleships and first and
second-class cruisers. Babcock and Wilcox boilers
are being used for four battleships, although in
one case two-thirds of the power will, perhaps,
be maintained from cylindrical boilers ; and in
one armoured cruiser, the Cornwall, and a secondclass cruiser, the Challenger, the total power from
this type of steam generator already provided for
being thus about 100,000 indicated horse-power,

1901.

Glasgow Exhibition with t he view of making exhaustive tests in a launch. The Diirr boiler is being fitted
to a second-class cruiser of 12,500 indicated horsepower, and experimentally to the Medusa, and a
Yarrow large-tube boiler to the Medea. I t is thus
evident that, however destructive has been the
criticism of the Committee on the Belleville boilerand a repor t soon to be issued on the Hyacinth
trials will, it is said, prove their case-they are yet
apparently far from being in a position to name t he
best boiler available: they have made the pronouncement that it must be of the water-tube type.
But to return to the steam trials of t he year,
Table IV. gives the mean results for all the large
vessels, and Table V . for torpedo craft. It is
scarcely necessary to warn our readers against
deductions from comparisons of the results. There
is no doubt that careful workmanship is conducive
to economy : with watchfulness in screwing tubes
and tapping or chasing junction boxes, much may
be done to prevent leakage. Again, in the fitting
of the casing plates, for instance, the loss by heat
radiation may be minimised. Other factors, however, are operative to influence results, and in the
absence of elaborate data it is not possible to indicate
why the coal consumption, say, of the Irresistible.
should be 2.4: lb , as compared on a similar trial
with the 1. 78 lb. of the Bulwark. The four ships
at the top of the list, Table IV., belong to a new
class, of which two others are being completednamed London and Venerable. There is marked
uniformity in the power developed on each trial, the
variation in the low-power trial being between 3174:
and 3281, and in the 75 per cent. power trial
between 11,623 and 11,853, while in all cases
the full power was exceeded by 200 to 600; but,
after all, these variations are almost within the
margin of error of the indicator. The power works
out to 13 indicated horse-power per square foot of
grate, while 2! square feet of heating surface has
been allowed per unit of power, the power being
equal to over 11 indicated horse-power per ton. But
these results are to be excelled in our later battleships where it has been considered desirable to
increase t he speed from 18 to 19 knots. And in
this connection it is interesting to note the striking
similarity in the speed of these four ships- t he
variation is between 18.13 and 18.22 knots. This is
got from a power equal to the displacen1ent tonnage.
The Albion and Vengeance belong to the Can opus
class, in which an effort was made to produce a
medium-sized battleship ; the difference when compared with their predecessors being that 6-in .
Harveyised armour was used on t he broadside
instead of 9-in.; now 7-in. Krupp steel is re-

TABLE IV.-RESULTS OF OFFICAL STEAM TRIALS MADE DURING 1901 BY NEWLY-CONSTRUCTED BRITISH WARSHIPS.

Q)

Q)

.!3

N AME OF SHIP.

T YPl!l.

BUILDERS 0 1! Smt>.

MAKERS 01"
~!AC I:HNER V.

Q.

:am

-...,
0

.d

CL

c
Q)

JrnGlac.1ble
Bu \\lark . .

Bat.tlesbip
D itto

D evonpJr t
Ditt')
Por tsmouth
Oh atha.m

Formidable

Ditto

Irresistible

Ditto

Aluion
Vengeance
Sut lej
Ba.cob a nte
A boukir ..
Hog ue
P andora . .
Mutine ..
Rinaldo ..
E spieg le

Thames Iron Works

Viokerf', So ns, and
Maxim
f.1'irs t-c d8 3 C r uiser J. B rown an:l Oo.
Ditto
Dit t :>
Fc~.irfl e ld Company
D itto
Vick era, So ns, and
Ditto
Maxim
D itt:>
Ditto

Thirdolass cruiaer Por tsmouth Yard

L1.ird Brothera
Sloop
Ditto
Ditto
Sheerness
Ditto

d
Q)

e
Q)

-~

Q.
CO

...

(I)

Q)

0
~

Q)

Q.
~

E-1

tons
400 l5,000 Belleville
L1.ird B roth ers
Di t to
Hawth orn, Leslie, 400 1 5,003
and Co.
Ditto
Earle's Shlpuuild 400 l6,000
ing Company
D :tt)
400 l6,0.)()
Maudalay, SJn ,
and Field
Ditto
390 12,9501
Ditto
Ditto
Vickers, Sons, and 39(\ 12,950
Max..im
Ditto
J . Brown and Oo. 4l0 l 2,000
Ditto
Dit t)
440 L2,0JO
Ditto
Fa.ir fleld Co mpany 4&0 l 2.00ll
D itto
Vickera, Sons, and 410 l 2,000
Maxim
Portsmouth Yard 800 2,200 rborny crof t.
180
980 Belleville
L9.ird Brother3
Ditto
180
980
Ditto
Wallsend E ng i- 185 1,070 Babcock a nd
WLlcox
neering Company

deck cruiser of the first-class last year ; wbile in

1899 we bad only three battleships and two firstclass cruisers although the number of small craft
brought the total number of vessels up to 37. This
year's work of the engineering department under
Sir John Durston, K .C.B., has therefore.been very
important, and it is a striking f~ct that, w1th few exceptions the programme of tr1als for almost every
ship ha~ been carried through without any of the

30 Hours' Coa.l-Consumption Trial at Higher Power

30 H ours' Coal
Consump tion Trial.
Q)

. ::s

Q)

.m

()
~

....

Q)
...

...0

::s

t:o

~cS

<

.., ...

Q)

f!

Q)

IIl

a
~

cS
Q)

...

<:!)

Q)

...

...

~!lOO

QO

...
Q)

~Q)

~
Q)

....eo..

~ 0

a..~
0

~ ...
Q)
s:l.

Q.

_,Q)~

cS..,o

G)

"" GI ::S

...

a>

~1100
.:J "" ~
~0

...u t:Q:..p

Q)

... .......

~Q)

. . ...

Q)
cSGI

'0
Q)

() ~

;ao
c~

'd~

-Q)~

Q,l

C~S"'"c

Full-Power Trial.

--

...,Q)

O "" I:Il
I:Il Q)...
...

..

~ Q)

....cQ.c

rn

:>()

lb.
1.87
1.83

~0

koots
l l ,853 16.75 <log )
ll,765 16.83 ( toy )

lb.
1.65
1.80

15,263
15,353

knot s
18.22 m .m.
18.15 m . m .

o~o..

...

-Q)3:

lb.
1.95
1. ':'8

c.

Q.

Q.

~~ ~~
.....

Q)

'0
Q)
Q)

Q.

....

Q)::S

"""" 0

~Q)

....

O co o

IIl

. ...

...

Q)

c.

CIS.., o
ocS !l4

sq . fr.. sq . ft.
37' t6 l 1190. 47
37,160 ll70

3179
317!

knot s
1 1 (log)
11. 2 (log)

37,160

1170

3231

11.5 m.m.

2. 0

ll,623 17.156 m. m . 1.89

15,5j2

18.13 m .m.

1.80

1170

3243

11. 76llog)

2.40

ll,626

(log)

2.09

15,603

18.2 (log)

1.1)7

33,799 1 1072
33,770
105:>

2772
2385

1t.2 (log)
11.35 (log)

2.17
1.69

10,809 16.8 ( log~

10,387 17.49 (log

1.81
1. 51

13,88~

17.8 (log)
18. 6 (log)

2.0 l
1.72

5 l , 7~8

11,500
51,577
51,500

1668.5
1650
1650
1650

46 H
4624
4697

H .133 m . m .
13.6 llog)
14.4 ( " )
13 ( " )

1.99 16.602 2'). 628 m . m .

1.80 16,445 21).6 (log )
1.90 16,274 20.2 ( " )
2.09 16,456 20.15( " )

21.775 m .m .
2 l 7 llog~
21 6 ( .
22.06 m . m.

2.36
1.70
1.84
2.06

21,162

855.2

4 , 0~0

135 7
135.7
143 9

36:!4
329.9
312.7
337.4

37,12o

4 .030
4 ,040

473~

16.7 (log )

2 11

8. 1 ( " )
8.8 ( " ~
10 ( "

1.86 LIJH.7
1.90 L03 ).0
1.63 1032 6

excluding the boilers in two sloops. The Niclausse

boiler is being fitted to two armoured cruisers, each
of 22,000 indicated horse-power, as well as to two
sloops. There is no mention of this type of generator
in connection with the new vessels soon to be given
out, but it is probable that the Adtniralty will p urchase a small boiler of this type exhibited at the

* See pages 267 a.nd 298 ante.

17.5

1.90
175
1.77
2.05

12.2 (lo.r)
13 ( " )
13 5 ( " )

1.72
1.60
1.54

13,852
2 1 , ~6 1

21,620
21,375
21 , 4 3~

{ 5218 N. D.
7331 F. D.
1490.7
1434.9
1416.8

19.185 (106) . 2.33

14.55 ( " )
135 ( " )
13.6 m . m.

1.<S3

un

1.70

garded as sufficient, but a wider area has to be

protected, so that size and displacement go on
increasing. Of these six ships, the Vengeance has
the best record for coal consumption. On the lowpower trilll the rates were : Vengeance, 1. 69 lb.;
Goliath, 1. 73 lb. ; Canopus, 1.82 lb.; Ocean,
1.84 lb.; Glory, 2.15 lb.; and Albion, 2.17 lb. On
the trial at about 16,000 indicated horse-power the
Vengeance was run for 1. 51 1b. per unit of power,

E N G I N E E R I N G.
TABLE V.-TRIALB oF ToRPEDO-BoAT D ESTROYERS AND T o RPEDo-BoATS DURING THE YEAR

Name of Shipbuilder and

Approx imat eDlsplacemen t

Name of
Vessel.

E o ~ in e er.

,
I.J'\ird . . . .

,.
Palmers ..

--

Hawth crn , L esli(', and Co.

Earle'tJ

Yarrow

.. -

.. {

.. i

Tborrycroft

Tube
Surface

sq. ft.

Indicated Speed

tn
HorseP ower. Knots.

Laird's

310

11

202

12,000 .

202

12,000 .

R eed 's

257.8

18,498
18,498

353

"
"

257.8

360

Q ey h ound

840

Roebuok

335

Racehorse
Bullfinch
Dove
*Charger

335

320
821

Express

427
.

Lively

33

Sprightly

832

Myrmidon

346

Kangaroo

346

Vixen

- *Hasty
No. 98, let
Q. T. B.
No. 99, 1st
O.T.B.
,
No. 107, 1st }
O.T.B.
No. 108, 1st
O.T.B.

\,

Grate
Area.

sq. ft. ,
17,020 .

Syren
Viokers, SonP, and Maxim ..

Type of
Boiler.

181
185
184
182

"

'\

257.8

13,498

Normand

234

12,000

Yarrow

262

18,200

252

13,200

252
237
287
177.6
177.6
104

13,200
13,050 '
13,050
8,520
8, 520 ,
6,080 .

"

.
...."
..
..
.
..

T bornyorofL

104

6,080 .

104

6,080 {

104

6,200 {

(a) 8722
(b) 8677
(a) 6456
~b~ 6309
a 6437
(b) 6466
(a ) 6601
~b) 6813
a) 6488
(b) 6486
(a) 6665
(b) 6708
(a) 6758
(b) 6961
(a l6368
(b 6141
(a 6537
~b) 6 591
a ) 6292

80.916
31.021
30.278
30.111
30.032
30.102
80.134
80.229
30.184
30.03
29. 764
30.000
29.889
29.797
80. 157
30.337
30.346
30.181
30.179

(b) 5886
(b) 6059
3746
3822
(a ) 2883
(b) 2975
(a) 2667
~b) 2739
a) 2823
(b) 2899
{a) 2876
(b) 2783

Pounds of Ooal
per I .H. P. per
Hour.
2. 29

2.38

2.502

2.2

2.26
-

2. 49

2.41

2.346

2.38
2.378
-

Not
taken
26.331
25.692
24.9cs'a
25.623
25.069

2.44
-

2.59

24. 93~

25. 053
25.206
25 359
25.446

1901.

2 325

2 009
--

* Trials after re boileting by Messrs. Earle's.

(a) Thrae hours full }:Ower coal-consumption trial.
(b) Three hours' full-speed trial.

and the other ships ranged up to 1.81lb., while on that in only one case, in Table V., did the coal
the full power trial the Glory returned 1.58lb., the consumption exceed the 2i lb. per unit of power
Vengeance 1. 72 lb., the Albion again topping the stipulated for in the specification ; it ra.nge_d from
score at 2.04 lb. The speed anticipated in design the 2.2 lb. of Pa.lmer's Myrmidon to 2.502 lb. of
was 18! knots ; and all of them proved capable of Laird's Sprightly; but comparisons here are specially
doing from 18.4 to 18.5 knots. The ratios of illusory, as Palmer's Syren, of the same design and
power to s urface and weights are in this case about equipment as the Myrmidon, burned 2.49 lb. In
the same a.s with the Formidable class.
former vessels 2.2 lb. and 2.3 lb. were frequently
The four armoured cruisers on the list belong to attained, but on a.n average this year's results may
the Creasy class; the prototype was tried last year, be considered very satisfactory. In the 30-knot
and gave result-s equal to the average of the four on boats there is a. range in power between 6141 and
the list . The remaining vessel of the class, the 6961 ; but 6400 seems a. fair average, which means
Euryalus, has been delayed by f o'rce majeu're. nearly 20 indicated horse - power per ton of
They were designed to steam 21 knots, but, a.s a displacement. The Charger and Hasty belong to
matter of fact, they have exceeded this, ranging the original order of 26 and 27 -knot boats ; these
up to 22.06 knots in the case of the Rogue, the two were built by Yarrow, and re-hollered by
variations of the five tried being . between 21.6 Earle's Company. They are between five and six
and 22 knots-a. realisation of design which has years old. They were of 26 knots speed when new;
ever been characteristic of Sir William White's the new boilers have not added anything on this
ships. The power necessary to get this result- score.
about 21,400 indicated horse-power- works out to
The four torpedo-boats included in our list are
11.9 indicated horse-power per ton ; but for the interesting because of the fact that they mark an
23-knot cruisers now building this ratio hati had to be advance upon the 130-ton vessels hitherto built;
increased. The Pandora belongs to the "P" class, their displacement of 180 tons enables the scantof which eleven have been built, and all have now lings to be much heavier, so as to improve their
passed through their trials. They have various types sea-going qualities. The speed, too, is higher
of small-tube or express boilers, in which forced - 25 as compared with 23 knots; and in the last
draught on the closed stokehold system is applied; the remarkably low coal consumption of 2.009 lb.
and to get tho power of 7300 indicated horse-power is recorded. This, if we mistake not, is the lowest
from machinery weighing about 176 tons, an air rate of consumption recorded for torpedo craft for
pressure of from 2! in. to 3! in. had to be resorted many years, if, indeed, it has ever been excelled.
to, and this power is at the rate of over 40 indicated The Admiralty have since ordered four more vessels
horse-power per ton, 20 horse-power being got of the same type from Messrs. Thornycroft, and
per square foot of grate. The three sloops do have, we understand, laid it down as a. condition
not call for much comment; the trials were not that, as far as possible, the parts of the machinery,
extensive enough to enable any comparison &c., of all eight boats should be interchangeable.
This is an important move, which must be cornbetween the boiler system to be made.
Turning now to the Table of trial results of tor- mended and ought to be extended. Our warships,
p edo craft, including 18 vessels, while last year the by reason of the necessity of get ting the highest
number was 15 ; but this a.ln1ost completes the results per unit of weight and for other reasons, are
number of vessels in hand ; and in view of the specially liable to get out of gear, and it is of the
appointment of a committee to inquire into the greatest importance that their repair should be
strength and design of these vessels, it is not im- executed in the shortest possible time. Victory
probable that the ordering of the 10 boats already must rest with the navy which can get a. second
authorised will be delayed. The committee, pre- fleet to sea after the first decisive engagement
sided over by Admiral Rawson, includes in its cripples, more or less, all the vessels engaged. It
membership Dr. John Inglis, Professor Biles, may therefore be most advantageous to refit one or
Mr. Archibald Denny, and Mr. Deadma.n (of the two ships with available items from others. For
Admiralty), and originated in the unfortunate ordinary overhaul, &c., the advantages are already
disaster t o the Cobra, fitted with Parsons' tur- appreciated in other branches of engineering. There
bines, which gave such satisfactory results in are difficulties, but that is only another way of
respect of speed alike in the Cobra and Viper. saying that the ordinary zest of the technical officers
They have not been approached yet by vessels at the Admiralty will be quickened.
with reciprocating engines. Three firm s essayed
to excel 32 knots; but the Albatross was last year
NOTES.
accepted at 31. 55 knots for 7732 indicated horsepower and 2. 26 lb. coal consumption- the latter a.
LARGE GERM.AN SEA-GOING LIGHTERS.
splendid result ; this year the Express has been
THE opinions about the merits of large sea-going
accep't ed a.t 31.021 knots for 8577 indicated horse- lighters appear to be fairly divided ; in any case,
power and 2.29 lb. coal consumption; the Clyde- warning voices are frequently being raised against
bank high -speed boat, the Arab, has not yet been them. Still their number goes on increasing, and
subjected to her official trials. It will be seen new routes are included in the traffic of these corn

pa.ra.tively modern craft, so there is probably more

reason to side with those who favour this new departure, the m.ore so . a.s t~ey. apparently. are n <_>t
afraid of backmg thell' fatth In them With their
capital. Rotterdam, Hamburg, and Bremen have
all gone in for this system of transport on a.n
increasing scale, but whilst the Dutch lighters
were intended for the English trade, the German firn1s have hitherto mostly confined themBel ves to the Rhine and the Baltic trade. A
new move has, however, now been made,
and recently the lighter Nordsee arrived a.t Kon~gs
berg with a cargo of coal from Sunderland, having
first brought a cargo of stone from the Rhine to
Another similar lighter, the
Middlesbrough.
N a.tion, has taken a cargo of coal from the Tyne to
Rostock. These lighters, which are specially built
for the purpose, and have the appearances of
steamers, minus their self- propelling qualities
(there being only a. donkey engine for the winches),
have a capacity of 1200 tons, with a. depth in tb e
water of only 14 ft. They are consequently able
to enter ports which are too shallow for ordinary
coaling steamers. On shorter voyages the tugboats
often take two of these light ers in tow. It is
thought that these lighters will be able to secure
return freights of timber, for instance, more especially from the Finnish ports, at which there are
many sawmills.
THE INSTITUTION OF MECHANICAL ENGINEERS.
On Friday last a general meeting of the Institution of Mechanical Engineers was held, the
President, Mr. William H . Maw, being in the
Chair. The paper down for reading and discussion was entitled '' The Microscopical Examination of the Alloys of Ooppor and Tin, "
by Mr. William Oampbell, B.Sc. (Durham), of
Columbia University, New York, late of the
Royal School of Mines, London. This was a long
and interesting paper, and will form a. valuable
addition to the Transactions of the Institution.
In consequence of the Christmas holidays we have
to go to press much earlier than usual this week,
and we therefore propose delaying our report of
the proceedings until our next issue. The paper
is described by the author as a.n appendix t o the
report of the Alloys Research Committee ; but
the Council of the Institution concluded that it
should be read and discussed separately, as there
were many points dealt with by the author
that were most suggestive to engineers. The
experiments dealt with by the author were made
in the metallurgical laboratory of the R oyal
School of Mines, London, with a. view to explaining the complete freezing-point curve of the
copper-tin alloys published in the fourth report of
the Alloys Research Committee, and to note the
change of structure due to casting. The author not
being present, the paper was read by the Secretary,
and was illus'trated by a. number of lantern slides.
In the discussion which followed, besides the President, the following gent.lemen spoke : Sir W.
Roberts-Austen, Dr. Rose, and Messrs. Neville
and Haycock, whose joint researches had been on
similar lines to those of the author, and Mr. J.
Milton, of Lloyd's.
LIGHT OIL-FUEL .BOILER.
Messrs. Merryweather and Sons, of Greenwich,
have just constructed a. novel boiler for burning pet roleum fuel. It is intended for a gentleman's yacht on
which an engineer will not be carried, the owner
being able to steer the boat, control the engines,
and regulate the fire without leaving his position
aft. The weight of the boiler is only 16 cwt. , and
it will develop about 26 indicated horse-power.
T_he space occupied, without uptake, is 5 ft. 6 in.
htgh and 2 ft. 6 in. wide. The boiler is fitted with
157 water tubes passing through the firebox and
has a. total heating surface of 81 square feet. ' The
eva.pora.tive capacity is la.rge-700 lb . of water p er
hour at and from 212 deg. Fahr., lib. of ordinary
petroleum evaporating lllb. of water. Owing to
the arrangement of curved and inclined tubes
op~nin_g at each end to the water space, the circulatwn.Is very good and priming is avoided. The
shell Is of steel and the firebox of Lowmoor iron.
By breaking the joints formed by angle-iron rings
a.t the firebox and uptake, the firebox can
be easily removed and the whole of the tubes got
a.t for cleaning o~ repairs. The petroleum fuel
a.rra.nge~ent conslSts. ?f a. hand-force pump, oil
reservoir, a~d va.por1s1ng bu~ner. In s tarting, a
small q uanhty of petroleU1n IS first lit in a. dish

E N G I N E E R I N G.
surrounding burner, over which the vaporiser tubes
are placed. Oil supplied to these tubes, under air
pressure of about 30 lb. per square inch from the
hand pump, is vaporised and passes into the burner
tube through a regulating nozzle, drawing in
sufficient air for perfect combustion. A clear
flame of great heat is thus obtained, free from
soot or free oil. When engines are stopped, the
regulator is shut down, leaving a small flame in
boiler to keep the vaporiser heated and make up
for radiation until engines are again started.

YEAR-BOOKS AND ANNUALS.

.The P?st Off!.c~ London D i1ecto1y. London: Kelly's

Dtrector1e~, L.lmited, 182, 183, and 184. High Holborn,
W.C.- This IS the one-hundred-andthird edition of
probably one of the biggest books published, and we
might add, one of the most frequently consulted. Tbere
art\ 3356 pages, exclusive of advertisements; and long
experience has proved its unfailing accuracy. Events
of as late a date as December 3 are included, so that
it will be recognised th9.t it is well up to time.
Fowle1's M echanical Eng-ineer's P ocket - Book for
1902. The ~cientific Publishing Company, Manchester. [Price ls. 6d. ]-The matter in the new
edition of this pocket-book has undergone some
The electrical section has been
rearrangement.
somewhat shortened, in view of the issue of a
s;pecial electrical pocket-book by the same pubhshers. Mr. Dunlop has contributed a section on
valve design, part of which is, it is claimed,. novel.
The book is, on the whole, well arranged, but the
logarithmic tables are spread over too many pages
and would be more convenient if they had been corn:
pressed into less sp~?e by the adoption of a smaller type.
Moreover, to facihtate reference, such tables might
well be placed next the cover, at either the beginning
or end of the volume. We note an error as to the
shape of the international standard metric thread,
which is said to be exactly similar to the Sellars. It
is true that the angle is the same, as is the flat at the
top of the threads, but the groove at the bottom of
the threads is rounded, and not flat, as in the Sellars
system. The description of the B. A. standard thread
also requires revision to bring it into accord with the
last report of .the Committee on Small Screws, since
the threads are now flat at top and bottom in place of
rounded. The volume contains numerous tables of
results, and notes likely to be useful to engine and
m 1chine designers and shop managers.
The M echanical Wo1ld Pocket-Book and Dia1y fm
1902.
Emmott and Co., Limited, Manchester.
[Price 6d.] - This really remarkable little book contains this year a table of four-figure logarithms aud
antilogarithms, a fact which in itself is a striking
testimony to the growth of mathematical knowledge
amongst draughtsmen, for the use of which the book
is specially designed. When the first edition was issued,
15 years ago, we question if one draughtsman in
twenty had any but the haziest ideas as to the use of
logarithms, and this twentieth exception, more likely
than not, never used them in his work ; a fact which
is not remarkable in view of the practically exclusive
use of cumbrous seven-figure tables in the school
courses of mathematics. In the make-up of these
and other tables, however, we hold that the editor
of the diary has made a mistake, since the tables
are printed on opposite sides of the same leaf, in
place of on opposite pages. Hence, to find logarit hms of two numbers, it must often be necessary
to turn over a page, in place of the whole being in
view at once. As usual, the bulk of the volume deals
with machine details, and numerous graphs are given
to facilitate the determination of dimensions and the
like. We note that whilst particulars are given of
the Whitworth and Sellars systems of screw threads,
the standards recently adopted by the cycle manufacturers have not yet made their appearance here,
though they are likely to become of increasing importance as time goes on, and as c1st iron becomes
more frequently replaced by steel castings. The
section on electricity now contains some notes on the
care and management of dynamos and motors.
The R oya,l Navy List, D ia,r y, and N aval Hand-Book
for 1902. London : Witherby and Co., 326, High
Holborn.-This annual, issued in conjunction with
Lean's Royal Navy List, is a most useful diary for the
increasing number of citizens interested in the Navy,
for it gives much data in handy for m for reference.
While not desiring to emulate Oli ver Twist, we cannot
resist the temptation of suggesting t hat a complete
list of British and foreign ships and their particulars
of design would greatly add to the value of the book.
1Ir. L. G. Carr Laughton's readable essay on the naval
progress of the year suffers from having to be written
in October. The Director of Dockyards' knighthood
is omitted on page 6L. The paper is exceptionally
good, and that cannot be said of all diarie~,

The P 1actical l!Jlecl'r ician's P or!.et-Book anrl Dia1~y.

Edited by H. T. CREWE, M.I. ~Iech. E. London :
S. Rentell and Co. [Price ls.l-The present issue
cQnstitutes thA fourth edition of the "Practical
Electrician's Pocket-Book and Diary," a publication issued apparently for the use of dynamo attendants, and of workmen engaged in the electrical
trades generally. That this is the class appealed to by
~he book ~ains confirmation ~y the inclusion amongst
Its advertisements of one sett10g forth the objects and
advantages of the Electrical Trades' Union. Being
prepared for the use of this particular class, the letterpress is largely made up of generalities, and, with the
exception of some notes on wiring, compiled apparently
from the catalogues and working directions issued .by
the owners of special systems, but little in the way
of detailed information likely to be useful to the
estimator or designer is provided. We notice that
the author of the section on steam engines claims to
know of a triple-expausion marine-type engine which
is "doing 1 indicated horse power hour on 9. 9 lb. of
steam." We are afraid few engineers will accept
such a st~tement, in the absence of a very detailed
record of the observations on which it is based. The
volum~, which is of a convenient size and well printed,
deals m a more or less perfunctory fashion with most
branches of the electrical trades, and is quite probably well suited to the demands of the special class
catered for.

of the mine ; but there is no indication of the corn

merci~l Yalue of the undertakings, either as regards
capacity, output, profit, or the current quotation of
shares. It is the dearest of annuals before us.
Hazelt's Annual f01 1902. Edited by W. PALMER,
B:A: (Lond.). London: Hazell, Watson and Viney,
Limited, 52, Long Acre, W.C - It is a trifle unfortunate tha.t our first reference to this Annual was
fru~tless .. We wanted to know the population of the
Un1ted Kmgdom and other countries, and not finding
it under " Population," had to turn to other books ;
but as to the value of this " cyclopredic record "
there is no question, and this year new articles are
give!l ?~ "~lectricit.y,'' "The 9oronation, , "Glasgow
ExhtbttIOn, "Nav1es, " "Railways," "Engineering
and other Schemes." "Art," "Literature " " Telephones," "The War," and other topics wher~ progress
falls to be recorded.
Th~

"Daily Mail" Y ea1-Book for 1902. Edited

by PERCY L. PARK ER. Published by Harmswort h
Brothers, Limited, London, E.C. [Price 1s.]-This
is a book of reference. well worth the price, as, apart
from the maes of facts well indexed for reference,
the contents are so arranged as to encourage reading
from board to board. The story of the year is told by
Jus tin McCarthy, the coming Coronation, and the life
story of the King and Queen reviewed. Then follow
fourteen sections, the enumeration of which suggests
the scope of the book : personal, questions of the daypolitical, &c., cemmercial details - with technical
facts- financial, Army and Navy, local government,
religious and educational, travel and traffic-with
details of all systems of traction,-postal, telegraphic
and telephonic, legal, geography and maps, professional and business, sport and directory, tables and
calendar. We could have wished for better paper.

JfTate? fVorks Directory and Statistics, 1901-2.- Gas

Wmks Di1ectory and Statisti cs, 1901-2.- These works
each priced at 6s. net, have been issued by Messrs:
Hazell, Watson, and Viney, 52, Long Acre, W.C.,
and give records respectively of gas and water
und~rtakings throughout the United Kingdom, with
details of. the works, producing and storing capacity,
consumptiOn, rates, and a list of the officials concerned. Such facts are arranged under the names of
the undertakings, which are given in alphabetical
order, while in addition there is in each book an
The Railway Dia1-y and Officials' D i1ectory, 1902.
alphabetical list of officials. The books thus fill a Published Ly McCorquodale and Co., Limited, Cardmost useful place in technical literature.
ington-street, Euston-square, N.W. [Price 1s.].This book is all that its name implies, and has a long
Oalve?~t's M echanic's .A. l?nanack.
London: John record of appreciation on the part of those in t he
Heywood. [Price 4d.]- The new issue of "Calvert's accountant and other departments of rail way offices
Mechanic's Almanack " shows that, in spite of com- for ready-reckoning tables, and details of traffic a.r e
petitors, this unpretentious little annual has still a given, along with much information of similar
follo:wing in the ranks C?f ~echanics. A large pro- usefulness.
portiOn of the contents, 1t 1s true, have little connection with matters of engineering interest, though this
Oalendars.-1\-!essrs. Bemrose and Sons Limited
year ~here are, perhaps, fewer of the general nontechmcal notes than usual. The workshop hints include 23, Old Bailey, London, E. C., send four e~sel ca.len:
remarks on the use and care of files; while apprentice- dars, published at la., which show each day in clear
draughtsmen may find useful a series of notes on legible figures : (1) With a proverb; (2) a quotation
from Shakespeare; (3) a verse from one or other of
colouring.
the, gre~t authors; or (4) the simple record of the
JVhitake-r's .A.lmanack, 1902, by J OSEl:'H WHITAKER sun s datly rounds, so that all tastes may be satisfied.
F. S. A. London Office- 12, Warwick-lane, Paternoster~ -McCorquodale's Railway Almanack gives data rerow. [Price 2s. 6d. net. ]-A review is superfluous garding rail ways ; it is an indispensable wall decorafor any one who :would read it knows already tion in railway offices and signal ca.bins.-Rugby
of the excellence m arrangement and reliability Portland Cement Company, as usual, send an immense
Here we have 472 pages of cardboard with the monthly calendar and attractive
of "Whitaker's."
acc~rate a~d up-to-date. information on everyday landscape pictur~s representative of various periods in
subJects of Interest regardmg home affairs, in addition the geological h1story of the world. - :Messrs. George
to a similar re~iew of ~olonies, foreign countries, the Cradock and Co., W akefield, send a calendar for each
war, sport, w1th articles on submarine boats, the month, printed so that he who runs may read.-We
ce~su~, local ta~atio!l and municipal indebtedness, have also received calendars from Messrs. Thomas
1501ent1fic and. engm~ermg summary, dr.a matic summary, Sumner. and Sons, .Victoria Iron Works, 20, Derbypatents and mventwns, old age pensiOns, the housing roa~, Liverpool; D10kson and Mann, Limited, 7, East
of the .poo~, ~oreign weights and measures, shipping India-avenue, London, E.C. ; and the Hunslet Engine
and shipbUlldJ.?g throughout ~he worl~, ~ailways of Co., Leeds.
the U mted Kmgdom and Indta, a nd s1m1lar topics.
But much of the value is lost owing to deficient and
F~E~OH Ml!.'TA~r~o.RGIOAL. INDUSTRY.-The production
defective indexing.
of. pig m France 18 mcrea.siDg, but scarcely so rapidly as
might, perhaps, be supposed. The output in 1900 was
~'he Guide to Sou,th .Af1"ica. Edited by A. SAl\ILER 2,699,000 tons, !LS compared with 2,578,000 tons in 1899,
BROWN and G. GoRDON BROWN. London: Sampson 2,525,000 tons m 1898, and 2,484,000 tons in 1897. In
Low, Marston, and Company, Limited. St. Dunstan's 1892 the corresponding output did nob exceed 2 057 000
House, Fetter-lane, Fleet-street, E. C. [Price 2s. 6d.]- tons; and in 1887 it stood at 1,568,000 tons. The 'producThe improving prospect of a termination to the war ~ion of. iron ~ quite stationn.ry in France, but that of steel
1s making fatr progress. The output of iron in 1900 was
the Prince of Wales's eloquent and well-timed plea fo~ 745,000 tons, as compared with 834,000 tons in 1899
emigrants for the colonies, combined with the fact that 766,000 tons in 1898, and 784,000 tons in 1897. In 1892
Germany is sending to South Africa special com- the total stood at 829,000 tons, and in 1887 a.t 772 000
missioners to report on the means to be adopted for tons. T~e production of steel i~ France last year
~ecuring ~ share ?f t~e probable t~ade ~evelopment, was 1,26o,OOO tons, as compared w1th 1,240 000 tons in
mvests wtth spe01al Importance th1s guide, which is 1899, 1,174,000 tons in 1898, and 995,000 t~ns in 1897.
the cheapest we have seen. For settlers, tourists In 1892 the output was 683,000 tons; and in 1887
sportsmen, and invalids there is given a mass of uaefui 493,000 tons. In the eighb years between 1884 and
information, concisely stated, carefully verified and all 1891, inclusive, the average output of pig in France was
733,000 tons per annum; that of ll'On, 810,000 tons
well-indexed, so that the reader may at once 'find out 1,
per annul?; and that of steel, 531,000 tons per annum.
facts- climatic, meteorological, agricultural, geological, In the nme years between 1892 and 1900, inclusivP the
of trades and products, of habits and costs of living av~rage production of pig was 2,338,000 tons per ann'um;
of routes, rates and regulations, government and of uon, 789,000 tons per annum; and of steel, 955 000 tons
otherwise; while the series of maps is worth the cost per annum. Compuing the second period with the first
of the whole book, which is specially prepared for the we accordingly arrive ab an average increase of 605 000
tons per annum in the production of pig, an average' deUnion-Castle Line.
crease of 21,000 ~ons per annum in the production of iron,
and
an
average
mcrease
of
424,000
tons
per
annum
in
the
A merican .!J:!ines .Annual, 1902. George E. Vigouronx production of steel. The increased use of steel accounts,
and Co., pubhshers, 1278, Broadway, New York City. of course, for the diminished output of iron. The increase
[Price 5 dols. ]- This, the first edition of this annual in the output of steel in France is shown to be as much ae
gives a list of all active mines throughout the United 80 per cent., ''!bile the increased prodottcbion of pi~ al&o
~tates 1 naming officials, capital, office, and the locatiou comes out at 3<> _Jer c~n~.

DEC.

27,

I 90!.

E N G I N E E R I N G.

be attained under the old methods of election of the There are several articles on the history of American
INDUSTRIAL NOTES.
general council. Attention is called to the facilities Labour Movements, and much informa tion from the
PERHAl'. the most important industrial movement offered to students by the Technical Education Board. organisers as to the progress being made in the several
States of the Federal Union. One article is devoted
that has ever taken place ha<J just been inaugurated
The
in the United States. It is nothing less than an
The report of the Boilermakers and Iron Shipbuilders to the quEstion, "Will sta;rvat~on help ?"
attempt; to organise a system of conciliation and arbi- states that the returns from several districts indicate EOcialists often indicate that 1t w1ll help them; the
tration on a national scale to deal with all labour " a slackening off in the booking of fresh orders. " writer contends that starvation cannot help progress
disputes in the Federal Union of America. It has But it adds there is no need of panic or dismay. in the right way. Famine may and will produce
doubtless been felt that if the vast industrial trusts After five yeara of exceptional prosperity, a few lean discontent . but rather retards than helps healthful
and the gigantic labour organisations of the States years are regarded as inevitable. It reminds the developme~ts, socially a<J well as physically.
were to come into conflict upon a matter in which members that the union is strong numerically and
The engineering trades throughout Lancashire have,
the latter bodies were united, the result would be financially, and that it will bear the strain if t hey act
little less than a disastrous civil war, only that the loyally together. The returns as regards recipients as a rule a fair amount of work in hand at the olos9
batt le-ground would be labour rather t han politics. of benefits only show an increase of 16- from 4368 in of the year, except the textile machine- making
1'he convention just held in N ew Y ork was con- the previous month to 4384 in this month's returns. branches. But the fewness of new orders of any
v~ned to consider a scheme devised for the purpose !vfembers on travel, 34; members signing the vacant great weight indicates a slackening off in the near
of averting strikes and look-outs, or to prepare such book, 367- decrease, 67; members on home donation, future unless something turns up to give a new spurt
a scheme on the basis suggested by those who t ook 1721- increase, 59 ; on sick benefit, 1650- increase, to trade. Locomothre builders have enough work on
the initiative. It would seem that Bishop Potter 28; on superannuation benefit, 742- increase, 24. hand to carry them well over the coming year, but
conceived the idea, and consulted others on the Those figure~ are very encouraging, for the actual offers of new work have fallen off considerably. Elecsubject. The result has been a great convention, number of unemployed is two less than in t he previous trical engineers also are full of work for a long time
attended . by two British delegates, at which the pro- month. The members of the union in South Africa ahead. Machine-tool makers have still a fair amount
posal was adopted, and a. powerful and influential com- have applied for permission to open a. new branch in of work on hand, but a slackening off in new work
mittee of thirty-six has been formed to consider how Cape Colony, which has been granted. The report states is perceptible. Boilermakers are not so pressed with
best to r ealise the idea, and secure the means for its that many members have migrated there, and others are work as they were. The iron and steel trades are
attainment. The committee consists of twelve repre- going, which is an indication that the war is nearing its reported to be quiet ; the collapse in Scotch warrants
sentatives of organised labour, twelve representatives end. Members out of employment are informed that at the end of last week caused buyers to be extremely
of the great labour-employing concerns, a nd two inde- men are still wanted a.t Messrs. Harland and W olff's, at shy of business. In the Manchester and Salford district
pendent public men of repute and recognised ability. Belfast , but it adds that the Council have decided not the general condition of employment is not good. In
The body which inaugurated the convention was the to send men away from their homes until the holidays branches of trade unions with 24,797 members, 5 per
National Civic Federation. The American Federation are past ; but, if willing to go, their expenses will be cent. were unemployed, as compared with 4.5 per cent.
of Trades ia represented on t he committee by Mr. paid. The new apprenticeship agreement, applying to in the month previous. Engineere, machine-makers,
1 amuel Gompers, president, and Mr. Frank ~1orrison,
shipyards only, has been ratified by 26,080 votes for; smiths and strikers, and iron and steel wire-drawers
secretary; capital by Mr. John Rockefeller and ex- against, 12,213; majority for, 12,867. Members are report trade as moderate ; iron and brass-founders as
President Cleveland; and the public by Bishop Potter, notified that they must work ia accordance with the bad; at Stockport and Warrington trade is good.
Archbishop Ireland, and other well-known men.
decisions of the Standing Wages Committees in the
In the Wolverhampton district business in the iron
The object of the Association is the peaceful solu- eeveral districts, composed of employers and employed.
and steel trades has been slack ; sales few in number,
tion of labour disputes, by averting strikes and lockouts, and initiating negotiations for the settlement of
The report of the Ironfounders' Society indicates and limited in quantity. Best b~s maintain their
difficulties and dispu tes as they arise. Efforts to that trade is seriously slackening off in this branch of quoted rates for the last six months, as the makers
eff~ct this by conciliation will be made at once without industry, though the actual number on the funds has have sufficient orders in hand to carry them well over the
waiting for an invitation from either party; but arbi- only increased by 285. That, however, is a large in- first month in the new year. In other qualities there
tration will only be resorted to when it is proposed crease in a month. The total number in receipt of has been a downward tendency in prices. A few
or agreed to by both parties. It is a purely voluntary benefits was 2974 ; last month 2689. Of the total, 1348 orders for special makes of unmarked iron are the only
body, without legal powers, nor does it seek any. were on donation benefit-increase, 218; on sick benefit, exception. The high price of fuel, and foreign competiThe American Federation of L!ibour has always been 479- increase, 31; on superannuation benefit, 983- in- tion, are said to be the chief causes of the lack of
and is opposed to compulsory arbitration. Its organ, crease, 17; on other trade benefits, 162-increa.se, 69; on orders, producers not being able to further reduce
the A merican Fede?ationist, has frequently referred dispute, two only-same as last month. The weekly their prices to obtain orders. Steel-makers have been
to and condemned the New Zealand Act, and will cost of benefits was 973l. 14s. 6d., or nearly 1s. 1d. per busier, as the German competitors have been unable to
doubtless denounce the Labour Act just passed by member per week. The total number of members was fulfil their contracts for prompt delivery. Returns to
New South vVales; but it is a strong advocate of con- 18,333; total funds in hand, 105,339t. 2s. ; increase in the labour department state that employment is not
ciliation. It is said that the movement is regarded the month, 223l. 14s. 9d. As regards the state of trade, so good on the whole as it was. Steel smelters are on
with hopefulness in America.. It is a spontaneous the returns indicate a worse position than the list of full time, and mills and forges have been running
effort of practical men, business men engaged in com- members on the various benefits, for it shows the pre- nearly full time. Electrical engineers are not so busy,
merce, trade, la.bour, and others engaged in national sent tendency towards a more serious slackening otf in and night shifts have been abandoned. Engineers
or public a.ffaire. I t is no doctrinaire movement, with the near future, unless a change for the better takes report trade to be moderate ; ironmoulders, boilera cutanrl-dried social theory as its product; it is place. Instead of 24 branches, with 3562 memb~rs, makers, bridge and girder constructors, and gasholder
rathe! do kind of rule-of-thumb device for the attain- reporting trade to be very good, only 11 branches, erectors as good, cycle and motor makers as quiet.
ment of a certain end, by the readiest and eisiest with 968 members, so reported. There were 72
In the Birmingham district business was slack in
available means suited to the occasion. In these branches, with an aggregate of 8065 members,
methods Americans excel. If the newly constituted which reported trade to be from moderate to very the iron and steel trades at the close of last week,
body harmonise the conflicting interests of capital and good; last month 77 branches, with 10,731 members, before the Christmas holidays. As regards rates,
labour, it will also help to harmonjse the interests of so reported. Declining and slack, 20 branches, with makers of best bars keep up their quotations, but
all classes of the community. Latterly class anta- 3270 members; last month, 13 branches, with 1325 makers of common qualitic;s have been obliged to relax
gonisrns have tended to develop and 6xtend in America; members. In 35 branches, with 6998 members, trade their terms in order to secure orders. Sheets have
an arrestmeot of those forces will be for good. Peace is described as "short time," " bad," and "very been lower in price, and the demand for structural
is the soil in which trade and commerce can best bad;" last month 37 brancheP, with 6211 members, so work has slackened off. A further reduction in steel
flourish, and all that promotes industrial peace de- reported. It would seem that the slackness is increas- is reported. The general state of employment appears
serve commendation. It is fortunate that English ing in some of the busiest centres. Inquiries are on to be a little better. In branches of trade unions
labour was represented at the New York Convention, foot as to the number of foundries in which iron- with 17,789 members, 3 per ce,nt. were reported to be unfor the delegates will be able to report thereon to their moulders make moulds to be cast in brass. lt is esti- employed, as compared with 3.6 per cent. in the month
comrades in this country on their return.
mated that in three-fifths of the branches ironmoulders previous. Ten branches of the engineers report emare so engaged. It is to be hoped that this inquiry is ployment to be moderate, one good, and one bad.
The A mcdgamated E ngineen/ J O'l.t?'nal for the last not for the purpose of disputing as to lines of demarca- Eleetrical engineers continue to report trade as good.
month in the year states that "trade remains quiet; " tion, as such disputes cauEe ill-feeling and cost money. Tool-makers, ironfounders, motor-makers, smiths, and
strikers also report trade as moderate ; patternand it adds, ' 1 it behoves all to be careful in behaviour,
The report of the Associated Blacksmiths is more makers and the cycle industry as quiet. Employso as to keep the unemployed list down to the lowest possible limits." Wages movements are reported in Scot- encouraging than the three preceding ones. It states ment in the engineerin~ trades at West Bromwich is
to be good; at Coventry and R~dditch as modeland, but they have not gone beyond the local stage. A that the past month proved to be a very satisfactory reported
meeting has been held with the Employers' Federation, one. Only 78 members were on unemployed b~nefit, rate.
when the t~rms of settlement were discussed, and some 147 on sick benefit, and 39 on &uperaonuation benefit.
The threatened strike in the cotch iron-moulding
The
membership
increased
by
29.
Only
an
increase
changes were submitted, "in some respects slightly
amended." These are to be dealt with in a special of three signed the vacant book. Trade is keeping up, trades has been averted, or at least postponed. The
men have decided to accept the offer of the emcircular addreesed to the members. The total member- the report says, but the outlook is not so good. union
ployers, to wait for three months before taking further
are
urged
to
be
careful
of
their
employment,
Members
ship has reached 90,967, showing an int'reaEe of 281 on
act
ion;
if at that time the state of trade justi:fie~ it,
and
not
to
throw
it
up
lightly,
as
it
is
not
so
easy
as
the previous month. The number on don ation benefit
the employers will concede an advance.
increased from 2723 to 3082; on sick benefit, from it was to obtain employmant. A period of lean years
1957 to 2071 ; and on superannuation benefit, from 3989 is predicted, and therefore the need of care.
The Scottish Miners are proposing to submit a resoto 4012. The large aggregate increase on the funds is
lution for a minimum wage of 7s. per day, and the
not abnormal for the time of year. The election of
The Ame?ican Federationist for December is full of North of England Miners are asked to co-operate in
general officers has r esulted in the re election of all interest for those who desire to watoh the progress of obtaining it.
concerned ; but for a vacancy caused by death another trade unionism in the United States. It represents
election is required. Notice is given that contingent the best side of American trane unions, moderate in
A singular and altogether unprecedented step has
and superannuation benefit can only be given by order policy, an advocate of conciliation, and yet a firm been taken by Austria in order to avert thrEatened
of the general council. The new rules are being cir- upholder of the rights of labour. Ih condemns the ruin in the boot and shoe industry. The N ationa.l
culated at 2d. per copy, but new members have to pay one-man policy of the Knights of Labour, and the Labour Counci~ has, it is _reported, decided to purchase
4d. per copy as heretofore. A manual has been issued mad rueh into strikes, without due consideration, and the best Amer10an macbmery, and to supply it gratuifor auditors, setting forth their duties under the new without any serious effort to effect a settlement by tously to Austrian manufacturers, as the only means
rules. Ins(iructions are also issued as to the benevolent conciliation. In its review of the past year it states of restoring prosperity in this trade. The manufacfund, &c. Nominations are due for the general council, that trade was brisk in every department of industry; turers cannot complain, whoever may condemn the
the areas being covered by sixteen division~. In this there was a large increase in the number of union
grouping of branches there is a combination of local members and a. greater patronage of trade-union policy. If Government s~pp~ies the machinery, why
not the labour, and thus mat.lttlte a system of national
tLJJd gtnertll int()rest~, on much broad~r lines than rould labela, and also advances in wages in many trades. workshops ?

DIAGRAMS SHOWING FLTJCTUATIONS IN THE PRICES OF METALS, FROM CHRISTMAS. 1900, TO CHRISTMAS, 1901.

00
00

(Specially compiled f rom Official Reports of L ondon M etal atnd Scotch Pig-Irm Wa;rra;nt Ma.trkets.)
JAN.

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APRIL.

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( 1145
) DEC. -

11
17
..JAN.

23

zs

4
.

14 20
F81

Z&

U
20
MARCH

Z& 2!J

10

u;

22

26

APRIL

20
MAY
14

24

Jl

12 18
JUNE

24

28

10

16

JULY

ZZ

26 .31

12 16
AUG.

28

13
SEPT.

IS

25 30

IS

Zl

OCT.

25

31

12.

NOV.

22

Z8

IS

,, i.4.

t\)

DEC.

'"'
~

IN the accompanying diagrams each vertical line represents a market day, and each horizontal line represents ls. in the case of tin plates, hematite, Scotch, and Cleveland iron, and H.
in all other cases. The price of quicksilver is per bottle, the contents of which vary in weight from 70 lb. to 80 lb.
Middlesbrough quotations. Tin plates are per box of I. C. cokes.
.

The metal prices are per ton.

\0

0
~

Heavy steel rails are to

88r

E N G I N E E R I N G.

--

the coroner's jury recommended that jacks should be

placed on the cars, or should be provided at intervals
along the road. In another case of a pereon being run
over and getting under a car, the people in the street
turned the car over to get the injured person free.
This jack has also bt:en adopted by the Bradford Corporation.

ELECTRICALLY-DRIVEN CENTRIFUGAL.
CONSTRUCTED BY ME.' RS. D.

STE' ART AND CO., LIMITED, GLASGOW.

,

ON THE SPEED OF MACHINE-SHOP

TOOLS.*

Fig.1.

...

II

I I

'

II
II

' I
II
I

"

tl

'

I'

I:

' I
I I
I I
I
I

' I
I I

II
I

'.
I

I I
I I

!I

!I
I

__

(....._

I
I

(..._____,)

WE illustrate above an interesting machine by

Messrs. Duncan Stewart and Co., Limited, Glasgow.
Figs. 1 and 2 show sectional and side
elevations of an electrically. driven centrifugal or
hydro extractor, from which it will be seen that
the centrifugal basket is fixed to a hollow spindle,
to the upper end of 'vhich is keyed the armature of
the motor. The hollow spindle is suspended on an
interna l solid spindle concentric therewith, and to the
solid spindle is fixed the outer casing of the motor
con tai.ning the field magnets. The whole arrangement 1s so suspended as to be capable of small oscillations about the upper end, and to allow the basket and
spindle whe~ rotating to find their own cent~e of gyratiOn, suppos10g the basket to be, as often happens in
sugar.refining or hydro-extracting, unequally loaded.
The framing of the machine and baseplate are of cast
iron, of neat but strong design, the outer casing or
monitor of the centrifugal being bolted thereto, and
the sha pe of the frame enables a conveyor t o be placed
below the centre of the basket if desired . There is
also an attachment whe!'eby the casing of the electric
motor is permitted to have a slight motion of rotation
r elative to t he frame, so that any exceE sive torque at
starting will be taken up by a spring, and not directly
transmitted t o the frame.

LIFTING.JACK FOR ELECTRIC CARS.

BEr...ow we illustrate a lifting jack designed especially for electric car purposes, made under . the
p!itent of Mr. Goligbtly, and now being put on
the mn.rket by :Mr. George Addy, of Waverley
vVorks, Sheffield. The arrangemen.t is well shown
by the engraving, from which it will be seen that by
the combination of a toggle joint and a right and left
handed screw, worked by a ra tchet lever, very great
power is obtained in a compact form of apparatus and
on mod erate weight. The steel baseplate is 20 in. long
and 8 in. wide, whilst the total h eight over all is 6! in.
The weight complete i ~ U6 1'>. The movement is ver-

STREL RAILS IN THE UNITED STATKS.-Some large contracts have been let in the United States for steel railr.
Tbe orders given out include 65,000 tons for the Baltimore
and Ohio, 50,000 tons for the Illinois Central, and 40,000
t ons for the \Va.ba.sb railroads.
Br.AsT.F URNAOES IN TRE UNITED STATES. -The output
of the blasbfurnacea of the United States in Ocbober beat
the record. At the commencement of November there
were 259 furnaces in blast, with an aggregate weekly productive capacity of 320,824 tons; ab the commencement of
May, 1900, there were 256 furnaces in blast, with an
aggregate weekly productive capacity of 301,125 tons ; ab
the commencement of November, 1900, there were 201
furnaces in blast, with an aggregate weekly productive
capacity of 215,304 tons; ab the commencement of May,
1900, the number of active furnaces was 292, with a weekly
productive capacity of 293,850 ton s ; ab the commencement of November, 1899, the number of active furnA.ces
wM 277, and their weekly productive capaoity was
~8,622 tons; ab the commencement of May, 1899, 217
furnaces were in activity, with a. weekly productive capacity of 250,096 tons. The stocks of pig sold and unsold in
the U nited States ab the commencement of November
amounted to 273,251 tons, aa compared with 361,693 tons
ab the commencement of October, 380,074 tons ab the
commencement of September, 387,329 tons ab the commencement of August, 392.598 t ons at the commencement
of July, and 407,723 tons at the commencEment of June.

70tHI

By J. w. E. LITTLEDALlll.
OF the many and varied methods of increasing their
output adopted in engineering works to keep pace with
the times, nob the leaab powerful one is the working of
their machine shops to their utmost possible capacity
Of recent years the machine shop has become the most
vital artery of all engineering projects, and it has struck
me as peculiar how loth young engineers sometrimes are
to go through the machine departments when learning
their trade; and when induced to start in a machine shop,
bow amazingly soon they get tired of it. Also, what little
notice is taken of the practical working of machines in
technical colleges, as a rule. To get anything like a satisfactory interest on the capital expended in paying
machine-men and cost of running machines, a works musb
have a number of automatic machines worked by a single
hand, a. monopoly on the producb, or the existing machinery worked up to its full bore. I intend in this shorb
paper to take an average machine shop for general enginet>ring work, and sha.ll nob touob on the wide fie~d of
BP,ecial machinery, such as rolling mills, machines for
r1 fling and boring large guns or smaJI arms, and machines
for the automatic manufacture of ama11 pa.rta of armament, &o.
Machine-tool makers of late have improved their manufactures to such an extent that the average works manager
views with feelings of apprehension the rows of oubofda.te tools with which he has to try to compete against
foreign competition; be would like to clear out the most
of them, and replace with those of new design. That is
an expensive amusement to indulge in to any large extent. but in such a case matter3 can be greatly improved
{l) by putting in a few new first-class machine tools,
specially adapted for not only the work he has in hand,
but a mple in size and design to cope with future prospects
of a larger class of work ; (2) by running his existing
plant full capacity. On going through the works of
modern machine-tool makers, one notices improvements
which in some cases are startling revelations-in others
are revelations, but nob startling-and often make the
visitor ask himself: Now why don' t they do that on oldfashioned machines ? or a query to that effect. Some of
the difficulties to be met with in endeavouring to adopt
modifications of modern methods on existing plant are as
follows:
1. The want of stiffness in some of our old type machines to stand a high rate of speed and heavy feed.
2. The want of accommodation for fixing either travelling rests or steadying rests.
3. The great varia.tion of ratios between the steps of
the speed cones.
4. The slipping of the belt.
5. The cutting tool becoming blunt and usel&s.
6. The man who works the machine.
Taking the difficulty of the want of stiffness in a
machine to do what you consider it should do, one can nob
v~ry ~el~ patch it up and make it stronger; and scrappmg 1b I~, as a rule, advocated. But one can assist
matters to ~ c~rtain extent by reducing the feed or depth
of. en~, and 1f Ib do~s nob ~appen to be a planing ma.~bine
with one speed, by mcreasmg the speed of the machine considerably, which, by using a. sa.mple of speciaJly treat(d
tool steel, one can do with succeE~. If it does happen to
be a machine of the above type, run from a line of shafting revolving ab a. practically constant rate-put an electric motor on and drive direct; the increase of the productive qualities of the machine will soon defray the
cost . of the motor. O!le can materially assist a. lathe
to g1ve better results m the matter of quick production
by following the idea we see in a large number of modern
h1gb.speed machine t ools, such as capstan and turreb
lathes-i.e., tba.tl when the tool is cutting on one
~ide, the opposite diameter is stayed up to prevent
detrimental spring or vibration by a V- block and
the whole is well deluged with a n efficient 'lubtican~.
By using a double tool - holding rest, and
ha.vmg the tools ~ near as yo~ can opposite to one
another, we get an Improvement ID the steadiness of the
job ; also ~y seeing that t.h~ lubri~ant reaches that pa.rb
~f the cutbmg t ool where Ib 1s reqUired. You will notice
tn such a case, that the tool thab is inverted and has th~
lubricant dripp~ng on to its point, willla.st longer than
the one on the s1de that has the water dropping on to the
sh~ving of material and d.ribbling uselessly down the side.
D1rt7 water, dabbed on w1th a. stick or rng, is what an oldfa.~hiOned. la.the gets as a ~ule; but the modern machine,
w1th all 1ts fin~ aubomabtc gear and equipment shining
must have a h1gb.cla.ss sample .of oil. This inefficient
means. of ~pplying a lubricant to a. cutting tool can be
remed1e.d m two ways ; on~ a good one, the other a.
m~kesbtfb. The ~ood one 1s by ~aving ~our shop fitted
With a. .system of high-pressure mama, lt?admg the mixture
l ou thu:~k fit to use ~p to your machines, as one would a
JZas serVIce, or by ba.vmg a pump working on each machine
The makeshift is to turn up the spout of the can and fi;
the can up at a height and so get a head one c;n get a
f~irl;v- good j.et of. lubricant on to the pr~per part of the
cntt~ng tool m t.bts wa7. We can adopt the plan of two
cubtmg tools dtametncally opposite on a chuck lathe of

tical, there being no side thrust, and the motion when

the jack is loaded is regular and well under control.
This appliance has been supplied, amongst other applica.tions, to the Sheffield Corporation tramways, where
it has been found to be a.dmirably adapted for changing axle brasses on the ro1d, for lifting trucks, to remove broken slipper-bra ke parts, sets, or other things.
In one case of a broken axle it was found to be the best
a ppliance for enabling a repair to be executed, as the
jack gave a direct lift, so that every inch lifted was a
clear gain. In the case of another jack placed under
the platform a move ment of 10 in. is needed to lift
1 in. at the axle. It may be added that in the case of
a fatal accid ent in Sheffield some time elapsed before
t he bcdy of a man run down by a car could be released
*~a per read be~ore ~he NorthEast Coast Institution of
t~ere being no lif~ing jark on the oar. In view of thi~ Engmeers and Sh1pbutlders.

E N G I N E E R I N G.

any size. When. we have to turn a job with a break in

the out, and of considerable lengbh, one cannot with
satisfaction adopt a high rate of speed in cutting or a
heavy feed, unless we can provide an efficient means of
keep1:ng the work steadr. by a rest as near to the weakest
point in the job as posstble.
The variation in the speed ratios on the cones very
often gives trouble. I have often spoken to a man for
running his machine too slow, and the excuse was that
the next speed was too fast; and usually it was, owing to
the immense difference in the ratios of the speeds.
For instance, from the fastest speed on with the back
gear to the slowest direct driving, we get a tremendous
difference of speed. This cannot very well be remedied
with existing plant, if we are driving off the main
shop shafbing, which will be running at a speed mesb
suitable for the majority of the machines driven by
it; but if, as mentioned before, we happen to have an
electric motor of ample oapaci ty to take the maximum
load of the machine tool, and equipped with the necessary adjustable resistances, &c., we can often in this case
get an intermediate speed between the steps of the
driving cone. It is a point I consider to be regarded
with much favour in selecting a. new machine tool- its
range of speeds. If machine-tool makers would keep
the ratios between any two successive speeds nob greater
than 4- 3-and they should be constant-we could
geb a fairly good succession of speeds, hub we should
require a. large number of steps on the cones to embrace
a wide range of diameters of turnin~ work. This latter
case is not of much account, as, wtth the exception of
sparsely equipped works, the sizes of jobs do nob vary
considerably for one machine.
To work machineshop tools at a high productive rate,
we often encounter the trouble of gettmg the belts to
ta.ke a. proper grip of the cones ; this is due in some oases
to the short drive available. the want of sufficient width,
or the excessive amount of camber or radius pub on the
cones; this in many oases reduces the amount of adhesive
portion of the belt. The higher the belt speed, the less
likelihood of slipping when an excessive strain is put on.
It is sb.ted on good authority that the stress in a. belt
should not exced 45lb. per inch of width. A lathe for
ordinary shop work absorbs about 1 horse-power, so
that its sp eed in feet per minute ought to be at least
33.000 Thus a 3-in. belt, when on the countersha.ft
45 x width
pu1ley, runs ab not less than 250ft. per minute.
The difficulty of the cutting tool becoming blu_nt: The
point wears off, gets glazed or softened by ex9ess1ve h.e~b
ing and will not ou t. We can help the lastmg quaht1es
of the tools to some extent by attending to the matter of
lubrication afore-mentioned, even when turning cast iron.
Although that is not a. general practice,. I ~ave found it
useful. Also, by having the t ools supphed to the men
forged and ground to a standard shape and size, and
with the matter of angles properly abt~nded t~ by a.
competent grinder, who should be furm~hed w1~h an
illustration of the tools, the men havmg available
access to a. duplicate copy. When ~ ~ew system is
adopted in a works, as a. rule the maJOrity of the men
object to ib. This is very a.ppa:renb when you. adopt a.
change in the systet;n o.f supplymg t~e men w1t~ tools;
but if your system. 1s right_, the workmg man, b~mg not
so ignorant as he IS sometimes supposed to be m these
matters, generally falls in with the "new-fangled, theoretical ideas," as he calls them.
.
The following Table and sketch gtve an example ~f a
reliable ma.chine cutting tool designed to stand a. htgh
rate of cutting speed with heavy feed, and has been
adapted to attain as nearly as possible these ends ; the
angle for Y should be such as to give a. clean out and

Fi9 . l.
--~-- --- ----

\\

X " ,,.,

V"-

'

;"'

(7120 11)

afford the least redistance to the rotating jo? i. the an~le

of clearance, or X, should be as small a~ poss1b e, to as~ISb
in keeping up the strength of the pomb of the cuttmg
tool. The angle Z, I, .in praotic~, have us~ally 11?-ade
more acute than is advised by writers on th1s subJect.
The angle 0 should be the same as X, and kept small :
For Oast Iron .
An gle of X ..
11

"

y ..

z ..

0 ..

"

y..

16

..

..

z ..

..

0..

..

Deg.
3
70

For W r ought Steel.

Angle of X..

For Brass.

..

..

..

..

Deg.
3

60
20

D ~g.

Ang le of X ..

,
"

11

Y..

z ..

3
80

] {)

..
3

Fo1 W rought I ron.

0 ..

Ang le of X ..

..

..

Deg.
8

y..

..

..

56

11

"
"

z ..

0 ..

..
..

..

..

20

To get a good result with boring tools, great attention

should be paid to their shape, for, as a rule, the tool has
to project so far from the rest that a. badly-formed tool
will give considerable amount of trouble in a. long job;
and the hole or oy linder will be tapered. It is obvious
that if the hole to be b ored out is a long one, and the
material hard, we cannot maintain a heavy cub or high
speed without losing the cutting edge of the tool and
doing bad work. If we ca.n get in a. stout and rigid toolba.r1 keepin~ the cutting tool as short as possible, and use
a h1gh qua.hty steel, we shall get far better results. In
the case, however, of a boring tool, the distance of the
cutting ed~e from the tool-bar rest renders the slightest
variation in the efficiency of the cutting ed~e enough to
materially a.ffeob the work. We can see th1s if we b ore
out a hole half of its length, and the n merely press on
the body of the tool or tool-holder with the ngers; this
is suffiment to cause a difference in the diameter of the
bole. In referring to the following sketches, I give a

. .2 .

T.:\BLE OF

OoTTING SPEEDs.-For Steel.

Roughing Out.

Diameter of Work.

1 in. and less ..

1 in. to 2 iu. . .
2 in. to 3 in . . .
3 in. to 6 in ...

Finishing Out. .

------~------

-~-----------

RevoluSpeed in tions to
Feet per
Minute. Feed Tool
_ ___ j 11noh.

Speed in RevoluFeet per tions to

Minute. Feed Tool
I loch.

20

18

18

25
25
16

16

12

20
18
16
16

30
80
30
80

88

30
80
26

Fur Wrought Iron.

1 in. and les3 . .
1 in. to 2 in ...
2 in. to 4 in . ..
6 in. to 12 in . ..
12 in. to 20 in.

35
25
25

20

..

25

80
25
23
18

20

20
16
13

18

20

16

For Cast I ron.

BRASS

1 in. and less .

1 in. to 2 io . . .
2 in. to 4 in. ..
4 in. to 6 in. . .
6 in. to 12 in . ..
12 in. to 20 in.

..

88
35
30
26
20
20

38
35

20
20

20
16
14
10

20

so

16
10

20
20

120

25
25

25

Fur Brass.
A

1 in. and le88 ..

1 in. to 2 in. . .
2 in. to 4 in. ..
4 in . to 6 in. ..
6 in. to 12 io .. .
1 in. and less .
2 in. to 5 in. . .
6 in. to 12 in . ..
12 in. to 20 in.

few instances of the material differences in the shape

of a. tool and its efficiency to do good work at a reasonable apeed.
WROUGHT IRON.

The pres~ure on the cutting edge acts in two directions-:one vertical, the other lateral. The downward pressure 1s
always there, and cannot be altered with the shape of the
tool, but the lateral pressure varies according to the direc
tion of the plane of the cutting edge of the tool ~o the
direction in which the tool travels; the pressure m the
above indicated by arrows, being at a right angle to
the plane of the cutting edge. A would Ie~ve the. cub
as ib became blunt, or the length would cause Ib to sprmg;
B would nob spring away or !nto b~e cub, b~b would require more pressure to keep 1b cubtmg; whlls~ C would
run right in. I have written over these tools {Figs. 2 to 4)
the metals that they would work best in.
If when working with milling oubbera we encounter a
tough piece of metal, or o~e ~it~ a. chilled skin, we <?an
help the cutting tool to mambam 1ts sharpness by feedmg
the metal to the milling cutter so that the teeth meet and
cub underneath the skin, and not down on to the top of ib,
which would in such a. case take the edge off the cutter
very soon.
To arrive at the crux of machine-shop success- i.e.,
that of removing the largest amount of superfluous metal,
and reaching accurately a given dimension in the shortest
possible time-if our machines are average good ones and
we can obtain acclera.tion of our driving speed, one must
have a good sample of steel that will stand a. high rate
of speed and heavy fee~s a~d cuts.. The prop.er speed
ab which to run a machme IS the htghesb 1b will stand
without springing the job, or causing the belt to slip
badly, or even break.
.
.
The Tables in the next column g1ve speeds of machme
tools in general practice, which I have used with good
results, using the ordinary steel and Musheb for the
highest speeds.
The above is the America n practice and slightly exceeds
the majority of English speeds. There are many we~l
worked-out curves for feeds and speeds, and there 1s
nothing like a good curve to place befor~ anyone, to
grasp a subject quickly. These curves are m most oases
taken out in inches.
.
The p ossibilities of a high rate of feed an~ speed with
strong machines of a modern type, and speCially. treate~
steel tools, were clearly demonstrated ab the Paris Exhibition and the company that gave the best show of
high-speed cutting was .the Bethle~em Ste~l Company.
I have attained splendid results with Enghsh manufac
tured steel. 'rhere is a paragraph in EN~INEERING. of
August 17, 1900, which states: "The Amer1can techmoal
journals report that some remarkable results have recently been obtained in increasing the endurance of ou.bting tools by a process of treatment recenbl;y_developed m
the Bethlehem Steel Company by Mr. F. H . Taylorand

..

120
100
80
70
60

25
25
25

25

25
26

For Copper.
850

25

260

25
25
25

l OO
70
70

26
26

..

100

200
160

26

400
300

25

200
150

25
25

Mr. F. Maunsell White. The process is a.pplioa.ble to a

number of self-hardening steels, but the best results are got
with a. particular alloy. This alloy, after subjection to the
2peoial process,. retains its hardness even ab .a red heat, and
in fact the tool Is worked so hard that the ch1ps turn blue as
they leave the tooi. The process is '!oPPlied after t~e tool is
ground to form, and the hardness IS not superfioml, but
penetrates to the centre of the bar of 4 in. square. The alloy
used forges much easier than the ordinary self-hardening
steels and can be annealed so as to be machined into
millirig cutters or twist drills. In a. demonstration at the
works of the Bethlehem Steel Company a tool treated by
this special process was used to take a <?ut -h in. with a fe~d
of 11J in., ab the rate of 150 ft. per mmute; the matenal
operated on being .010 carbon steel; the experiment
lasted some minutes, and the point of the tool became red
ho.t, hub was found to be uninjured at the end of the cub.
A tool of Mushet steel, subjected to the same trial, lasted
5 seconds. In another experiment, hard oast iron was cut
ab the rate of 150 ft. per minute with the specially treated
tool steel ; the experiment lasted 16 minutes. Musbet
steel failed in 10 seconds."
The above is a. great accomplishment in the way of
getting tool steel to withstand the high-speed cutting,
but the high price of such steel would be a. drawback
against its adoption, unless one used tool bars and holder~,
and reduced the quantity a.s low as possible.
The following are the results of some of my trials with
English manufacture, and they compare favourably with
the American experiments conducted on powerful modern
machinery:

A.

Material.

Diameter
of
Material
Cut.

Speed
in Feet
per
Minute.

Dep~h

Condition
Feed.
Time.
of Cut.
of Tool.

lQ .

Steel

,,

,:~

15!

41

liT

7!

29
52

~~'!

28

11\tl

,,

7
7

Cast

,,

JfOIJ

16~

16i

)I) .

37

7!

-nr

:I

k
l

tl\J

lz

35
64

!-i

for

ID ID.

16
6

Good.
Tool to

ood.

6
21.
13
17

~rind.

,
,,
,

I)

In all the above trials the tool was as good at the finish
of the operation as at the start, with the exception of the
second test. In this instance the tool had to contend with
a. very tough shaft, and pa.rbly chilled skin, the diameter
also varying a. good deal ; the tool was working well
within its powers.

B.

Diameter
of
Material. Material
Cu t .

Speed
in F et
per
Minute.

ID.

15.\7,'tr

40
37

'lt1J

37

W. st eel. .

,,

,,
,,
tl

,
,
,,

6i

Depth
CondWo:t
Feed.
Time.
of Cut.
of To)l.

m.

i'I
!

tn
1~
1~

1
1 11

mm.

4
6

35
35

~1

11,

3
8

l 'J

1'lt

6i

6i

6k

32
32

!
!

1'1
1
1 cr

6i

82

-In

Good.
Lc.\t be
stopped
t ool t 0
g rind.
Good.
tl

Lat he
stopped
t ool t 0
g rind.
Good.
Lathe
stopped
t ool t 0
(trind.
Good.

E N G I N E E R I N G.

D Ec. 27 , 1901.]

W e were handicapped in all the above trials for want now on the market of a high rate of producbivepowe~, the dradging and training works were undertaken. In 1862
of power, the machine pulling up as soon as a heavy ou t principles of which are embodied in obe above menb1oned the minimum n av igable depth at low wa.te~ (zero) wa~
cases-that is the whole matter lies in the number of cut- 10 ft., increasing to 11 fb. in 1863. . In 18~5 new works
was pu t on; tool did not out as clean as A.
were decided on, with the obje~t of m oreast.ng b~e depth
ting
tools
o~e
oan
~et
working
ab
the
one
time,
the
0.
proper means of holdmg and steadying the. work in ~he to 13 ft. at zero, a result wh10h was atta.I.ned m 1870.
machine, n.nd the machine's strength of geanng and stiff- The works, including the little M cub, w1th a bo.ttom
width of 100 fb. and a depth of 16ft. ab zero, were fin18h~d
Diameter Speed
ne!!s to stand the strain.
in Feet Depth
Time. Condi tion
I referred to an ordinary plauing machine as . being in 1871. From tha t time to 1879, funds were only ~vatl
Material. Ma~!rial
Out.
Feed.
of
of Tool. sometimes a very inferior machine for the size of 1b, the able for the maintenance of the depth already a.~tamed,
per
Mmute.
Out..
amount of power required to driv~ it workin~ and idle for the correction of five newly-formed shoal~, wh~ch ~ad

or reversing. We can help to Improve this s.ta.te of to be dealt with to maintain the depth, for Wldenl.llg
i,..11.
m. mm.
Good.
20
7
matters in a planing machine that is only fitted w1th one the little M oub to 260 ft, and for the very success!ul
S r;et I
i
20
14 Tool fair : head, by putting two or three tooh into a patent tool- rectification by means of training workt~, of an extens1 ve

6tl
t
To touch bolder, and with the one labera} traverse remove a. lot and danger~us shoal, on ":hich the depth decreased ab
up.
times to lli ft., at the I smail Chn.ta.l. . .
of
material,
if
the
job
is
anything
of
a
plain
surface
..
:1
J
to
rool
13
4
et

'!\~
In 1880 a new series of works, oomprismg three outs.a.nd
Milling machines are tools that o~n be r~n to theu ~b
"
grind.
10 rool
to mosb oapnoity and that as a rule 18 of ht~h productl ve training works at Gorgova, over a. length of three miles,
25
6

l- ~
~
touoh up. rate ; they are made rigidly, and, except m those types were commenced, the object being to increase the deJ)th
16
37 Good as where in a very long job the table overhangs to such an a t zero to 15 ft. and to suppress the sharp bends near ~b.
6
:P~ a side

t
new.
extent as to spring downwards, we can get an accurate George's Chatal-obsbaoles offe~ng.insupera.ple diffioult1es
Ditto.
2l
22
5
:l! a sidE: !
.
I
resulb. There is great variation in practice regarding to steamers of great len~th nav1gatmg the r1ver. . .
"
Splendid.
24
20
5
!

l
These works were fimshed in 1886, when the mmtmum
types
of
machines;.
their
advanta~e ov~r the slotthese
I
ting machines or shapers 1s tha.b the tool ~s cuttmg all the depth was 15 ft. ab zero. Two more cuts to suppress
This tool was nob adapted for highspeed cutti ng, but time. They oan be run at oonstderably h1gher speed than the sharp b ends between the 39th and the . 40bh
i~ as good as ordinary tool steel on a slow motion. A s other tool~, because each tooth is in contact for only a mile-po3t, and at the 38th mile- po3t, were fi~18he~
long as the speed was kept low, some fairly heavy cuts small p ortion of the revolution and has a chance of getting in 1889, when the depth ab zero was 16 ft. To gam th18
could be taken; but as soon a~ the speed was raised, the cooled by the water or whatever lubricant is used for increased depth it had been necessary to lengthen the
edge of bhe tool went.
thab purpose. The following speeds ar.e the resu.lts of groynes of thirteen old shoa.~s for the purpose of narrowI have noticed the same thing in drilling a hole in a experience, but are by no me~ns the maximum attamable ing the upper part of the Sulm~ branch to 400 ft., a!ld to
deal with seven new shoals whwh had become promment
grindstone with a high speed and small feed; the tool with new and powerful maohmes :
after the elimination of the old ones. The ti ver bank
lasted no time, but wit h a very heavy feed and a slow
opposite each system of groynes, and in bends wherever
speed the drill worked well.
Finishing
Out.
Rou~hinc:t Cut.
io was subjecb to scour, was protected by rubble-stone
The whole of the above trials were conducted under un
revetments, and prominent points an? irregularities of
fa vourable conditions to the sample, and we were fully
convinced thab of the three samples, A could do very
Feet per Revolutions Feet per Revolutions the river bank were removed by dredgmg u.nd also revetmuch more than we had the means convenient to pub
Minute. per Minute. Minute. per Minute. ted. The little M out was deepened to 25 ft. at zero, and
widened by dredging to 300ft. bottom width, to produce
it to.
57
'i6
a normal section. The width of the five new cuts dredged
T aking the speeds ab which a drill can be run, I had .a. Steel
40
30

from 1880 to 1889 was 300 fb. ab the bottom, and the depbh
few rather peculiar examples shown to ~e of the . erra~10
r
r
90
105.
efficiency of one sample of tool. I was usmg a tw1sb drill Wrought iron . .
16 ft. at zero. t
40
55
As a sequel, new difficulties arose ab the 8~ and 12th
in a pneumatic drilling machine, when owing to th~ circur
1'
114
14 3
l ating water being out off I coul-d not work the Mr com- Oast iron ..
mile-post bends, which places gave great troubre to very
(0
75

-r
pressor, and bad to put the job on to a radial drilling ma.
long sbeamers on account of the small radius of the curves;
I'
190
228
and it became evident that these bends, as well as the
chine, with the same tool, le~s feed, and a regular. auto- Brass
1(0
120

.,.
?'
matic one ab that: the tool dtd not stand the wear m the
one at the 18th mile-post, would either have to be eased
by three small cuts of greater radius, or would have to be
bough material in hand as well as it did with an erratic
hand feed and higher speed. There were two .cond~ti?ns
suppressed at a stroke by along straight out between the
" ?' " radius of out.ter in inches.
under which this work was done. On the radtal dnlhng
8th and 18bh mile-posts . Thanks to the out and works in
Although the milling machine has m9.ny advantages the upper part of the Sulina branch, the depth had been
machine the drill was working vertically; on the pneumatic driller, horizontally ; and the cuttings seemed to over the slotting machine, yet there are certain jobs tha.b locally much improve~, . and during floods. of even
a. milling machine cannot get through so satisfac- moderate height the mmtmum depth of the river had
clear themselves quicker. .
.
. .
P eripheral speed of dr1lls m general pract10e ts about torily as the latter, ~nd, in my opinion, a slottins: ~!la Leen shifted to the bottom half of the river-that is, below
chine well worked IS a very useful tool; the mllhng the little M out.
that given in the annexed Table :
cutter
cannot
negotiate
corners
as
the
slotter
or
shaper
In 1890 a new series of works b etween the 23rd and
Brass
...
...
... 25 fb. to 40 fb. per minute oan.
18th mile-po~t, and the long cub between the 8th and 18 ~h
Wrought iron
...
... 20 ,, 25
,
The slotting machine and the shaper are, in my experi- mile-post, suppressing the first or lower loop of the great
Cast iron .. .
...
. . . 15 , 17
,
ence, machines to take a. first-class specimen of t ool steel M, were started, with the object of deepening the river
Steel
.. .
. ..
. . . 14 , 20
,
and run with a good cut and fairly heavy feed, but to from 20 fb. bo 21 ft. at the average summer level- that
Feeds- up to ~ in.
. . . 200 reva. to 1 in. feed
slowly, as ab a high rate of speed most reciprocating is, when the water is 5 fb. above zero at the St. George's
,
~in. to 1! in. ...
150
,
1
,
machinery soon shakes itself loose in parts that we do Chatal, and of removing the difficulties caused by ohe
,.
above 1! m.
. .. 100
,, 1
lt
nob notice until some mischief is done.
objectionable bends. Begun in June, 1890, the 8th to
Take the obstacle to maximum prod uction (sometimes
The system of feed from a stepped cone and a little 18oh mile-post out was opened in December, 1893. This
so) of the man who is working the machine. If a. man is strap is a p oor one, and no matter how tight one gets out was dredged to a bottom width of 350ft. and a depth
on piecework, and his piece price nob out, when he. pro- that little belt, its size allows it to s tretch by being taken of 18 ft. at zero.
duces his finished job considerably faster than he dtd ou off and pub on again, and it requires constant readjuPting.
The groynes between the 23rd and 18th mile-posts bad
time rate, you will notice his machine will be well taxed This is superseded in modern machinery by gear feed, been lengthened, and their number supplemented by
to ge b through the work both in feed and speed, a.nd he and in the lathe I took experiment A with the sample, new ones, to reduce this part of the river to a minimum
does nob seem to display the remarkable anxiety for the I have always had to use change wheels and the leading width of 400 fb. Groynes had also been constructed besafety of the machine as he did ~n. time. Can yo~ bh.me screw owing to the feeding gear being so fast even on tween the 71lh and 8th mile-post, and 6th and 7th milehim ? I have often been told Ib 18 only p ure lazmess, or the slowest motion.
post, to complete the regulation down-stream. During
a mistaken policy on the part of a machi nema.n,. not to
English practice genera1ly is a long time in accepting the four years necessary for dr6dging this long cub, the
drive his machine to its utmost capacity ; but he w1ll find, the grinding machine, such as emery corundum or such river had deteriorabed rapidly between the 8th and 18th
if he works his machine faster, that there are events type of wheel, either M a roughing-out or finishing mile-post, and groynes had to be constructed at the 17th
likely to occur; and ab a high rate of speed these events machine, although they are extensively used abroad. mile-post, 12th to 16th mile-post, and 11th mile-post, to
oast very small shadow~ before, so his mi~d must ~e on This system is both accurate and expeditious, both for give urgent temporary relief.
the job-nob partly on It and partly on h1s own pnvate internal or external diameters, and they run ab a peripheral
In the upper parb of the Sulina branch no new works
concerns.
speed of 3500 ft. per minute on very hard material.
had been required, except ing some groynes constructed
Where you cannot afford to pa.y the percentage deThis subject of the speed of machine tools is a wide one, below the Chatal cut (44bh mile-post) in 1891 and 1892,
manded by piece-rate, but still wish to encourage and and worthy of far more able pens than mine. Yeb I trust bo carry on the r~gulariby in Width for some distance
stimulate your men to ~ake things g.o. the ~yste~ 9f my bumble efforts will serve to "draw the fire " of some below. In response to the facilities afforded by the new
premium on correctly fin18hed work withm a t1me hmit of our members, who may agree with me bha.b the machine out and works, the tonnage of the largest steamer naviis a happy' medium between the two extremes, and, where shops are the mosb important part of a commercial engi- gating the Sulina branch increased to 2674 net reg.
adopted, works well if the time limits have been carefully neering works.
tons in 1896. Again there was trouble, long steamers
worked oub and arrived at by a compe tent practical man
complaining of the difficultJ bends below the 35th and
who oan tell pretty nea~ly ~o 5 minutes ?ow long ~t should
above the 33rd mile-posts; in fact, about the whole length
take to soti a job, and 1t IS generally m t~e settmg tha t
THE MOUTH OF THE DANUBE.
of river from the 31! to the 37th mile-post. A new out
much time is lost. If we want to get maohmes to produce
bet ween these two pomts was started in March, 189!, and
quickly as well as accurately, there is no use in having Recent I mpr011ements effected in the N avigable Condition opened
in October, 189i; its bottom width is dredged to
of the Sulilna Branch and Outlet of the Danube.*
the best and running ib under the most favourable condift., with a depth of 18 fb. at zero.
tions, if it is to waste half-an-hour doing nothing. It
By C. H. KUHL, M. Ins~. C. E., Resident Engineer to 300The
shoals
in
the
lower
part
of
the
Sulina
branch,
would be like selecting a very fast and p o'Yerful locowothe European Commission of the Danube.
having partly been abolished by the 8th to 18bh mile-post
ti ve to take an express through on record ttme, and allow
THE European Commission of the D anube, called inbo out, and partly been improved by new works, groynes,
a fish train ahead to hold it up for 15 minutes. That existence by the Treaty of Paris of March 30, 1856, is in and revebments, the minimum of the river depths, during
policy is sometimes adopted by public bodies. To prevent charge of the L ower Danube from bhe Black Sea to the low water, had again been shifted to the old shoals of
such a case occurring m machme shops give the man a head of maritime navigation. (See Ohart of Delta on Argagni (41sb to 42nd mile-post) and little Argagni (40th
liberal amount of u!lskill~d help, an~ bel(> him in a .few the next page.) Training works have been executed ab to 41st mile-post). To do away with these shoals and
ways, such as assistmg htm to o?tam smtable pack1!lg, the Sulina mouth and in the Sulina. branch, from Sulina. with the bend at the 41sb mile-post, another small cub
&o. It is often the dread of havmg to tackle the sebtmg to the St. George's Chata.l, and also ab the Ismail
(40~ to 42nd mile-post) was started in August, 1897, and
of a heavy job. just at finishing time tha:t causes, some Chatal, where the Toultoha. branch leaves the main opened
in October, 1898. This cub has a. bottom width of
men to mark time for the last hour on a m ce easy self- river. The river from this p oint to Braila has b een
300 fb., and was dredged to 18ft. at zero. The size of the
act."
.
surveyed and buoyed, but no works have been con- larg~st steamer navigating the Sulina branch has increased
T o obtain a maximum oubpub, and have your maohme structed, and dredging was only resorted to at Zeglina,
tools kept up to their work, it has b een advocated to have above the town of Gala.tz, in 1893, 1894, and 18!>5, where (1900) to 2889 neb reg. tons (carrying capacity of 5900 tons
speed curves and tables placed before a man's machine, in a shoal had formed after some abnormal floods, below dead weight). By the different cuts dredged and works
some ~uita.ble position, and the foreman instruct. him as the confluence of the River Serebh, a wild, sediment bear- constructed in th e Sulina branch since 1880, the river has
been shortened by seven nautical miles, and the de pth
to the meaning of them, and to the eff~ct that he IS to run ing tributary.
his machine to those speeds when work1ng on such and such
TUE S ULINA BBANOTI OF THE DANUBE.
a diameter of work and of the material in the table. The
* The tonnage of the largest steamer navigating the
ingenuity displayed by the man in twisting the meanings
In 1856 the depth of the Sulina branch averaged about river in 1880 was 1462 net reg. tons.
of these curves IS somtimes wor thy of a lawyer. I hold 8 fo. during the low-watrer season. Beginning from 1857,
~ The tonnage of the largest steamer navigating the
that a diplomatic feed and speed ~an, .or fo~ema.n, who
Sulina branch, which was 1588 net reg. tons in 1887, had
* Paper read before the International Engineering increased to 2197 net reg. tons in 1889, in consequence of
is working for those who are p aymg him, Will be more
Congress, Glasgow, 1901. Section II.: Waterways and the improvements resulting from the oubtings and river
effective.
We can give hundreds of examples from the machinery Maritime Works.
works.

11

11

11

--------------------------

..

E N G I N E E R I N G.
TABLE III. -Navigable Depths in the Sulina Branch.

TABLE I.-CuTs IN THE SuLINA BnANOH 014' THE DANUBE, 1880 TO 1900.

Monthly Minim1.vm.

Mil e Post.

Year.

NAME.

Oha tal St. George ..

Papadia
..

Upper Argagni
Lower
,

Masourale ..

Lower half of big M

Gorgova Veniko ..
Argagni

45-44
36
43-42
4039
38
18.8
87.31
4240!

Length.

n.

1880 1882
1883-1884
1885-1886
1886-1887
1s;S8-1889
1890-1893
1894-1897
1897-1898

Upper half of big

MI

3,260
2,920
3,740
2,600
4,460
31,860
6, 500

Not finished.

Oubio Yards.

Shortening
of River.

Number of
Bends
Suppressed.

ft.

fh.
16
16
16
16
16
18
18
18

21,690,418

2
3
3
3
2
8

2,300
1,695
3,555
595
780
25,675
8,300
1,300

1,056,974
753,187
1,218,246
843,571
1,232,432
7.682,028
6,800,799
2,103,181

44,200

34,200

300
300
300
800
30:>
860
300
300

2 1 ,~00

1898

Depth.

ft.

77,130

2788

Bottom
Width.

2L

23,275

March . .
April ..
May
June ..
July
August
September
0 Jtober
November
December

..

1890.

1900.

ft. in.

ft. in.

14 9
16 6

tt. in.

17
17
18
17
18
18
18
17
17
19

18
18
20
21
20
19
19
17
18
20

13 6

14
H
12
12
14
16
16

14 8

Average . .

1880.

0
9
0

6
3
0

--

6
0
9

0
0
0

6
6
0

17 10

6
0

6
6
0
3

0
9

a
0

19 3

of the-8ulina. branch has been increased to 17ft. a.t zero,

and 20 ft. to 21 fb. at the average summer level.
The only bad bends in the Sulina branch which remain
and give trouble to long steamers at present are at the
22nd, 24th, and 27th mile-posts. TheE.e will be done
away with by the 18th to 27th mile-post cut, suppressing
the second or upper loop of the great M, which was com
menced in October1 1898, and will probably be opened in
1902. This out is oeing dredged to a bottom width of
320 ft., apd a. depth cf 20 H. at zero. The depth of the
Sulina. branch will gain 2 fb during the high-water season
by the elimination of the shoals between the 18th and

Month.

raises the g round to a. height of 2 ft. n.bove high-flood

level; thus nob only forming a dry towing-pa.th, hub also
disposing of the stuff in a direc~, us eful, and inexpensive
manner. It is mainly owing to the use of Burt'tJ mud
pump-which, on Sir Charles Harbley's recommendation,
was fitted to the dredger "Sulina" in 1869-thab the cost
of dredging has been kept extremely low to the present
time. When very hard stuff is meb with, unsuitable for
the mud pump, the valve is thrown over, and the stuff
filled into hopper ba.rges and deposited in the suppressd
reach&~.

The " Dalta. " and " Harbl~y " work day and night

five cuts made from 1880 to 1889 were dredges to a crosssec tion of 5120 fb. ab zero. These cross-sections have
been developed by scour, and the minimum in the up~er
parb of the river is now 6000 squa.re feet ab zero, whiCh
increases to 10,000 square feet ab zero towards the
mouth of the rivE:r.
The 8th to 18th mile-post cub
wa..q dredged to a. cross-section a.t zero of 6768 square
feet, which has developed to 7213 square feet mimmum. The present cab (18bh to 27th mile-~ost) is
being dredged bo a. cross-section of 6883 square feet.
For the protection of the river workfl, groynefl, and
revetments, steamers of more than 800 net registered tons
are nob allowed to navigate ab a speed exceeding 8 knots.
Smaller steamers can go as fast as they plea.se.

.., ...,,.
DELTA
OF

KAGOUL
LAI\"E

TH

-.

KILl A

BLACK

'

...

--~-

:.;,.~l

... . .

-~~

-'" IUJ)IICCS I:JLANO

..

- -

-.:,-

_....-o...A.
(_"'('

_._

....

,C I I J\ R T

..,._

SCIUHA

- - .- .

- ......-

...

,_

....

. ...
(

... ,._, - .._ .. ' :

... {/
-

.
.
_....
...

-- --

--0

__

'

....

MOUTH

_,._ -

.....

,_

.
.

.4-.

---

SEA

OP TMC

DA )JU BE AND ITS BR ANC II ES

13ETWCS.'I Rn\11..\ ~oNn TilE Sr.~o, 1870-7 1

~'

ConncOTIOK ISSS ASD 1800.

27Lh mile-post. When the cutting is opened, the Sulina

bra.noh will have been shortened by 11 nautical miles in
all, thus reducing its length from 45 miles to 34 milefl,
from Salina to the Sb. George's C hatal. This is in addition to the shortening of 5790 fb. by the little M cub
opened in November, 1869, before the new mile-posts
were put up.
In tbe cuts opened from 1880 to 1898, the total qua.ntity dredged and excavated was 21,690,418 cubic yards
(Table I.). Th e cost of dred~ing in the la.sb cubs, from
1894 to 1898, about nine milhons of cubic yard~, was 2d.
]:er cubic yard, inc~ud.ing every_ expenditu rP, but exolu_si_ve
of intere3t, d epre01a.t10n, and msur ance. The quantities
are measured by cross-section~. In the new cub 4,863,000
cubic yards have been dredged up to the end of 1900.
Three dredging ma.chinrs are employ~d in the new cuts,
and for dr edging in th~ riv-r. They work, weat~er permitting, from the mtddle of March to the midd le of
DdcE mber, when the works are stopped on account of
the froab, and the machines are laid up for repairs during
the winter. They are open-ended bucket-ladder dredgers,
speoia.Jly constructe? b<? cut their own flota.tio.n.
.
The Sulina, of 80 mdicated horse-power, bmlt ab Tneste
in 1866, is fit ted with buckets of 7 cubic feet ca.pacit_y.
This machine is med for dredging hard clay and depositing into hopper hg,rges, for forming the slopes under
water, and, when fitted with a. long shoot! fo~ constr~ct
ing ba.nks across lakes and low ~laces m eb w1th m dredgmg
the cubs acro1!s the swamps. The "Sulina" also dredges
a bones from the old groynes and revetment3 in the reaches
of the river, which have been suppressed by the on~.
These stones are used over again for revebing the slopes of
the cubbings. The "Delta.," of 180 indicated horse-power,
was built in 1881, and the "Hartley," of 250 ind ic1ted
horae-power, was built in 1891. These two powerful and
efficient dredgers were constructed by th~ Naval Construction and Armaments Company, Barrow-m-Furnees. Both
machines are provided with buckets of 17 cubic feet capacity, and ~bted with Burb's mud-pump, an appliance
specially smted for the delta of the Danube, as the ba.nko
are nowhere more than 12 fb. above the level of the uver
ab low water, which height is within reach of the pump.
The mud pump delivers bhe stuff through floating pipes
on to the naturdl ba.nkA (and in h.kes and low ground
behind the artificial bi.nks made by the long shoot), and .

with the mud pumps, and together dredge normally, in

the Sulina branch, about 2 million cubic yard s during the
average season of 230 working days and the same number
of nights. During 1899, working in exceptionally favourable aofb clay, they dredged 3,053,753 cubic yards, working 193 days and nights, a.b an average rate of 1.08d. per
cubic yard, e very cbarg_e included, except redemption of
capital and interest. Reckoning 10 per cent. for these
items on' the capital value (36,000l.) of the two dredgersthat is 3600l. per annum- would ~ive an additional charge
of 0.28d. for the year 1899, makmg a total of 1.36d. per
cubic yard, including everything.
The Sulina br anch, which was very irregular originally,
the width varying from 300 fb. to 800 fll . is now 400 fb.
wide in the upper part. increasing to 450 ft. and 500 ft.
in the lower part above the 3rd mile.posb. The minimum
cross-section in 1880 wa.s 5165 square fet ab zero nPar
the uppEr end, 1500 ft. below the 4!th mile .post. The

T lible II. gives the actual depths in the Sulina branch,

and t he depths r educed t o zero on th ~ different shoaJs
in December, 1900.
So far as the navigable depths of the Sulina branch are
concerned, the averages of the monthly minimum were:
14 fb. 3 in. in 1880, before the cub and new works were
started ; 17ft. 10 in. in 1900. after the opening of the firsb
five cuts ; and 19 fb. 3 in. in 1900, after the opening of
three more cutP, a. gain of 5 fb. since 1880.

THE SULINA M OUTH OF THE DAN'CBE.

In 1856 the usual depth of the Sulina. entrance was
9 fb., but during floods this depbh o ften decreased to 7 ft.
The provisional jetties. d esigned and constructed by Sir
Charles Hartley, K C. M .G ., the E ngineer-in-Chief of the
European Commission of the Danube, were commenced
in April. 1858, and finished in July, 1861, when the depth
was 17~ fb. * (See Survey of Sulina Mouth.)
After considerable fluctuations, and after the jetties
T AULE II.
had been consolidated in concrete, the depth varied
between 12~ fb. and 19~ fb. in 1871, 20 h. was attained in
Depths, December 4, 1900. 1872, 20~ fb. in 1873, and after some slight fl uctuations in
1876 and 1879, caused by the formation of a. bank near
Shoal ~.
Mile-Posts.
the pier-heads during floods, this depth was constan tly
Reduced
to
ma.inta.ined, by natural scour alone, from 1879 to 1895,
Actual.
Zero.
without dredgmg. During high spring floods the channel
- ft. 10.

batween the piers or jetties was scoured to a. greater

f t. m.
24 23
Below Ohatal Out ..
20 2
depth; wherea.s the depth outside the J?ier-heads dimi44

Upper Argagnis
21
0
17 0
42

nished on account of the grea.ter quant1ty of sediment

Masourale
24 3
20
6
39

carried by the river, and deposited immediately ou~ideo.

Veniko
2t
17 10
86
6

2
l
27-30
Gorgova
0
18
1

*
A full description of the oonstruobion of the provi?
l
24- 26
Austria
6
19
3

sional piers ab Sulina, and of their subsequent consolidaBa.tmioh Kavao
20 0
18
6
18 - 23

tion, is given in two papers by Sir Char1e3 Harbley on

21
8-18
Out
s
20
0

"The Delta of the Danube, " Minutes o f Proceedings of

Average
21 10
18 11
the Institution of Civil Eogineers, vol. xxi., 1862, and

vol. xxxvi., 187 4.

_ _ __ _

-- -

..

88s

E N G I N E E R I N G.
During the winter storms the bank outside was cut
down by the sea and littoral current, thus increasing
the depth ; whilst on the other hand, the channel
between the jetties silted on account of the low water
and sluggish current. Ib was evident. therefore, tha t no
further improvement in depth could be expected by t~e
a.otion of the jetties alone, which had produced theu
maximum effect.
From 1883 to 1887 sixty steamers per year on a.n
average had to complete t heir cargoes in the roadEl, the
depth of 20! fb. of tbe entrance channel b3ing insufficient
for them when fully laden. This number increased to 142
steamers in 1888, 172 in 1889, 207 in 1890, 165 in 1891, and
168 in 1892 ; and as the size of steamers frequenting the
L ower Danube was constantly growing, it was plain that
the depth of the entrance channel was insufficient.
Nothing could be more inc~nvenient and even. da~gerous
during the autumn and wmter months, considermg the
treacherous character of the Black Sea. a.b these seasons of
the year. The loss of time was very grea.t, steamers
having been known to have to wa.ib for 26 days in the
roads, and even then, being overtaken by b1d weather,
having to leave without completing their cargo.
Sir Charles Ha.rbley, in October, 1893, proposefl t o the
Commission to obtain and maintain the extra. depth required by the aid of dredging and by narrowing works
between the jetties, a. depth of 23ft. to 24 ft. being necess:uy for the modern class of vessel frequenting the B lack
Sea. ports. A powerful bucket - hopper dredger was
ordered in 1893, and interior parallel training walls were
constructed between the jetties in 1894 to reduce the
width of the river in that part t o 500 ft., and thus by increasing the scour to diminish the q uantity to be dredged
to maintain the required de12_bh.
The marine dredger, Percy Sanderson, built by
Messrs. William Simons and Co., of Renfrew, is 220 ft.long,
40ft. broad, and 17 f b. 2 in. deep. The hopper carries 1250
tons. The thirty buckets ha.ve each a capacity of 21 cubic
feet, and the machine can dredge t o a. depth of 35 ft.
The dredger is propelled by two sets of tripleexpa.nsion
surface-condensing engines of 1250 indicated horse-power
combined, driving twin screws, and giving a speed of
8 knots when the vessel is fully loaded.
The year 1894 being one of extraordinary low water in

Dredging
Oha.nnel.
Between the pit rs . .
Out~ide
..
.
Total cubic yards

Mainte
nance.

cubic yards cubic yards cubic yards

101,2H
10 l,241

16,398

155,426

16,898

256,667

Dredging
Obannels.

Total.

171,824
273,065

:Ma.intenance.

Total.

cubic yards cubic -y-ar_d_s I cubic yards

Belween the piers
Outside
..
..
Total cubic yards

..
60,726

14, 259
142,419

60,726

156,678

- - -- - - - - -

14,259
203,145

-217,404
--

The dredger worked from Ma.rch 27 to D ecember 31. *

(See Stt,rvey of Sulilna M outh. )
The year 1897 was more unfavourable still, the river
being open (nob frozen over) the whole winter 1896-7, t.he
highest flood ever known coming down the river, bringin~ down qu antities of Sl'.nd. The depth outside was
23~ fb., from March 6 t o April17, 1897, before the dredger
could remove the new bank . After t hat date 24 fb. was
constantly main tained. No improvement by dredging
was possible, and the dred ger bad enough to do to deal
with t he fresh dep osit :
Maintenance.
Cubic Yards.
22,102
Between the piers
... ... ..
Ou tside ...
...
... .. . ... 265,222

Total cubic yards .. .

...
287,324
The dredging operations lasted from January 1 to 0Jtober 7.'1' (See Su1-vey of SuUna Mouth. }
T he year 1898 was favourable, with a moderate spring
flood, and small quantities of detritus in suspension. The
following quantities were dredged :

Dredging
Channel.

Mainten
ance.

Total.

- - - - -- - - - - - ----cubic yards cubic yards cubic yards

Between the piers ..

Outside
..
..
Total cubic yards

143,806

143,306

14,259
168, '259

14,269
311,665

182,518

325,824

- - - - - l- -

tions in depth are always possible when banks are formed

EO suddenly that the dre1ger cannot overcome them atJ
once. Hitherto, however, the dredger has proved powerful
enough not only to maintain th~ required deptp, but to
improve the entrance channel bestdes. The ~ngmg.l bank
dredged outside in 1895, 1898, and 1899 cons~sted o~ clay,
and was easily removed. The fresh deposit conststs of
pure or silty sand, pure in the run of the cu~rent near the
pier-heads, but mixed with more and more sil t the f~rther
away it settles outside. The flood deposit of sand, 1f nob
removed by dredging, would be entirely cleared away by
the combined action of t he gales from N.E. to N., and
the littoral current during the next winter. The core of
the ba.nk, low-water deposits con~isting of cl~y, is not
subject to attrition either by sea. or cu rrent, wh1oh caused
t he bank to develop and extend conatantly before it was
artificially dealt with by dredging. T he dredge~ works
from sunrise to sunset ; by preference only durmg the
summer months, but also in winter when ab3olutely
necessary.
When dredging in sofb clay, six loads per day can generally be dredged, and discharged ab a distance of three
nau tical miles, during the summer; thus:
Per L oad.
H r. Min.
Dredging ...
...
...
. ..
...
1 0
1 10
1'ransport . ..
.. .
.. .
. ..
...
...
0 30
Mooring and unm<.orig
...
Six loads at 2 hours 40 minutes
... 16 0
0 30
From and to anchorage ...
...
...

..
.
1!> JO
...
Total ...
...
The dr~ dger worked from April 22 to Nove mber 30 :t.
On one occasion seven loads were removed during one
(See Survey of Sulin,a Mouth.)
The bank to the norbh of the dred~ ed channel outside, day of 17i hours. The shortest for filling the hopper has

Scale,
l

u se B

J.VaJ.JJ:.uAl JJUv.r
zjl!i ; f'
t: m1

of

28

10

!
TCHIBOUILI

<;UTTIHO

the Danube, the south bank, oppo~ite the pier-heads, was

in an exceptionally favourable condition in the 11.utumn,
with 2t fb. at zero on the leading line of the Sulina. and
North Pier lighthouse3. The channel between the jetties,
however, had silted up, the depth being reduced to 20 fb.
ab zero. It was consequently necessary to begin dredging in the inner channel firdt, if only to preserve the
standard depth of 20! fb. Dredging the entrance channel
between the piers, over a width of 300 ft., was started in
October, 1894, the depth being 20i fo. * (See Survey of
Sulina JJIouth. )
I n J anua.ry, 1895, the depth of 22 ft. was recorded, the
inner channel havin~ been deepened by dredging to 24ft.,
over one-half the Width, and the outer channel being in
a favourable condition, as the bank bad been further
cut down during the winter gales, increasing the depth
bv 1ft. since October. Dredging the channel between
the piers was finished in April, 1895, the work having
taken six months to comple~e. Dredging at sea was started
in April, 1895. For the purpose of reaching deep water
in the shortest pos!!ible way, the channel outside was
dredged in a north-easterly direction from the pier-head~,
the minimum width being 350ft., widening to 500 ft. seawards. In August, the depth of the entrance channel
was 23 ft:., and in September, 1895, 24 f b. D:edging
operations were brought to a close in October, the outer
channel being nearly fi nished . -~ (See Survey of Sulina
Mouth.)
The following q uantities had been dredged (1894 95) :
Dredging
Ohanoel.
B etween t he piers ..
0 utside

Total cubic yards

Maln te
nance.

Total.

cubic yards cubic yards cubic yards

201,656
202,021

6,148
65,069

206,803
267,090

403,676

70,217

473,893

The year 1896 was unfavourable, with comp9.ratively

high water all the year round, carrying greab quantities
of sediment; and, consequently, very little was done to
improve the channel, only a small point of original grou_nd
left over from last year being dredged. The q uantity
dredged during the year was:

* Survey No. 191, Novemb er 1 to 15, 1894.

t Survey No. 205, N uvember 25, D . c m ~er 3, 1895.

which had iL creased during 1897, wa3 entirely removed,

thus freeing the channel, and ab the same time removing
an obstruction whi ch bad prevented the littoral c~rrent,
coming from the north, from impinging directly upon the
artificial channel, and helping to keep it open by pushing
the detritus to the south.
The year 1899 was still more favourable, as there were
no floods, and consequently but little sediment. Between
the piers, however, considerable low-water deposit took
place, and bad to be dredged in order to keep the channel
clear. Outside no deposit was dredged; the channeJ,
however, was straightened by two points to about E.N.E ,
by dredging away the bank to the south.
The following quantities were dredged :
Dredginl{
Channel.

Maiatenance.

Total.

cubic yards cubic yards cubic yards

Between the pi us ..
Outside
..

Total cubic yards

363,611

67,019

67,019
363,611
430,630

The d redger worked from June 1 to November 30.

(See Survey of Sulina Jlrlouth. )
Old Sulina Light and North P ier Light in line is again
the direction of the channel outside, the traditional line
of olden days. The width of the channel to t he south of
this line being only 300 ft., it will be convenient, when
t here is a suitable oppor tunity, to dredge another strip to
the south, with a view of increasing the facility of navigating the entrance channel during northerly gale&, and
providing ab the same time a convenient place for deposit
to the south of the leading line, when the river brings
down large quantities of sediment durin~ floods.
The year 1900 was remarkable for high but clear water
t o the end of June, when considerable deposit of J?Ure
sand took place in the outer channel. The quantities
dredged are given in the next column.
The dredger started on July 2, and had removed the
new bank by October 3t. ll (See Survey of Sulina Mouth. )
Given the character of the Danube, a sediment-bearing
r iver, subject to great fl oods and changes, slight diminu-

* S urvey No. 211, November 2 to 6, 1896.

t Survey No. 22G, November 14, 15, 1896.
:t Survey No. 231, N ovem her 2 to 30, 1898.
Survey No. 234, November 1 to 4, 1899.
11 Survt=~y No. 239, November 20 to 25, 1900.

been 55 minu tes. D radging sa.nd deposit in t he channel

only four loads per day can be removed under favourable
circumstances ; thus :
Hrs. Min.
Dredging ...
...
...
.. .
2 0
Transport and discharge
.. .
1 10
...
0 30
Mooring and unmooring...
. ..
...
Four loads ab 3 hours 40 minutes
14 40
...
Dredger in and out of port ...
1 20
...

...

Total
...
... ... ... 19 40
The success of dredging- at ~ea dependd principally upon
the weather, though the Percy Sandereon, being of great
size, can work in a moderate seaway up to 3 fb. high,
when nob on the beam.
Regarding the element of cost, the quality of the stuff
to be dredged is the most important factor, and a shallow
cub on an uneven bottom naturally gives very unfavourable results. At Sulina, the worst year was 1896, when
the cost of dredging, tra-nsporting, and discharging sand
and silt was od. per cubic yard. The best year was
1899, when the cost with clay only came to 2.1d. per
cubic yard. The average price is 4.2d. per cubic yard
for dredgin&', &o., 1, 790,736 cubic yards from 1894 to
1899, includmg all expenditure for repairs, renewals, and
liberal maintenance of the dredger, but excluding int erest, depreciation, and insurance. Ta b~es I. IV., V.,
and VI. give all the details concerning the dredging
operation~.

The dredger Percy Sanderson is fitted with an experimental sa.nd-pump driven by an experimental engine of
300 indicated horse-power. This pump was tried on the
bank outside the pier heads, but the material pumped up
would not settle or stop in the hopper, being too fine.
When tried, however, on an old sea. beach, which crosaes
the Sulina branch at the 13th mile-post, where there is
clean and freely-feeding sand, the suction pump filled the
hopper with sand in 1! hours.
The result to navigation of dredging and maintaining a
dep channel is as follows :
In 1893, 336 steamers had to complete their cargoes in
t he roads.
In 1894, 257
Ditto
dit to.
In 1895, 46
Ditto
di tto.
In 1896, 16
Ditto
ditto.
In 1897, 4
Ditto
ditto.
In 1898, 8
Ditto
ditto.
In 1899, 4
Ditto
di tto.
In 1900, 7
Ditto
ditto.

E N G I N E E R I N G.

886

This is very satkfaotory, as it is impo3r:ible to provide

an extra depth for a few steamers of great draught quite
unsuitable for the trade.
It should be noted ab the eame time that the largest
steamer loading in the Port of Sulina in 1892 was of 2Ul0
net resistered tons ; the size has greatly increased since
that t1me, and in 1900 the largest ~teamer was of 3519
net registered tons (6500 tons deadweight).
TA"QLE IV.-Dredger "Percy Sanderson., Nwmbcr of
Loads Dredged and Removed per Month.
Mon th .
J a nuary
February ..
March

April

May . .

June

July

August

September
October ..
November . .
December ..

189!. 1895. 1896. 1897. 1898. 1899. 19CO.

..

37

14

40
55

8
4l

5
12
38
40
57

32
60
64
85
60
67
29

42
30
59

629

383

131

39
57
49
8l
55
53
8

64

86
42
30
21

18
7t.l

79

110

79
77
45
45
40

ll3

76

108
02
88

Gl

93

403

457

604

86
82

305

TABLE V.-Drldgcr "Percy Sanderson."

Qua;ntities Dredged in the Sulina Entrance Channel.
At Sea.

Between the Piere.

Year.

Total.
Old Ground. INew Deposit Old Bank New Deposit

'
.
cubic yards cubio ) o.rds cub. yds cubic yards cub-.y-d-s
109,070
1894
109,070
.

1895
1896
1897
1898
1899
1990

92,685

143,306
363,611
60,726

201,655

224,028

786,062

202,021
16,398

6,148
101,241
22,102
H,259
67,019
14,259

36i,823
273,065
287,324
325,824

66,069
165,426
265,222
188,259

~~~;~g~

142,419

____

796,895

2,008,140

Drcclging Channel.
201,655 Cnb. Yde.
Between piers . . .
. ..
. ..
786,062
Outside ...
...
...
...
987,717
1895 to 1900. M aintenance six years :
Between piers . ..
.. .
.. .
224,028
Outside ...
...
...
. ..
796,395
1,020,423

...

Total cubic yards

...

2,008.140

TABLE VI.-Dredger "Percy Sandt'I'Son." Dredgitng

Sulina Entramce Channel.
Working.

. 1-0

ro

...

cG
QJ
~

'3
~

-- - 1894
1895
1896
l S97
Jt:9s
1899
1900

86
153
129
126
114
114
67

..,.,.,

a:la:l

$.o cll

CD

......
Cl!
A

0
"'A
~
E-t

18
43
34
41
32
25
25

...

cG

::s

cG

.....
en
G)

c;i .

.. -

Q.>

Cl!
p
...,bD

::>

1>,

G)

C) C
-er:
....

1'<11

_.;)

Q.>

~
G) 1>.

_.;)

.,
t.-.
<S

....

bJ)

bD

..

-~
cGQJ
...,

~A

-o
ep.lt

g
a:
..,

tl.O ~

'Oo

Ac~~

.Remarks.

..
.... ::s

10.

Q~

2"i

.... 0

g! a.

poP poP
O's:;l. Ql P.

2
3

hr. m. hr. m. cu. yds. cub. cub.

.vds. yds .
5! 900 10 192 30 109,070 2020 667 Ola.y.
196 3546 20 1058 17 864,823 1861 345 Clay & sand.
163 3090 10 967 10 273,065 1676 282 Sand & silt.
170 2921 40 1113 45 287,324 1690 258 Ditto.
146 2401 20 917 35 325,824 2282 356 Olay & sand .
139 2271 50 843 45 430,630 3098 510 Olay.
921428 6 543 50 217,464 1823 308 Sand & silt.
I

DREDGER "PERCY SANDERSON."

(Cost 38, 423l.)
Cosr O.P DREDGING, REPAIRS AND MAINTENANCE OF
DREDGER, SPARE GEAR, &a.
Quamtity DrEdgd, 1894 to 1899-1,790,736 Cubic Ya-rds.
d.
d.
Coal and stores
... o.81} 2 0Dredging ... { Crew and wages
... 1. 24
. \)
102 } 217
. & . {Coal and stores
...
R epaus, c. Crew and wa ges
.. . 1.15
.

. WE have received the following account of the proceedmgs of the committee appointed in America to consider
the standardisation of extra heavy flanges: For pressures less than lOO lb. there bad long existed confusion
regarding standards for flanges of pipes, fittingP, and
valv~. A schedule of standard flanges was adopted
July 18, 1894, by a committee of the Master Steam and
Hob W ater Fitters' Association, a committee of the
American Society of M echanical Engineers, and the re
presentatives of the leading valve and fittings manufao
turers of the U nited States. As the use of high s.t eam
pressures became more general, there c1me into existence
.so many different diameters, tbicknessefl, drilling circles,
and number of bolts for flanges on fittings, valves and
pipes for extra heavy pressureP, that manufacturers could
not safely keep stocks of goodd, and mill architects and
engineers were greatly delayed ab times in making up
specifications for contemplated work, on account of time
taken to find out what the different manufacturers could
or would furnish.
R ecognising the need of a standard for extra heavy
flanges, Mr. J. C. Meloon, M echanical SuP.Hintendent of
the General Fire Extinguisher Company, Providence, R.I.,
iesued an invitation to t he leading valve and fittings concerns of the country to meet and consider this subject. In
response to this invitation, several of the l11.r gE>st concerns
sent representativs to a meeting at New York City,
April24, 1901. At that meeting a committee was chosen
to formulate a standard. This committee consisted of
J. C. Meloon, Mechanical Superintend ent, G eneral Fire
Extinguisher Company, Providence, R .I. ; J . F. O'Brien,
Secretary, the Pratb and Cady Company, Hartford,
Conn.; L. R. Greene, Engineer, Walwortb Manufacturing Company, Boston, Mass. ; H. D. Gordon, M.E.,
Jenkins Brotber3, New York, N.Y.; F. A. Strong,
S uperintendent, Eaton, Cola, and Burnbam Company,
Bridgeport, C~. ; F. A. Connet, engineer, Builders' Iron
Foundry, Providence, R . I .
Mr. Meloon was made chairman, and Mr. O'Brien
secretary.
The committee bad various sessions, and submitted to
the manufacturers interested the following recommendations and sobedqle for standard at a meeting held in New
York City, June 28, 1901.
1. Multiples of four for drilling.
2. Drilling should straddle vertical axis.
3. Bolt centres not to exceed 3~ in., excepb on 2i in.
size. Committee at first propo~ed eight i -in. bolts, but
sample elbows and flanges were drilled and bolted together,
and it was found that eight ftin. bolts interfered with
inserting bolts.
4. Distance from centre of bolt to edge of the flange
should always equal or exceed the diameter of bolt plus
i in. for 9 in. valves and under, and diam eter of bolb pltt-S
nob less than i in. for sizes larger.
Size of
Pipe.

-oA
G) bt, Ql~
..c .. .,

A;...;~
.,o

STANDARDISATION OF EXTRA HEAVY

FLANGES.

Total per cubic yard dredging and repairs 4.22

(Interest, depreciation, and insurance not inc:luded. )
N.B.-By measuring the croes-sections it has been
aecertained that the dredger removes 713 cubic yards, on
an average, per load.

STEEIJ RAILS AT 'THE ANTI PODRS.-New South Wales will

shortly be again in the market for steel rails, 15,000 tons
of which will be required as a first instalment.

a;
4
41
5

7
8
9
10
12
14

15
16
18
20
22
24

Diameter Th1ckness Diameter

of
of
of Bolt
Flange.
Flange.
Oirole.

10.

e;

7!
S~t

9
10
10!
11
12!
14

15
16
17!
20
22!

23!

25
27
29!
31!
34

m
.
6

ID.

~~

1
1!

7!

] ,:~

7i

1t

8!
9!
l Oi

] 1;;6

1*

l r;,;

11 ~

l!
1i

13
14
15!

]~

lj
2
2!
2 .,
2!~

17~

20
21
22.\
24!
26!128!
81!

2~

2!
2~

2lf

Number
of
Bolts.

ID,

4
4
8
8
8
8
8
12
12
12
12
16
16
20
20
20
24
24
28
28

Size
of
Bolts.

the Kennedy Valve Manufacturing Compauy, New York

City; the Ludlow Valve Manufactu riug Company,
Tr<?y, N.Y.;. tb.e Lunkbeimer Company, Cincinnati,
0~10; the M1oh1gan Brass and Iron Works, Detroib,
M1cb. ; the Kelly and J ones Company, New York City ;
E~two o d Wire Manufacturing Company, BeJleville,
N.J.; National Tube Company, Pittsburgh, Penn. ;
Coffin Valve Company, Boston, Ma~s. ; Rensselaer
Manufacturing Company, Troy, N. Y. ; the Mason Regulator Company, Boston, Mass.; McNab and Har1in
Manufacturing Company, New York City; bbe J oh n
Davis OomiJany, Oh10ago. Ill. ; Watson and McDll.niel
Company, Philadelphia, Penn.; Rosa Valve Comp1ny,
Troy, N . Y. ; Ed ward P. Bates, Syracuse, N . Y.
The fo1lowing firms will furnish to standard if desired
by their customera :
Best Manu'factnring Company, Pittsbur.t, Penn ; Pittsburgh Valve, Foundry, and Construction Company. Pittsburg, P enn.; Eddy Valve Company, Waterford, N.Y.
The Committee's labours were very much lightened by
the hearty co-operation of an the fi rms with whom they
held communication ; atd the list of firms mention ed,
embracing thelargWt manufacturers of valves and fittings
in the East and
est, shows the intetesb taken in the
subject.
A limited number of the schedules will be pJinted by
t.he Committee, and copies can be obtained of the secre
tary, Mr. J. F. O'Brien, P .O., Drawer 66, Station A,
Hartford, Conn.
D EWSBURY.-The Dewsbury and Heckmondwike Waterworks Board contemplates the early construction of
another reservoir ab Dunford, in the parish of Penistone.
With the view of the . necessary Parliamentary powers
being obtained, Mr. Hill, of Manchester, engineer to the
Board, has made a Eur'\'ey of the district, in which the
Board has already five reservoirs .
STEEL RAILS IN FBANCE.-In the course of the third
quarter of thiti year the Southern of France Rail way
Company let a contract for 10,000 tons of stel rails to
the Naval Steel Works Company ab 7l. 12~. per ton.
Other contracts were also let as foJlows : Western of
France Rail way, 10,000 t ons to MM. de Wendel, ab
6l . 14s. 5d. per ton ; Paris, Lyons, and M editerranean
Railway, 5680 tons to the Alais Forges Company, at 7l.
per ton; Northern of France Railway, 14,800 tons to
the Northern and Eastern Steel Works Company, at
6t. lls . ld. per ton; Orleans Railway, 2000 tons to the
Pompey Steel Works Company, at 7l. Os. ld. per ton,
and 4000 tons to the Trignac Forges Company, at 7l. 1o. 2d.
per ton .
OuR L OCOMOTIVE EXPORTS.-lt is now certain tba~,
nobwith~tanding all the talk of foreign competition, 1901
will be a satisfactory year in connection with British
locomotive exports. Tbe value of the engines exported
in November was 167,412l., as compared with 162,602t.
in November, 1900, and 172,459l. in November, 1899. In
these totals the colonial demand was represented by the
following amounts ;

lJl

Colonial Group.

!l
i
t.,

British South Africa

British India
..
Australasia . .
..

1
1
1

li
1t

The bolt circle diameters, as above stated, will allow

the use of calking recess on pipe flanges, provided such
device is specified.
The schedule presented was unanimously adopted by
the manufacturers present, and January 1, 1902, was
the date set for adoption of same.
The following firms have agreed to adopt the standard
and put same into effect, January 1. 1002 :
The Eaton, Cole. and Burnbam Company, Bridgeport,
Conn.; Cbapman Valve Manufacturing Company, Indian
Orchard, Mass.; W al worth Manufacturing Company,
Boston, M ass.; Crane Company. Chicago, Ill. ; the Pratt
and Cady Company:, H artford, Coon.; J enkins Brothers,
New York City; General Fire Extinguishing Company,
Providence, R.I.; Builder~' Iron Company, Providence,
R. I.; J arecki Manufacturing Company, E rie, Penn.;
Crosby Steam Gauge and Valve Company, Boston, Mas~.;

6,334
32,098
27,906

.I

---

if
i
i

Nov., 1901. 1 Nov., 1900. Nov., 1899.

3,489
49,610
47,623

8,44 8
101,625
10,6~8

The value of the engines exported to South America in

~ovember, 1901, ~as 38,3lll., as compared with 19,566l.
m the correspondmg month of 1900, and 9545l. in the
corresponding month of 1899.
Various European
countries also imported British locomotives in Novem~er to the extent of 60,0lll. , as compared with 35,337l.
m Nov~mber, 1900, and 31,270l. in November, 1899. The
value of the aggregate shipments of locomotives from the
U nited Kingdom in the first 11 months of this year was
1, 732, 921l., as compared with 1, 340. 678l. in the oorre~pondin.g period of 1900, and 1,329,405l. in the correapondmg perwd of 1899. In these totals the colonial demand
was representEd as follows :
Colonial Group.

1901.
,

British South Afric~

British India
..
Australasia. . .
.

217,119
492,360
338,281

1900.

1890.

48,170
673,822
98,874

76,840
392,974
185,472

The v~lue. of the engines exported to various European

countn es m the fi rst 11 months of this year was 239,417l.,
as c01;npared. with 243,685l. and 183,995l. in the correspondmg per10ds of 1900 and 1899 respectively. The value
of the engines exported to South America in the firsb
11 months of this year was 238,823l., as compared with
219, 988t. in the corresponding period of 1900, and 173,324l.
in the corresponding period of 1899.

THE .1 D OF T1IE SEVENTYSEOOND

OLUME .

..