Beruflich Dokumente
Kultur Dokumente
'
E N G I N E E R I N G.
and t he vibrators and dist r ibutors perform t heir
work excellen tly. The dr um which guides the
printed sheet to t he flyers is placed at a high level ;
the h old of th e grippers is t hus con tinued over a
long period and an absolute r egister insured. The
exceptionally strong construction of t his machine
admits of applying higher speeds than t hose recommended for the nor mal presses of t he A ugsburg
works. V ery complete ink distribution is on e of t he
features of t his machine ; t he impr ession is made
on on e side of t he sheet by means of t hree inking
rollers, each having four distribut ing r ollers, and
an ink ing table with six distributors. On t he
other side t here is on e inking roller wit h four
distributors and an inking table with six distributors. The number of distributors may be varied,
however, according to t he den sity of impression
that is required ; by this means a considerable
range in tone is obtained. The machine is, of
course, only adapted for web printing; t h e printed
area measures 35.4 in. by 43. 8 in., wit h pa per
35.4 in. wide, but a smaller size, 29.9 in. by
~------------------------- -- -- ----------------------------------~--------------------------~----------------~
. .-: . . .
..
,..
'
..
'
ill
'
'
--
FIG . 1.
.~ --
-~
. ............
.....
~ *"
* .
F LAT COLOU R-P R I NTING lVI ACHINE, BY THE AUGSBURG M .ASCH INENFABRIK.
43.8 in., can also be prin ted, with a narrower web 10.25 metres (33 ft . 8 in.); width, 5.5 metr es
(29. 9 in. ). As already said, t he machine, which (18 ft.), inclusive of gearing and !?pace required
is driven electrically at t he E xhibition, can only be for drawing out t he set-off paper carriage. The
used economically in newspaper work for large height is 5.25 metr es (17 ft . 2 in.). and the
editions; its output of well finished work is 10,000 weight about 60 tons. These dimension s r equire
copies an hour. Some idea of t he impor tance special galleries and stairways for the convenience
of the Augsburg Maschinenfabrik, which was of t he machine hands, and t wo platforms have
established in 1840, will be gathered from been pr ovided, which are situated at levels of
t he fact t hat t he works cover an area of about 6 ft . and 12 ft . above t he flooring. The
about 40 acr es, and give employment to 30, 000 main gear pinion is placed by the side of the
upper set-off paper reel. T he impression, plate,
workmen.
The operation of t he machine is as follows : and ripping cylinders are grouped in a circle
From t he r eel t he paper is first taken to the damp- around t he main gear wheel.
ing device and past a small r oller on an elastic
On a much smaller scale t han t he for egoing is t he
bearing. I t th en passes over two large carrying exhibit of Messrs. Rockstroh and Schneider ,
drums and a ser ies of guide rollers to the fi rst pair manufacturers of printing machinery at Dresden .
of impr ession cylinders and afterwards on the right I t forms an interesting con trast to t he high-speed
to the second pair. Both t hese cylinders are rotary Augsburg press, with its capability for
situated in t he lower part of t he machine. T he enormous output, for the exhibit consists entirely
paper now proceeds upward to t he left to t he first of flat presses, work ing at a limited speed, but
pair of perfecting cylinders, and then, on an producing very high-class work . They are espeapproximately circular path, to t he other perfecting cially adapted for printing facsimile water-colour
cylinders, t he last pair of which will be seen in t he work in from four to six colours, and for t he promiddle of t he machine at t he top, Fig. 2. Per- duction of copies of oil paintings in which t he
fected, on the one side in two colours and on t he finish of the execution, dependent, of course, on the
other in four, the paper now t ravels downward to perfection of the blocks, would have been t hought
the right, between the large cutting cylinder and i mpossible a few years ago. Two of t hese pr esses are
another cylinder, placed above the former and of . illustrated in F igs. 4 and 5 ; t hey possess several
] UNE
29,
E N G I N E E R I N G.
1 900.]
1111
'11'
!I
j
FIG.
Fro. 6.
3.
FIG.
4.
FIG.
5.
THE
COST
POWER
ELECTRIC
OF
T ABLE XX.-CosT oF PowER IN B osToN oN WEsT END SYSTEM IN PENCE PER UNIT IN
P R 0 D U C T I 0 N.
00
1897.
1899
~
1\l
East Boston.
2.86 lb.
34.8 p er cent.
0.1946d.
0.0780d.
3. 24 lb.
62.2 per cent.
0. 2100d.
0.1216d.
3.18 lb.
22.3 per ce~t.
0. 2070d.
0. 2800d.
2.61 lb.
46.4 p er cent.
0.1700d.
0.0935d.
2.48 lb.
Allston.
East Cambridge
1600 kilowatts 1440 kilowatts
2000 kilowatts
600 kilowa
t ts
Cap acity of station in kilowatts\ 12,700 kilowatts 2400 kilowatts
Type of st eam-engine plant .. Direct-connected Belted triple- Direct-connected Dueot-connected Direct-connected Belt ed single
non-concom,pound concondens ers
compou~d concompou~d concompound and
densing
d ensing
d ensm g
d ensmg
t riple-condensers
NAME OF STATION
Albany-st r eet
(Central)
Charlestown.
Dorchest er.
4.13 lb.
47 p er cent.
0.2995d.
0.1605d.
0.0770d.
0.0910d.
0.1125d.
0.0690d.
0.0660d.
0. 0910d.
0.3496d.
0.4225d.
0.5995d.
0.3430d.
0.3295d.
0.5610d.
Pounds of
Coal p er
Board of
Trade Unit.
NAME OF FIRM.
Leeds
Glasgow
d.
August, 1898
September, 1898
October, 1S98
November, 1898
D ecember, 1898
J anuary , 1899
F ebruary, 1899
March, 1899
April, 1899 . .
May , 1899
..
..
..
..
0
..
0.0945
0. 0880
0.0738
0.0620
0.0500
0.0510
0.0565
0.0505
0.0625
0.0660
Oil and
Waste.
Coal.
d.
d.
0.1795
0.1790
0.1442
0.1225
0.1195
0.1280
0.1280
0.1215
0.1280
0.1280
0.0140
0.0150
0.0209
0.0130
0.0120
0.0110
0.0110
0. 0120
0.0145
0.0130
Water.
d.
0.0164
0.0115
0.0142
0.0065
0.0055
0.0045
0.0060
0.0055
0.0075
0.0080
Pounds of
T otal per
Units Pounds of Water
Unit, not
Manageincluding Total Units Consumed Coal p er
Evapoment and Interest and Generated. per Car- Kilowatt- rated per
Various.
Sinking
Hour.
P ound of
Mile.
Fund.
Coal.
d.
0.0063
0.0135
0.0034
0.0150
0.0090
0.0065
0.0065
0.0065
0.0175
0.0180
d.
0.3107
0.3070
0.2565
0.2190
0.1960
0.2010
0. 2080
0.1960
0.2300
0.2330
819,414
852,930
1,083,690
1,325,826
1,632,852
1,607,364
1,487,034
1,614,816
1,279,008
1,139,547
2.023
2.018
2.213
2.694
3.082
3.329
3.554
2.954
2.362
2.081
0
5.01
4.59
4.49
4.46
4.64
4.41
4.46
4.67
4.38
..
0.0655
0.0136
0.1378
0.0086
0.0102
0.2357
4.8
5.32
5.43
5.36
6.00
1,284,248
2.631
5.38
4. 57
Cap acity of plant a t end of May was four direct-connected 850-kilowatt railway generators and cross-compound condensing
Allis-Corliss e ngines .
Soft coal scr eenings costing 6s. 3d. a ton.
Average load factor for the 10 months, 56.5 per cent.
TABLE XXIII. -COST OF POWER IN PENCE PER BOARD OE TRADE UNIT, D ENVER STREET
RAILWAYS, 1894 TO 1898.
STEAM.
1894.
Units genera t ed
..
. . . 5,636,000
. . . 0.165
0.495
0.025
0.005
.. 0. 020
0.710
1895.
1896.
7,130,000
0.145
0.430
0.045
0.005
0.010
7,473,000
0.145
0. 335
0.035
0.010
0.015
0.635
0.540
1897.
1898.
7,148,000 7,452,000
0.135
0.135
0.320
0.310
0.030
0.035
0.020
0.015
0.015
0.015
0.510
0.520
YEAR.
1895 ..
1896 . .
1897 ..
0.145
0.380
0.035
0.010
0.015
per cent.
25.05
64.45
6.25
1.54
2.71
..
..
..
0.027
0.070
0.414
0.220
1895
TO
0.080
1897,
per cent.
22. 79 to 26. 87
60.52 , 69.20
3.98 , 7.21
0.63 , 2. 53
2.15 , 3.37
0. 585
Sundries.
T otal.
0.149
0.040
0.915
1.020
'
..
3.9
3.3
3.6
6.2
5.3
4.8
976,000
994,000
2,030,000
0.270
0.348
0.418
0.017
0.018
0.018
0.611
0.564
0.379
0.123
0.368
0.898
0.930
1.306
3.6
5.4
1,333,00:>
0.346
0.018
0.518
0.041
0.123
1.046
Six combined Lancash ire and marine boilers, 175 lb. steam pressure ; four 300 indicated horse-power and one 600 indicated
horse-power vertical triple-e>..lJansion condensing, .110 revolutions, direct connected to four 275-kilowatt set ts, continu ouscurr ent, shunt 230 to 300 volts, and one 430-kilowatt shunt dynamo ; two batteries of accumulators of 140 cells each , and
total capacity of 1920 ampere-hours for ligh ting and one battery of 263 cells and 962 amper e-hou rs capacity for traction.
TABLE XXIX. - C osT OF PowER PRODUCED IN DtisSELDORF, 1895 TO 1898.
NOT INCLUDING INTEREST OR SINKING FUND.
YEAR.
Produced atl Supplied to
Station.
Customers.
Total Board
of Trade
Units
Generated
at
Station.
Coal.
Oil and
Grease.
I Wages.
and IMainten- ISundries.
Sa.lanes.
ance.
0.038
0.055
0.040
0.064
0.701
0.627
0.530
0.4.61
0.252
0.214
0.187
0.152
0.142
0.138
0.174
0.132
1.423
1.295
1.208
1.068
4.59
6.58
769,700
0.272
0.049
0.579
0.201
0.146
1.247
t%1
ti1
~
0.290
0.261
0.277
0.259
G)
........
Total.
566,000
652,000
814,000
1,047,000
7.15
6.35
6.49
6.33
t'11
4.93
4.53
4.53
4.37
1895 .
1896 ..
1897 . .
1898 ..
G1
Four t ubula r boilers, two tandem compound-condensing horizontal, 300 indicated h orse-power , 90 r evolutions; one tandem compound-condensing horizontal, 400 indicated horse-power, 90 r evolu t ions, 120 lb. steam pressure ; two direct-connected 350-kilowa.tt 400-volt continuous current; and two 150-kilowatt 300-volt continuou s c urrent, a nd sub-stations with storage oatteries.
TABLE XXX.-CosT OF PowER PRODUCTION AT BRESLAU, 1895 TO
SINKING FUND
.
There are five old-fashioned stations with uneconomical belted high-speed engines and non-condensing fuel cost s on an
average Us. per ton. Average fuel consumption for five years is 6.38 lb. per unit generated.
0.325
0.610
Maintenance.
Produced Supplied to
Oil and
W~es. a nd Mainten- 1 Sundries. 1 Total.
Coal.
Gr ease.
Salaries.
ance.
at Station. Customers.
m onths
Wages and
Salaries.
TABLE XX II. - C osT rN PENCE OF PowE R PER BoARD OF TRADE UNI'.l!, SouTH S IDE ELEVATED RAILROAD,
CHICAGO, 1878-99.
Labour.
809,101
545,830
Coal.
Oil and
Grease.
MONTH.
Board of
Trade Units
Generated.
1898,
Pounds of
Boa rd of
Coal per Board Trade
Units
of. Trade Unit
Sold.
Sold.
YEA.R.
-
Oil and
Grease.
1895
1896
1897
1898
Wages and
Salaries.
Maintenance.
9.02
9.52
9.94
9.16
503,000
554,000
721,000
882,030
0.504
0.737
0.646
0.653
0.048
0.070
0.099
0.108
0.948
0.974
0.909
0.782
1.269
0.293
0.378
0.334
9.41
665,000
0.636
0.081
0.904:
0.675
- - - - - --- ----
Sundries.
0.351
0.283
2. 796
2.074
2.382
2.160
0.158
2.353
is the case in traction and power transmission. ~'hus in Table XVI., notwithstanding a consumpHad more economical compound- condensing
Tables XVI. and XVII. are instructive, and tion of 6.59 lb. of coal per kilowatt-hour generated, engines been admissible, this cost would have been
prove conclusively that e ven under unfavourable the tot.al cost of power, interest and sinking fund less than a farthing.
circumstances power can be produced very cheaply. excepted, is not much over one-third of a penny.
Tables XIX. and XX. demonstrate conclusively
0
I
\
.
1
c::
zt:7:j
to..)
\0
...
.......
'80
E N G I N E E R I N G.
TABLE
d.
to 0.50
,. 0.28
,. 0.02
, 0 05
, 0.10
..
..
..
..
..
P er Oeut.
50 to iO
13 , 26
1.5 , 6
:! , t}
2 11 6
..
..
..
..
..
TABLE
I tems.
lb.
Pounds of coal p er Board of Trade unit
6.59
Totnl kilowatt-hours generated . .
. . 10,643,000
d.
Insurance .
..
..
..
..
T nxes . .
..
..
..
..
..
Interest and sinking fund (6 p er cent.)
Approximate
pet Cent. of
Total Cost.
YEAR.
1895 ..
4.18
5.07
1896 . .
4.20
189'7 .
4.09
5.00
4.08
4.16
4.92
Coal.
Oil and
Orense.
Wn~es and
Sa aries.
Ma in
ten ance.
Sundl'ies.
Total.
691,000
1,011,000
0.441
0.043
0.792
0.132
1.408
0.396
0.060
0.060
0.156
1.2'12
1,243,000
0.385
0.042
0.577
0.186
0. 270
1.466
981,700
0.407
0.048
0.6'10
0. 168
0.092
1.381
Stein mUller b oilers, 175 lb. pressure p er squa re inch . Two 400 indicated h orse-powet triple-expansion \'ertical condenser11, 120 revo.
lutions, at 150 lb. pressure, 420 x 690 x 1050 milllmetres. T wo 500 to 600 indicated horse-power t riple-expo.nsion ' 'ertical con50V
densers 120 revolutions at 150 lb pressure 460 x 750 x 1150 millimetres. T wo direotconneoOOd 276kiJowatt, continuous
'
,
.
'
550
current, SOO-volt dynamos, and two 400-kilowlltt continuous-current direotconncotcd 300 volts. Two batteries or 136 cells and
22.36 ampere-hours ca.paoity.
AVERAGE FOR Two YEARS.
0.3535
0.0060
0.0095
1897,
TO
p.c.
54 31
17.00
1.60
2.16
0.09
1.90
0.79
4.03
0.2365
0.0765
0.0065
0.0090
0.0005
0.0080
0.0035
0.01'i0
, O.'il
TABr.E
..
..
..
..
..
1895
d.
Fnel
..
..
..
..
..
.. 0.00
Labour
.
..
..
..
..
.. 0.03
Oil and wnste
..
..
..
..
. . 0.008
Maintenance
..
..
..
..
. . 0.01
Water and sundries
..
..
..
. . 0.008
Totnl cos t of unit nll included, except interest on capital nnd s inking fund . .
. . 0.128
Fuel ..
..
..
Wages
..
..
Oil and waste
..
Maintenance
..
Water and s undries
843
"
0.226
11
Sta.fford.
62,000
0.283
213,000
1.713
0.044
0.186
0.658
1. 280
0.154
0. 218
Hull.
Edin
burgh .
Newport.
Burton.
3,534,000
0.385
287,000
0.612
93,500
0.469
0.085
0.159
0.125
0.230
708,000
1177
0.294
389,000
0 620
0.040
605,000
0.607
0.091
0.716
0.228
0.351
0.209
0.431
0. 606
1.45
2.29
total
..
..
..
..
..
0.0560
13.39
88
131
included
..
..
..
0.4260
Total ca.pac ity of station in kilo
Total rat ed capacity of plant 3250 kilowatts, direotconnected
watts . .
(600
200
465
1500
0.973
0.083
0.168
2 364
0.212
1.120
1.636
0.722
1.248
3.013
3.565
4. 270
2.660
6.42
8.6i0
52
71
87
100
151
1832
2060
3148
950
500
\vater
..
..
..
..
..
1896.
Approximate
Per Cent. to
Total Cost.
lb.
3.23
28.52
d.
0.164
0.009
Cos t in
Board of
rrade Units P ence p er
Unit
Sold.
Generated.
NAMR OF TowN.
p. c.
65.25
3.75
Aberdeen
Blackpool
0.032
13.25
Brighton
0.028
0.014
12.00
5.75
Bristol
Dublin
Hove . .
..
..
0.247
Plnn~ cons ists of four belted 500kilowo.tt, and two direct Notting Hill ..
coupled 850-kilowat.t, and h orizontal tandem compound con Portsmouth ..
densers.
.Mc lntosh and Seymour's engines o.nd water-tube
Preston
1897.
1898.
St. James's and Pall
d.
d.
Mall
FUel . .
..
..
..
0.1685
0.1S10
Sheffield
Labour
..
..
.
0.1010
0.0835
Oil, waste, &c.
..
.
0.0165
0.0100
Shrews bury ..
Wat er
..
..
..
0.0065
0.0080
Southampton
Stafford
Coal cos ts 10s. 3d. p er ton. Station contains two 1500-kilowatt Wes tminster
directconn ected continuous-cur1ent railway generators and two Worcester
1897.
Cost in
Pence per
Unit
Generated.
Oost in
Pence per
Unit Sold.
287,100
1.96
412,400
1.65
1.78
2.55
2.17
3.41
1. 76
3.42
2,648,700
1,362,800
1.87
1.79
1.68
2.39
350,400
2.54
3.00
Cost in
B oard of
Pence p er T1ade Units
Unit Sold.
Sold.
1898.
Cost of
Total Units
Cost or
Unit
Sold.
Jenerated Unii Sold.
210,200
~ . Sol
2.64
356,100
1,388,800
650,800
2.39
3.32
2.04
429,';00
1,992,500
657,600
1.44
2.05
518,300
208,200
2.64
2.83
3. 'i2
3.28
3.03
1.86
3. 23
2.31
465,900
2.80
2.95
1.44
1.71
2.08
473,5CO
200,600
230,800
2.78
3.41
2.75
4.21
4.07
2.77
3.01
839,400
1.97
2. 'i6
2.12
366,000
981,300
371,300
123,700
2.19
2.41
448,000
3.5L
3.01
4. 73
4.65
5.22
4.61
5.02
188,900
3.52
3.86
160,3CO
166,100
1.68
3.96
2.63
2.93
2,401,400
2.05
3,028,300
1.99
2.23
3,448,900
1.77
1.97
483,400
1.63
2.29
2.21
746,100
1.58
23,800
4.89
6.09
131,800
245,500
3.t7
1.72
3.68
44,700
191,900
1.13
2.93
2.19
2.35
376,600
1.62
689,400
1.05
1.45
43,600
146,400
2.38
65,500
270,200
2.31
1.71
68,000
2.08
2.79
2.28
174,100
3,603,100
1.95
2.52
3.37
3. 27
2.29
3.19
2.82
288,600
1.95
2.27
3.48
3.18
3.21
1.78
2.31
2.27
2.29
1.38
1.78
3.24
100,0CO
1.76
2.34
6,055,200
4i4,400
2.78
333,600
155,300
4,355,800
429,300
3.14
2.75
3.35
232,800
820,500
82,200
97,100
390
2.60
T ABL'E
1897.
Name of station ..
Ken t Avenue
Ridgewood Southern
T otal capacity in
kilowatts ..
9600
1800
6000
T yp e of s teo.m
Direct connected
Belted
Bel ted
cross-compound compound compound
plant
horizonto.l Allis non-con condensing
Co rli ss com densing
pound condensmg , 75 revs.
Load factor . .
..
36 p er cen t .
45 p er cent. 30 per cent.
Pounds of coa.l p er
unit generated ..
3.00 lb.
5. 7 lb.
8.5 lb.
Oost in p en ce per
uni t~enerated, fuel
0.120d.
0.225d.
0.140d.
Cost m p en ce per
unit gene r ated,
labour
..
..
0.085d .
0. 146d.
0.130d.
Cost in p ence, water,
oil was te, a nd re
pairs
..
..
0.065d.
O.OOOd.
0.07fid.
T otal ..
0.260d.
0.460<1.
0.345d.
TABLE
----------------------------------------- -
TABLE
I tems.
Fuel
Name of Company.
..
..
..
..
..
..
..
..
\ Vages
..
..
..
..
..
..
..
1896.
Cost in
Pence.
1.188
0.168
0.400
0.336
Salaries . .
..
.
..
..
..
Maintenance of powet st-ation and feeders,
lamps, cables, &c. . .
..
..
. . 0.096
Ins urance, rates nnd taxes, and \'arious .. 0.216
Interest on capitAl and sinking fund . 1.020
140
3.00
0.100
0. 2697
140
140
160
140
90
126
140
3.50
2.62
0.186
0.121
0.170
0.120
0.237
0.104
0.175
0.2956
0. 248
0.285
0.230
0.304
0.247
0.310
120
~.85
4.67
6.69
3. 23
3.73
2.86
0.195
0.349
Total
..
..
..
..
3. 424
1897.
Cos t in
P ence.
1.224
0.060
0.384
0.240
0.108
0.264
0.864
3.144
TABLE
Items.
Fuel ..
..
..
Wages and salaries
..
Maintenance
Conden sing water ..
Station lighting ..
T otal . .
..
..
T otal kilowntt-hours generated
1898.
1~97.
d.
d.
0.415
0.200
0.160
0.062
0.014
0.499
0.266
0.065
0.038
0.861
1,187,000
1.061
857,000
0.1~3
[JuNE 29,
E N G I N E E R I N G.
600
1900.
ENGINEERS, SERAING.
T ABLE
1 9 7.
TAB LE XXXIV.-CosT
0.758
0.042
0.184
1.261
..
0.634
0.064
0.034
0.896
2,696,000
65,133
658
1,600
0.755
0.054
0.036
0.628
3,194,000
75, 51
93
4,532
0.652
0.054
0. 046
0.606
NAME OF TOWN.
1.336
1. 413
c:
E-1
....:>
d ....
E:
O GS
._ E-1
-P.
'O -
s..p.
c'll ='
<I) ....
~ 0
c'll to
0 '-
o -g
fl) '0 .....
0 (/2
~ 25
c'll .uC
o ;:>
E-1
Pop..~ t:o
<:
1,130
18,000
2,400
1,200
450
730
1,600
900
1,572,000
14,230,000
603,000
882,000
168,000
257,000
568,000
403,000
5,000
5,000
3,000
2,000
800
2,000
1,700
3,500
2,000
1,600
70
2,696,000
10,500,000
1,087,000
1,187,000
332,000
815,000
790,000
2,950,000
4,696,000
2,931,000
955,000
0 '0
""'0
0<11
.-i
d<ll
s.. ...
> .9
0X <11
s.. ,>o
- c
p.. 0 ::::: c
Altona
..
Ucrlin ..
2.932
2.809
Total ..
2. 21
3.571
Dr<'men
Tota l efficiency of system
76.1 p.c. 71.5 p.c.
Dreslau
..
Cnsscl ..
.
..
..
..
1.425
L<'ipzig
Small .,
..
..
..
..
..
..
2. 05
Large offi ce buildi ngs ~
..
..
..
2.1 5
stcttin
Small ,.
,.
..
..
..
..
.
2. 53
Dtcsd en (ligh t)
"
small t he station ma.y be. vVh en t he machinery t uLtgnrdt
increases, and more men t o look after th e N cuhnldenslebcn
1.326 1.304
....
<11~(100
....:>
p.C
cS
-d~(j)
00
COST
(11-
'0
<ll ..c:
RESULTS o~
~ ~
<11
- c '
_g0 - p::j<11
E-1'0 <11
1 98.
AND FINANCIAL
-o ... Q.
C: cS O.
='0!:'
O p::j(/2
p..
6.82
9. g.
<11
p.
Q.l
(.)
....0
CD
.u
:n
-....
<11
0
0
&!
16 0
0. 41
15 3
16 9
18 0
15 0
12 8
<11
c:' ,..
0fl) .... 0 '0
C: 'O
cS
>
1.306
<11 l:Q p.
to c: 43 <11
~ o
G>C: t..C:
<11 ~
" (/243
e:Q
-4. 4
1 37
6.46
0.446
0.37
0.299
0.271
0.390
0.615
0.092
0.351
0.650
0.690
0.15
0.202
1.99
') 3 )
2.39
2.96
l. 'i3
9.40
0.036 0.630
1.27
0. 15
3.69
4.9 l
7.10
0.798
0.60
0.2
0.48
1.11
0.051
0.13
0.06
0.02
0.18
0.4 74
0.59
0.1
0.37
0.72
o c:c
~o.. ._
E-1& ....
g <11
~
0.8.U
0.909
1.322
1.16!
0. 761
1.080
0.56 0.03 ,
0.645 0.099
0.216
0. 49 O.OS2
0.397 0.027
0.623 0.14
s ~~C)....
::3
0
0.192 0.332
0.23
0.06
0.08
0. 60
wo
..
..,-)/
--
1.47
1.05
3.17
... "'
!:' ~
C:
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-.s"'
Q.l
19 3
-::;a
CD
-0 ,:.: 43
0
c:c:
43
- -o.O
ooUl
~ c: <11
s.. !:' "O
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5.9'
G 79
C)
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9.69
4.40
1. 5
1. -l
0.0
1.1
.....c
>. c:
-c:
llSQI
!:' Q 43
c: ... c
C: GI<II
<: p.P.
UJ
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- ~o
0.611
0.361
0.3 5
0.44
0.936
..
c:
d
c
<11
....:>
c:
L IGHTING PLA?\"rS.
~
6.64
3.66
4.6
AND
cS
14 9
11 ..,
11.36
19.06
7.7
8 81
6.06
3.48
GERMAN PowER
10.36
6.49
9.04
.H
lN
c
0
E-1
8. d .
4.77
s oME
...
0
~
0
r:.
-~ ~~~
c -
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<11 1:::
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.s
... ...
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c:GS._c
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3.14
4.4
62
'.1.00
5.97
4. 0
3. 'iO
3.66
.19
24
(/2
6.45
3.6S
0.00
6.27
6.33
2.06
4. 56
44
!4
32
62
I
46
s
39
35
29
s.oo
JUNE
29, I 900.)
TRIPHASE
ALTERNATOR
CONSTRUCTED
BY
THE
AT
COMPAGNIE
GENERALE
EXHI BITI 0 N.
PARIS
THE
ELECTRIQUE
DE
NANCY.
6. 05 0
- CENT/lE
.
.
--LINE OF ENGINE.
l-
6.400
()
IQ
Q)
,...,
.... ......
_
-------- -------
)1
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.-
..,,""
, .--
,.,
.,.,
J._________________
- -- -- - - __
.....
I
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- "' or' 0
--*t- 720
,,
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----------- ---- ---...._,.,
---,.,.
- . -41--
--
- -
- - +---
- ~-
---+
--- - - - - - -
ptg.Z.
...:
II
I
..L .'C.-1
work requires a great deal of special knowledge and
experience, which can never be gained in the lighting field.
..1
----- -- ..
. - -
..
of the last meeting of the Iron and Steel Institute, a discussion was raised by a paper read on the
same subject by Mr. A. Greiner (see E NGINEERING,
page 624, ante). A part of the exhibit at Paris of
Messrs. Cockorill is a blowing engine of this type, and
we publish an illustration of it on page 844. Of
course it cannot be driven by blast-furnace waste gas
at the Paris Exhibition; but its efficiency was very
thoroughly tested before it left the works at Seraing,
and the result of t hese tests, contained in a report
recently issued, may be considered as a supplement
and completion of the exhibit. The engine, which is
the joint invention of M. Delamare-Deboutteville and
the Cockerill Company, is the first of the special type
that has been constructed , and the blowing mechanism
also contains special details. The trials were carried
out in the presence of a large international committee
of engineers, and were of a very complete character.
Some particulars of the gas engine are as follow :
Diameter of cylinder
...
1.300 m. (51.18 in.)
1.400, (55.15 , )
Length of stroke . ..
. ..
Diameter of piston-rod ...
.244 ,, ( 9.6 ,, )
,
shaft . ..
.. .
.460 , (18.11 , , )
Height of engine . . .
. .. 4. 000 m. (13 ft. 1. 48 1n.)
E N G I N E E R I N G.
Length of engine ...
Width
,
.. .
Weight of flywheel . . .
Total weight of engine
.. .11.000 m. (36ft. 1
.. . 6.000 , (19 , 8
.. .
33 tons
...
127 ,
in.)
, )
Diameter of cylinder
Length of stroke . . .
Diameter of piston-rod
Height...
...
...
Length
...
...
Width...
...
...
Weight
...
...
a:n
(JUNE
29,
1900.
E N G I N E E R I N G.
29, I 900.]
JUNE
approved adjustable packing rings; whiJst the lowpressure cylinders are fitted with trebJe-ported fiat
slide valves, having a special type of relief frame fitted
at the baok to relieve them of steam pressure. The
weight of all the valves is suitably balanced in order
to reduce the strain on t he valve gear as far as possible; the latter is of the double-eccentric link-motion
type. The cylinders, which are entirely independent
tastings, a re connected together by attachments
which, while allowing for the expansion of the differ~nt parts, insure, at the same time, longitudinal
stiffness ; and to further increase their stability in the
event of ramming, &c., strong struts are fi!ited between
the high-pressure engine and the forward structure of
the Yessel, as well as transversely between the respecthe cylinders in each engine-room.
The air pumps are not worked by levers in
the usual -manner from the main engines, but are
entirely separate. Close under the main condensers
are placed a pair of direct-driving, single-acting air
pump<~, actuated by steam cylinders working on the
compound principle, the pumps running at a. speed of
30 strokes p er minute. The suction pipes of these air
pumps are cross-connected, so that at lower speeds the
one set of pumps suffices for both engine-rooms, which
may prove of great adYantage in the event of accidents.
The main condensers, which are built of riveted
brafs plates, a re placed in the wings of the ship and
have a collective cooling surface of 16,000 sq uare feet.
Adj acent to them, a t the aft engine-room bulkhead,
are placed two auxiliary condensers, one iu each
engine-room, having a combined cooling surface of
2220 square feet. Water is circulated through the
condenser by two 18 -iu. centrifugal circulating pumps
E>ach driven by independent engines, having, in addition to auctions from the sea, the usual bilge connections.
The boilers are placed in three separate compartments, there being in all five stokeholds r unning
a.thwa rtships. The forward and middle groups consist of ten boilers, placed five ia a row, back to back ;
and the aftermost group consists of a single row of
fiye boilerP. There are thus 25 boilers with economisers, viz., 15 boilers having eight elements and seven
pairs of tubes; 10 boilers having f even E1ements and
seven pairs of tubes; 15 economisers having eight
elements and ten pairs of tubes; and ten economisers
having seven elements and ten pairs of tubes.
The main feed system consists of three main and
three auxiliary pumps of .M essrs. G. and J. W eirs'
well -kn0wn double-acting type.
The ma in steam supply is conveyed by two lines of
steel steam pipes, one line being arranged on each side
of the ship, and leading into a la rge steam separator
on the aft boiler-room bulkhead. Each line of main
steam piping is entirely indepenrlent of the other, as
are also the connecting pipes from the boilers to each
of these lines. Any boiler may, therefore, be cut off
from the steam without interfering with the p erformance of the others in the compartment, as may ah~o
any compartment from which these main steam pipes
lead, without affecting the working of the other compartment. Any group of boilers may supply steam to
any of the engines ; and the same remark applies to
the feed system.
Full-Po11Jer Trial.
280 lb.
Steam in boilers ...
...
Starboard. Port.
Vacuum
.. .
. ..
...
25~ in.
25~ in.
RevtJlutions per minuto .. .
108.4
108 3
High
.. . 115 2llb. 115 32 lb.
M ean pres- Intermediate
49.09 ,
46.69 ,
sures
Low...
...
20.93 ,
19.3! ,
Indicated High
...
2508
2516
horaeIntermediate
2737
2608
power
L ow
...
3105
2886
Indtcated horse-power
.. .
8350
8010
Collective I. H.- P. .. .
.. .
16.360
. ..
.. .
18.3 knots
Speed of vesstl
This is certainly most satisfactory, the ship ha ving a
mean d raught of 27 ft. 3i in., corresponding to 15,340
tons displa-cement.
After the full-speed t rial circles were made to port
and starboard with each steam-steering engine, and
with the ship still at full speed. Then at a speed of 15
knots, the hand-steering gear wa s successfully tried,
after which stopping, starting, and reversing trials
were carried out. '1.1he ship then ran the remaining
90 knots t o Spithead at a speed of 17 knots, anchoring
there shortly before midnight.
p'~g
8J9&8.J1
Railway.
Fig. 1
2
Nord (Northern)
3
ll
701
2121-2123, 2137
2138-2 167
2168-2160, 2161-2180
26112642
17
20
2a
2
1885
1890
and 1892
Ouest (Western)
Eta.t (SLate)
Paris Orleans
Midi (Southern)
7
8
2701-2i06
2801-280~
1 2')
r
and Mediterranean) l
P. L. M. (Paris, Lyons,
9
Est (Eastern)
10
601-502
603-642
1701-1714
1751-1774
17i61784
1895
and 1897
Type
1898
2
40
cc
Atlantic.''
1893
42
6
4
1895
1899
10
20
1898
20
H
2l
1893
1895
10
and 1896
1897
48
0 1 2
1887
C3
0 11-12
0 21-60
0 61-150
1
2
40
00
1692
1891
1893
1898
2401-2432
189!
63
4
6
6
R EMARKS.
135
32
1898
32
16
Midi (Southern)
16
P. L. M. (Paris, Lyons,}
and Mediterranean)
17
Est (Eastern)
18
19
2
10
1
ll
3261-3300
3401-3550
40
8401-3450
1895
1897
27
and 1898
1896
1S98
1897
50
90
1898
60
60
189S
20
1::301,1302
1303-1312
1401
1402-1416
P. L. M. (Pans, Lyons,
and Mediterranean)
3201-3202
43014302
3~11-3260, 33013862
4601-4540
2
2
1H
40
176
1887
1887
808
-------------~--- -~~------------------------------------
gmeers .
dea.l.
ENGINEERING.
BY
l\1ES RS.
JOHN
BROWN
AND
CO. ,
LIMITED,
CLYDEBANK,
N.B.
..........- .
---
...
b ogie has come mto general use in France. All compound locomotives with four cylinders and two or three
driving axles are thus furnished, with the exception of
four constructed before 1889; many of the simple locom otives have also a. bogie. Another ins tance of the
favour with which b ogies a re regarded in France is seen
in the addition of the bogie to old machin~. His also
worthy of rem ark that elegance in the design of locomotives now receives more attention than formerly.
The following information concerning the seven great
Jail way lines of France, Nord, Ouesb, Etat, Paris-O rleans,
Midi, Paris-Lyon-M editerra.nee, Est,* has been gathered
with the kind co-op eration of the chief mechanical engin ePrs of these admini~trations, J\.IM. du Bousquet,
Cle ra.ult, Desdouits, Solacroup, M offre, Ba.udry, and
S alomon.
The present paper does n ob deal with light railways of
on~ metre, which would merit special consideration; it
doe3 not treat either of electric locomotives on trial or on
order for the working of special lines. The author prefers
to abstain from all comparison with English locomotives
or those of other cou ntries. Compound locomotives with
four cylinders, other locomotives, and various d e tails of
cJn 3truotion will be examined successively.
I.-COMPOUND L OCO?IIOTtVES WITH F OUR CYLINDER .
Table I. (page 847) gi ves a list of the compound locomotives with four cylinders, in aervioe or on order on
,January 1, 1000,t for French railways (not including the
M alle t locomotives for light railways of on e m etre, as
stated above). Amongst these locomotives of n ormal
gauge, four. (N os. 2801-2804 Etat)1 constructed in A merica,
A.re of the V a ucla.in system, witn sup erposei:l oy linde rs;
twAnty others (Nos. HOl to 4120 Nord, construc ted in
1889) have tandem cylind e rs, with three piston -rods in
ea.cb g roup, a nd one valve for a group of two cylinders ;
these locomotives do not belong to the category of ordinary
compound machines with intermediate receiver, but to
* These se,en lines work the g reater p a r t of the n etwork of F re nch ra ilways; there r emains a system compo~f d of light rail ways, generally with on e-metre gauge.
t S ince that date n ew orders have been given for locomotives of this kind. The W estern Railway has d ecided
c,n a. constr uction of a lot of 40.
.. --
T able II. g1ves various dimensions of four-cylinder locomotives. In the most recent locomotives it will be seen
that the gra te a rea is about 2.5 squa re metres (27 square
fee t) ; for certai n among the m the heating surface app roaches 200 square metres (2153 square feet). T hese
heating surfaces are reck oned on the s1de of the pla tes and
tubes in contact with the fla me and hot gases. The surfaces indicated are not al ways comparable, for they ~re
n ot alwa ys calculated in exactly the same manner ; w1th
the Serve-ribbed tubes ver y frequently used, the depth
allowed in the calculations for the ribs is not always the
sa.me ; b esides, more or less is allowed for the omis~i?n of
the ribs for expanding purposes at the two extrem1t1es of
each tube.
The greate r number of locomotives have a bri?k
a rch in the firebox. On certain e ngines of the _P an s
Orleans and :Midi railwaya the T enbrinck heater exlSts.
The weights have been given, in T able I I., as they
a ppear on t he re ports furnished to t he au thor; . b~t
it is clea r that these weigh ts cannot be exact m thm
50 kilogrammes (1 cw t.) ; t hey must vary with the
condition of the engine.
T he weights cannot be
g iven for certain very recent an d not ye t completed
locomotives .
Figs. 2 to 20 represen t the partic ular types of fourcylinder locomot ives. Those of t he Paris-Orleans and
=--tate rail wa ys not given resemble the late r typ~ of the
ou t hern li ne, with t he exception of the Amen can loco
motives of the S tate railway.
.
The \ Valsohaert val ve-goar is employed genera1ly_m
locomot ives with four cylinders. This mechanism, ha.vmg
only one eccentric, is sui table for outsido cylinders . Io
is also applied for i nside cylinders i n ever theless, t he
Gooch link h as been employed for i1H1de cylinders on the
latest compound engi nes on th e Paris-Lyon -J\IM iterranee.
The \ Vahchaert system gi ves good distribution of steam
at t he various p oi nts o f out-off.
The t wo lifting .shafts, one for t ho t wo hi~h-pressure
cyl inde rs, t he other for the low-p res uro oylin~ers, a re
act uated by t wo re ve rs ing screws placed opposite. each
other, F ig. 21, or one a prolon gation of the other, F1g. 22,
p age 852 ; the two can be re versed at will, e i the_r toget~er or
separately. The drivers are thus able to adJust su1tably
the dis tribution for all requirements, and ha ye foun~ !rom
practice in a. very short t1me the b est workmg pos1t10ns.
Admission of steam to bhe large oylinders should always
J UN E
E N G I N E E R I N G.
29, I 900.]
TitJ .1.
F<' .5 .
'
llo
'-.
.-
542, Ot~est.
Nos. 503
F4J . G.
r"'
.- .
- - - - - - - - -i
I_
.
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....
.. ..
f~
o-~
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- - ..... - / ' ~ ,
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11 '
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.......
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2157, Nonl.
Fig . 7.
I
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r-
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.......
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3170, Nord .
-
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Nos. 3121
Re./2.
. .. . .
'I
. .. . .. .. . ..
.
2432, Est.
M e(res.
"'
,...
0 . '
10
-~
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- - -- - - }v
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2S
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I
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nnu
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f5464C l
E N G I N E E R I N G.
(}UNE 29,
I9CO
TonEs.
BOILERS.
N UM BERS
FIG.
R AILWAY.
Grate
Area.
01<' TUE
SERIES.
Heig'ht
Length
Internal of Axis
Di)meter. above Pressure. Between
Plates.
Rail.
m.
m.
ft. io.
ft. io.
k g. per
Pq . cm .
lb. per
sq. io.
Heating
Surface.
DRIVING
O!LINDB.RS.
High Pressure.
WUEEL S
WEIGUT IN
WORKfSG ORDER .
REMARKS.
Low-Pressure.
External
Dia.m eter ' IN urnber
D :ameter.
Total.
m.
kg.
kg.
tons
Ad he
81\'e,
m.
.mm.
sq. m .
sq. m.
mm.
mm.
mm.
ft. io.
m.
sq. rt.
sq. ft.
m.
m.
1n.
m.
ft. in.
toos
6 10
24
640
25!
64ll
251
640
25k
640
251
640
254640
25l
460
181
L30
20i
630
20i
630
20i
530
20g
530
20i
660
22
500
610
24
640
25!
640
251
640
2j6
6! 1.1
25i
640
25l
640
251
640
25k
640
25!
660
19 ~
2.100
6 10H
2.130
6 11 ~
2.130
6 ll i
2.130
6 lli
2.130
6 lli
2.130
6 11 ~
2.040
6
8l'u
2.010
6
7!
2.010
6 7i
2.130
6 lli
2.140
7
O!
2.090
6 lOl.,
2.130
6 lli
2.180
6
2. 130
6 llt
2.000
6
6!
2.000
6
6!
2.000
6
6:!
2.000
6
6i
2.000
6
6ll
37,80)
37.20
477800
4 .04
48,620
47.8.5
48,930
48.16
60,460
49. 66
52,400
51.57
64,00:>
62.99
46,05:>
45.3Z
49,600
48. 72
50,000
49.21
54,880
5 1.02
mm.
Nord (Northern)
701
2121-2122
2 123-2137
2
2138-2167
2168-2t eo
2161-2180
26!126!2
~}
Quest (Western
601-602
503542
Etat (State)
2701-2706
2801-2804
Par is-Orlean@
7
1-20
Midi
(Southern)
1701-1714
1751-1774
1i751784
P.L. M.
(Paris, LyooP,
and
Mediterranean)
1
02
03
0 11-12
0 2160
0 61-160
9
10
12
13)
14 }
2401- 2432
Est
(Eas tern)
Nord
(Northern)
Ouest
(Western)
Paris-Orleans
3121-3170
Midi .
(Southern)
1301-1302
2501-2j25
17011726
1303-1312
16
1401
15
1402-1415
17
Est (Eastern)
1.236
4
1.260
4 1t
1 .260
4 li
1. 266
4 l ?J
1.350
4 5{~
1.350
4 5 r'~a
1.456
4 glll
1.296
4 3,-l,;
1 380
4 6i
1.256
4 1i a
1.688
5 2~
1.378
4 6!
1. 260
4 1i
1.380
4 6~
1.370
4 6t\
1. 260
4 1i
1.260
4 1~
1.320
4 4
1.320
4 4
1.320
4 4
1.440
4
1.463
4 9 (l~
ot
su
1.381
4 6f
1.446
4 8+&
1.380
4 6!
1 380
4 6jl
1.376
4 6i\
1.380
4 6!
1.376
4 6r\
1 .400
4 71,
1.440
4 8H
1.466
4 9!
2. 160
OH
2.25U
7
4 r~
2.250
7
4y'lll
2.250
7
4t n
2 450
8
Oi6
2.450
8
OiG
2.5~0
s Si
2. 231)
7
4
2.486
8
1{ ~
2.250
..,
4 l0G
2 . 7 ~5
9
0~~~
2.450
8
OlG
2. 250
7
4l tl
2. 450
8
OiG
2.450
8
o,u
2. 2~0
4/6
2.250
4 I!1ll
7
2.250
7
4/a
2 250
7
4le
2 .250
7
4t"s
2.470
8 1!
2. 590
8
6U
2.420
7 11!
2.410
7 l Ot
2 42J
7 nt
2.420
7 11!
2.420
7 11!
2.345
7 '8j
2.345
7 8~
2.260
7
4H
2. 435
7
2 450
8
Ois
nH
11
156
14
}99
14
199
15
213
15
2'3
15
213
16
228
14
190
H
199
15
213
15
213
15
213
l4
199
14
199
16
2'3
15
2 13
15
213
15
213
15
2l3
15
213
15
213
16
228
15
213
14
199
15
213
14
199
15
21 3
14
199
15
213
15
213
15
213
16
228
3.660
11
8~
3.900
12 9.\.
3.900
12
9!
3.900
12
Q!
8. 900
12 9~
3.900
12 9!
4. 200
13 9!
3.800
12
6/6
3.800
13
5,~
3.900
12 9!
3.670
12
0 1'13
~
a.eoo
12
9i
3.897
12 9!
3.900
12
9!
3.900
12 9!4 035
13 2i
4. 035
13 2~
3.000
9 101
3.000
~
l Ql
3.(00
0 10i
3.400
11 1H
3.400
11 1n
204
70
2f
70
2ft
70
107
9!
21 ?~
9!
94
2~
2!
70
2f
70
106
126
2~
70
2!
50
tU
45
1!
65
2l OJ
6'1
2f1f
65
2,~\l
65
2fl
7::/
88
96
94
22~.,
282
111
94
111
111
185
224
Nor d
(Nor thern)
4101-4120
P. L~I.
32013202
t 301 4302
1.478
4 10,\
1.400
2.050
6 8H
2.260
]42
4 7llf
4U
213
1.500
4 ll l'.r
Do.
Dll.
19
Do.
3211, 3260,
} 1.400
anti
4 7i o
330: -";362
1.600
4601-4610
4 llr\r
1.500
4511 4520
4 11 rliJ
1.50U
4521-4630
4 llt'-J
26}~
2.43
26i\r
2.43
6r~
133
133
133
150
140
2:l
2.2ao
7
4{ 8
10
15
15
213
4.099
13
5f
4.350
14
3!
4.150
13
~6
60
199
1H
40 and 15 307 and
247
2.43
26r\
2.43
26 r'~OJ
2. 38
25i
2.43
26H
2.52
27i
2.08
221
2.45
210
2.21
23!
2. 260
7 HR
2.2611
7 4H
2.200 .
7 4tS
2.260
7 4ft
15
213
8. 000
9 l Ot
15
21:3
16
2 l3
15
213
2.996
9 9a
3.0'17
9 trv
3.007
9 10~
103. 03
1109
155.27
1611 ? \l
155.2i
1671
166.10
1669!
176.76
1891!
173.00
1862!
211. 30
2274 ~
123.20
1326i\J
133.70
1439l1u
157.6tl
1697t
176.87
1903i
175.61
1890/6'
151.95
1635i
175.44
1888!
173.31)
18651.,
119.06
1281!
129. 29
1391t
148.09
159i h
148. 09
1594?\l
148.07
1593i
189.5l
2039U
184.70
1988#
330
13
3!0
13i
310
1 3~
340
13!
340
13~
340
13il
340
13~
320
2 t,on
3t0
p~
310
13 ~
330
t:l
350
13~
340
131
350
1 3~
350
13!
310
121\
310
12r\
34ll
131
340
13i
340
13ij
340
65
2f'w
65
2/.,
139
18~
05
18 1
2,n6'
65
2/e
184
6~0
26.~
640
25k
640
25!
6:10
25k
6:!0
2oi
620
24i
620
2~ i
620
24 ~
620
24~
620
24 ~
530
20i
b30
20i
5SO
22
550
21i
530
20i
650
211
550
21i
600
19H
500
t 9H
540
21t
540
21!
510
21!
620
6~0
13 ~
24 ~
350
13!
640
251
21!
660
21i
6~0
25!
6l0
25l
6 !0
25t\
610
251
6t0
25i
6t0
25k
610
251
650
25fs
650
25f~
550
21i
660
21i
550
21&
&50
2 1~
550
21i
550
2 li
650
2 1i
59J
23!
640
2 1!
55~
25~
640
26*
6l0
25~
640
25i
660
26~iT
640
25.
640
25!
6l0
25!
6 t0
25#
53,501J
52.66
53,500
62.66
44,980
44.27
47,910
47.16
56,600
49.80
69,218
58.29
33,778
33.24
1 .750
5
8i
1. 720
5 7H
1.750
5
1. 750
6 8i
1.750
5
Si
1.600
5
2U
1 .600
6
2+8
1. 600
4 llfi
1.650
5
4tG
1.750
5 8i
58,570
57.65
58,400
57.48
42,470
41.80
41,500 113 ribbed tubes of
70 mm., or 2i in.
40.84
and ~smooth tubes
of 45 mm., or l i in.
diameter;
41,700
41.04
44, 300
43.60
40,700
40.06
44.100
43.41
44,010 Converted engines.
52,800
51 97
56,900
na
6~0
2-ti
620
24if
620
24i
620
24y
62LI
2-li
620
2l*
660
26fl~r
640
263
640
25t\
640
25
640
25k
640
25!
640
251
640
25#
650
6
25/~
2.00 ,
6f
2.070
6
9!
sa
25 ,-'~
650
50,800
60.00
64,000
63.15
27,600 Low-pressure
out
27.16
side cylinders.
30,500
. 30.02
30,520
30.04
30,779
30. 29
31,010
30.62
32,400
31.89
31.61
32,060 Va.uclaio system.
31. 56
Tenbriook beater io
the firebox.
31,8()('
31.30
32,800
32.28
57,600
66.69
60,10.1
59. 15
56, 500
66.61
59,900
68.96
58.110
67. 19
65,368
61 3!
6 l0
25!
21i
380
15
340
650 I
251""6
650
660
2611J
640
650
650
1.300
4
3r\
1.500
13!
25f ll
21!
25f lf
4 11 ( 6
56.00
360
650
640
650
1.260
57,100
141:16
26ls
21!
25t~G
360
650
14 t\-
25,-'~e
340
13f
340
13f
340
131
650
25111\l'
650
25/ll
650
25/.r
690
23!
520
206\f
62
20?.,
620
211 io
650
25 196
650
25196
6' 0
25lllll
650
25/8
1.500
4 11 -h
1.300
4
3,~
1.300
4
3 1\
1. 300
4 31\
640
25i
2~1
1/'8" and 1!
Do.
2.38
26i
2.46
26!
2. 02
21!
2.46
26!
2.49
(Paris, Lyons,
and
Mediterranean;
20
2.30
28
2.30
28
2.74
29.\2.00
21f tr
2.40
26fij
2.05
~
2~
50
2
70
2*
70
2l
7J
1.95
21
1.99
2117~
2~
70
2.27
24, 7a1.99
Do.
45
1!
70
2!
70
2l
70
2.4/5
26i
2. 10
22&
2.14
23
2.10
22i
124.30
1338
164.74
and
154.89
1773[6
an
1667!
159.55
and
151.12
1777?,
and
t626H
154.74
1665i
202.06
2175
202.10
2176?6
202.88
2183i
~ 61'\l
li
56, 20
Pressure reduced to
15 kg. per square
centimetre,
or
213 lb. per sq. in.
43. 3~
57,100
63,700
52.86
51,700
61,nOO
50.69
50,900
60. 10
61,660
60.85
51,500
50.69
60,900
50. 10
6 1,660
50.85
6 ~.86
Converted
tives.
locomo
Ditto.
Ditto.
Bsr
E N G I N E E R I N G.
Nos. 2501
Fig .14.
FUj . l3
FUj.77Nos. 3401
3550, Paris-Lyons-Mediterranee.
J
--
~
.
-~
:--
"
...
'" .--
~ -
11
--
.,
,,
-l ';
'
(j [1
J [<( IT
I . le.,'
' ~
tJ
. ..
!-- - '*' -
_fii!!!:
h:.i
~
- -- -
- -
'
.'
V
10~
.-- -~ ~ ~ ~
.L
....
~:"
':.. - Z
I Tender
-.
.
'
..
- ...... ,.
---
; 1- wludui '
ff9
Nos
16
1303
'
'
1312
'
r '
;
l
34$01 Est.
--
t!
.-
Midi .
.. ..
l
- - - , - -
~ .--~ . ':;;
~ ~
::'\
.,,
n.
,-:.
,~
~..,
3
I
J()
.-
. -r- . -
_,!J ~
.)'I
tf.
s1
6
I
20
-~
jV' (
.....
8
I
2.5
"~
"'- ..dJ ~ ~
~-- .. ~ ~
:Q D
f6l
-,
'
10
I
30
.. ..
fl
i.
r:Of Gfl OJ
1
1
0
2
I
1
I
f1 WI"I"
1 rp I I I I I
j
4 2 0
.-
,....
:a
.......
'
;-... ~
Tuuiu
.... - . ,
..;
..... '
-----~--------~~~----~-L----~~~~----~-~-------~~
...
';
.lW
'4- wludul
ylo
~~-~
~~
-
Jr
........
~~
'f..
'
- - - ,/
_,
Metres.
1
.3.5 Feet.
'
''
..._
f
..11
Air
ll.ut.r~6,,.
t======~-====;:
- -
VlceS:
'
30.345 knot~, whlle for the six runs on the measured mile
the average speed was 30.615 knots. The highest speed
attained when going with the tide was 32.727 knots. The
official details are as under : Draught of water-forward
6 ft. 91 in., aft 7 ft. 1~ in.; steam pressure in boilers,
213 lb.; vacuum in condensers-starbOard 24. 7, port 24~8 ;
revolutions per minute-starboard 385, port 381.6; mean
indicated horse-power-starboard 2768, port 2791-total
5559.
On the 21st insu. Messrs. John Reid and Co Limited
~w,..~iteinch, launched the twin-screw steam~r Maule;
built by them to the order of Mr. Thomas DewsLury of
Leeds, for the Compania Sud Americana de Vapo;es
Valparaiso. The Maule, which is a!a,s..'3enger and oarg~
vesse~, measures about 1000 tons, an will be fitted with
ma-ehmery by Messrs. Dunsmuir and J a.okson, engineers
Govan.
'
The tw~-screw steamer Cons?elo, built for Messrs.
Thomaa Wtlson, Sons, and Co., Ltmited, Hull by Messrs
C. S. Swan and Hunter, Limited, of Wallae~d-on-Tyne.
made 13 knots on sevex:al runs over the measured mile. Th~
Consuelo has been destgned for the New York service of
the. owners, and is intended to carry a large general cargo
bes1des a number of cattle. Her leading dimensions are~
Length over all, ~76 ft. ; beam extreme, 52 ft. ; depth
moulded, 34 ftJ. 2 m. to upper deck; above the upper
deck a. complete shelter deck has been fitted for ca.rrymg
~he ca.~tle, above which aga~ there is a. complete bridge,
m whtch the accommodatton for crew engineers and
o.ffi~ers has been provided, besides st,ate-rooms for a
limt~d number of passengers. The engines have been
p~ov~ded by Messrs. Thomas Richardson and Sons
Lumte~, of HB:rtlepool, and ~nsists .of two sets of triple:
expansto~ e~gtn~, each havmg cylinders 22 in., 37 in.,
and ~4 m. m dtam~ter by 42 in. stroke, steam being
s~pplied by four ~gle-ended boilers 16 ft. 6 in. in
dl8.meter by_11 ft. ! 1n. long, working at 200 lb. pressure
and fitted w1th Elhs and Eaves' induced draught.
'
E N G I N E E R I N G.
(JUNE
29,
1900
.?-
..
Scale 1J8th.
- -
-~
'
...
.
. -.--J_.l. ..
I
)
..lt
I
.-
- -r-
t
- ----
..
~- .
'
--- --
,,
F~ .22.Tith
-- ---~
-- -
Fine-Screw Adjustn1ent
,
31
'
:
H. P Exrva!Mt !
....................,
-- - -
/~.,.r--'
'
....._
I
I
- - _L.a
:-v
. . . . . . .
...... .
'
. ..
. -
..
\
I
..
. -- ...... ..
~.. ..
f,
!
J
- , - -o
E N G I N E E R I N G.
days The puddlers want an advance of 25 cents per out the duties of an executive officer, yet, by the wording
ton, 'the r ollers and others an advance of 4 per cent., o~ his commission, he has absolutelv no legal ~uthority to
and the t in-plate workers au advance of 15 per cent. glVe an order or to be obeyed. Can anythmg be more
The Republic Iron and Steel Company, owning absurd ?
Yours truly,
d
35 mills and six bla.st-furndacdes, bads flahtly .refuset
Hong Kong, May 26, l900.
H. K.
to pay the advance deman e , an t e tm-p1a e
workers will meet this week with a similar refusal.
These workmen have been accustomed for years to
THE BOILER EXPLOSION AT
winning victories, and as they would prefer to take a
'VELLINGTON.
few weeks' rest, there will probably be a r efusal to
To THE EDITOR oF ENGINXERING.
accept old wages. A long stop is a probability. The
Srn,-I shall be obliged if one of your readers will
managers prefer it also in order to correct or at least inform me as to what is the best method of ascertaining
tone up the markets which have been declining since the thickness of the platos of boilers in all parts while
:M arch. There is hardly a ny business being done. the same are in posit10n and in ordinary working condiPeople want to find out what bottom prices are going tion.
to be. No. 1 foundry iron is down to 19.50 dole., and
I s it considered correct to harumer the plates all over
with a heavy spike.ended hammer with the idea that
forge iron is down to 17 dols.' a drop of 5. 00 dols. when you come to a thin place, the spike will go through
Billets are still stubbornly held at 29 dols. , when they and demonstrate the weakness ? Or should an ordinary
ought not to be over 25 dols. All kinds of finished iron workmen go to work with a drill and ratchet brace and
are down, bar iron selling at 1! cents a pound, or 30 dols. drill holes through every place where he may suspect the
per ton net. Plates are down, but rails keep up, and plates to have worn away so as to ascertain their actual
there is a good demand for both. In fact, the strength of thickness?
the whole situation is due to the railroad requirements ;
lb appears to me a very easy matter-after the explosion
traffic is steadily increa.sing and so are earnings, but -to !Jla~e ~he report made by Mr. H~ughton, ~':lt the
the stock markets refuse to listen. The situation is questton ts, 1f Mr. Houghton had been m t~e posttton of
sound all around, and a great deal of work will be the workma~, Jam~ Clay (before ~he exploston), coul~ he
d t th
ket st as soon as every one feels have so east,ly fur~nshe~ tbe part10ul&;rs of plate thtckh urne
m o e ~ar
JU
.
nesses of irJ m., ~ m., i m., &c., espemally when so far as
assur~d that P.rtces have touched bottom. Export I can gatller he (Clay) had nob been required by his emmachmery reqmrements do not appear to abate. The , ployers or anybody else to ascertain and report these
German markets appear to be badly scared at us, but thicknesses?
.Personally I consider that these workmen who are sent
so far no new orders or inquiries have come from that
quarter. Blast-furnace production is 2000 tons above about the country to keep boilers in order at a minimum
.May 1 but quite a number of old fashioned furnaces of cost, have nob half a fair chance, and I should recomwill bl~w out. A new and large steel plant to make mend them to insis.t i~ having all small boilers ~isma:ntled,
armour-plate and other heavy castings will be built thorou~hly scaled I~stde and oub, and ~xammed m the
near this oity. The Secretary of the Navy will soon open atr, finally testm~ them by hydrauhc pressure 50 per
11 0f
1 te 8
cent. above the workmg pressure, and carefully noting
f
arrange or a. very mrge supp Y a.rmour-p a
by gauge rods, &c., prepared previous to the test, whether
the firebox or crown collapses at alL
Yours faithfully,
service.
Mr. Wyndham, in his speech on Army Reform on
March 12 last, used several arguments whioh he intended
to employ adversely to the system of Ions service. He was
"profoundly conv:inced that. five years IS ~ong enough for
any man to serve 10 the tropics., No one IS likely to take
any other view. But how does Mr. Wyndham suppose
this to be a ~act ad verse to long service? Surely, a. statesman possessmg so much common sense as he must see that
a troopship will carry a regiment of long-service men
fully as easily as a regiment of boys. He added that if
we "are tempted to em bar~ on any Iong.eervice system,
we shall burden ourselves With a. whole army of pensioners
and .invalids/' 0~ course, pensions are earned by long
serv10e, whether m the Army, the Navy, or the civil
departments. Such pensions are really deferred pay, and
are very properly employed to prevent the accumulation
of. an a~my of impecuniou~ vagabonds which might otherWISe anse. If thus exammed, the word p ensio'ners in the
above-quoted sentence loses all its intended sting and the
word i nvalids is left. But why should this word 'be more
applicable to long-service than to short-service men? As
a fact, it is precisely the opposite, always a.ssumin~ tha.t
the long-service men are not left to stew .in .the tropics for
mo~ than fiye ~ears- Mr. Wyndham's limtt. The young
so.ldier w.ho IS pitchforked for five years into a tropical
climate 1s really the man for whose health, &c., the
Secretary of State for War should be anxious.
NAVAL ENGINEERS.
JAArES FERRABEE.
The old soldier knows better how to take ca.re of himTo THE EDITOR OF ENGINEERING.
self, !l'nd the riper average age of a. regiment of such men
SIR,-There left here on the 24th inst. in the P. and 0.
p~ovtdes a muc~ stronger defenceaga.inst the onslaught of
s.s. Japan about 150 naval ra.tin~s, being the paid-off
THE WAR IN SOUTH AFRICA.
disease. The Immature boys who now form so large a
crews of H .M.SS. Fame and Whiting and a few other
To THE EDITOR OF ENGU\TEERING.
prOJ?Ortion <?f the drafts to India and other tropical
time-expired men. This party is placed in the sole
SIR,-In my letter to you last week I ventured to assert stations, owmg to the short-service system a.nd to the
charge of a chit\f engineer {Jate Fame) who has to carry , that one of the first requirements for the defence of method of the linked battalions, are the m~n who often
E N G I N E E R I N G.
(JUNE
29,
I 900.
d.
JUNE 2 9, I 900 ]
and freights Bilbao-Middlesbrough were 7s. 3d. to 7s. 6d.
To-day the market was stronger, ~ut prices for makers'
iron were not quotably altered. Middlesbrough warra~ts
were once more quoted, opening at 67s. 6d. and ad vanmng
by the close t o 68s. oa~b ?uyers. ~Iid~lesb~oug~ hema.tite warrants were stlll Idle. V ery h ttle Iron IS now
lefb in the warrant stores, the quantity of Cleveland
being only 14,000 tons odd , and the quantity of ~st
coast bema.tite having been reduced to th~ a ltogether m8ignificant quantity of 750 tons. The re 18 every_reas~m
to believe that before long the warrant stores will dl8
appear altogether. Shipments of pig iron continue pretty
good to foreign ports, but c~astwise t~ey a~e sm~ll. Continental buyers are purohasmg very httle u on JUSt n'?w,
but such was to be expected after the rather free placiDg
of orders a little while ago. Prospects for the future are
very uncertain.
Manufacttwed Iron aiYld Steel.-In the manufactured
iron and steel industries there is little new t o report.
Producers of most d escriptions have still a good deal of
work to execute, but new orders come slowly to b a~d.
A fair amount of Ad miralty work has been placed w1th
M essrs. Bolckow, Va.ugban, and Co., and with the S~uth
Durham Steel and Iron Company. Market quotatiOns
are about the same as those given a. week ago; bub some
firms would accept orders at rather below t~em. yommon
iron bars are put at 9l. l Oa., besli bars l Ol., 1ron sbtp- pla.~s
8l. 10s., steel ship-plates, iron ship-angles, and steel shipangles each 8l. 7s. 6d., and heavy sections of steel rails
7l. l Os.- a.llless the customary 2i per cen t. discount for
cash, except rails, which are ne b at works.
Shipbuildilng and Enginee,r ing. - Shipbuilders continue
well employed and engineers a re busy. In consequence
of the re fusal of the F ederated Engineering employ ers on
the north-east coast to receive a. deputation from the
Amalgamated Society of Engineers to discuss the appli~a
tion for an advance of wages. the members employed have
ceased to work overtime. T he men seek a n advance of
3s. per week for tit_De wages an~ 5per cent. on pie~e ra~s
for those working ID shops, while those employed ID _shtp
yards seek 2s. and 7! per cent. Rdvance respecttvely.
Several large engineermg firms deny that they have refused t o meet a. deputation from the Amalgamated Society
of Engineers.
Coal and Coke.-Gas coal is firm for this time of year,
and deliveries a.re good, but they are mostly on old contrac~. Bunker coal in fairly good request at last week 's
rates. An enormous consumption of coke continues,
and 293. seems to be the minimum rate for average blastfurn ace qualities delivered at T ees-side works to the end
of the year.
E N G I N E E R I N G.
sss
to a. prosperous year, provided there are no seriou~ labour E lectrical and mechanical engineers would also profit by
AND FOREIGN.
.et
Gerrard.
CONTENTS.
P.AQ.
French Agriculture at th e
P~ris Exhibition ...... .. 839
Some P rinting Machines at
the Paris Exhibition (Il
lustraUd) .............. 839
The Cost of Electric Power
Production .... .. .. . . .. . . 841
Bla9t;-Furna.ce Gas Eogine
at the Par is Exhibition
(fllmtrated) . . . . . . . . 846
The Paris Exhibition E lec
trio Power St~tion (l llu.t
ttated) . . . . . . . . . . . . . . . . . . 846
The Japanese Battleship
"Asahi" (lUmtrated).. . . 846
R ecent Locomotive Practice
in F rance (lllttstrated) .. 847
Launches and Trial Trips . . 851
Di"mond Saw for Cutting
Ston e (RlustratMl) ..... . 862
Notes from the United States 852
Naval Engineers ... . .... .. 863
The Boiler Explosion at
Wellington . . . . . . . . . . . . . . 863
The War in South Africa .. 863
PAQB
The Maxim Multi-Perto
rated Powder . ... . ..... 863
Notes from the Yorth . .. . .. 85!
Notes from South Yorkshire 854
Notes from Olevelc.nd and
the Northern Counties . 864
Notes from the SouthWest 856
M.iscellanea . .......... . .. 855
T he Cen tral London Ra.ilway .... . ...... .. ... .... 857
The Paris Congresses . . .. .. 858
The International Tramways
and Light Railways Exhi
bition, 1900 ( l llust1ated) 859
The Institution of Mecha.ni
cal Eng ineers ............ 861
The K imberley Gu n u Long
Oeoil " ( IUustrated). . . . . . 865
Industr ial Notes .. . ....... 867
Automatic Coal Handling
P lant at the Electric Light
Works, Leeds (Rlm. ) .. .. 869
The Physical Society . . . . . . 870
" Engineering" Patent Re
oord (IUustrated) ... 871
Bs7
E N G I N E E R I N G.
NOTICES OF MEETINGS.
IMBTITOTIOM or OlviL ENGnnnms.- Monda.y, July 2, at S p .m.
Reception, in the Library, by the P resident and 9ounc il, Membe~s
of the Institution and .Members of the Coun01ls of other Engi
neering Societies 'in London, of t he Members of American and
Colonial Engineering Societies at present visiting this country.
- Thursday, July 6, 9 p.m. Reception by the President and
Council at the Guildhall.
A~tE RtC AN SociETY OF Orv tL E NGrNEERS. - The 32nd Annua l
Convention of the American Society of Civil Engineers will be
held , by permission ~ f t~e Co~cil of t he Insti~tion of Civil
Engineers at t he Iost1tution , durmg the first week 1n July. Th e
following programme h88 been a rranged by the Local Committee
of Arrangements : Mondar. July 2, 4 p.m . Inaugural Ad d r ess by
Mr. John F. Wallace, Pres1den t, in the Theatre of t he Institution ;
8 p.m., meeting, discussion upon the subject of "Height of
Buildings," introduced bv Mr. T . 0. Purdy. Tuesday, July 3,
10 a. m., meetin~, discusSions upon " Recent P ractice in Rails,"
introduced by Mr. Robert W. Hunt ; and " Filtration of Water
for Publio Use," by Mr. Rudolph Hering . Thu rsday, July 5,
10 a. m., general business meeting.
Tn E R t5NTGEN SocrETY.-Thursday, July fi , at 20, Hanover
squar e. Annual general meeting. The chair will be taken at
8 p.m. The Pr esiden tial Address, by Mr. Wilson Noble.
ENGINEERING.
FRIDAY, JUNE 29, 1900.
E N G I N E E R I N G.
(JuNE 29,
1900.
==================================================================
has four motors, one on each axle, of 117 horse- Each is placed at the bottom of a lift shaft, and be t~eated on are . first . considered ;. and general
power, the armatures being built on tubes, afterwards forced on to the axles. The length over the
body of the locomotive is 26 ft. 7 in. and over the
buffers 30 ft., the width being 7ft. 8 in. The general
appearance is very different to that of a steam locomotive, owing to the absence of the boiler. The armatures are built directly on to the axles, and hence
the motors lie between the frames, quite low down.
Over them is a deck, on the central portion of which
is a very roomy cab, from which an excellent view of
the road can be obtained. Forward and aft of the
cab are resistances, placed under sloping covers,
which give a wedge-shaped appearance to the ends of
the locomotive. The coaches have been built partly
bythe AshburyRailwayCarriage and Iron Company,
of Manchester, and partly by the Brush Electrical
~ngineering Company, Limited, of Loughborough.
They are entered at the ends, and have central
passages, the seats being arranged both lengthwise
and crosswise ; the lighting is most excellent.
The power for working the railway is generated in
a very spacious house at Shepherd's Bush, and transmitted through the tunnels to three converting and
distributing stations. There is a boiler-house 148ft.
long by 87 ft. wide, containing 16 Babcock and
Wilcox boilers, each having 3580 square feet of
heating surface. The boiler- plant has been laid
out with t he greatest regard to economy, the plant
being supplied with Archbutt-Deeley water
softeners, feed-water filters, and Green economisers.
The coal is delivered on the ground by the railway
trucks, and is dealt with entirely by elevators and
conveyors ; provision is also made for dealing with
the ashes in the same way. Draught is afforded
by t wo chimneys, 250 ft. high, and 10 ft. in diameter inside. The engine-room is 200ft. long by
86ft. wide, and contains six cross-compound Corliss
engines, constructed by the E. P. Allis Company,
of Milwaukee, U.S.A. Each engine has cylinders
24 in. and 46 in. in diameter by 48 in. stroke, and
makes 94 revolutions per minute. It is designed
to give 1300 indicated horse-power normally, with
an increase up to 1900 horse-power on overload.
There is an emergency governor in addition to the
governor controlling the Reynolds-Coi-liss gear,
which cuts the steam off completely when the
speed reaches 105 revolutions. The steam is first
passed through a separator, and after passing
through the high-pressure cylinder it is drained
and slightly superheated in a reheater. The exhaust steam is condensed in a jet condenser, the
condensing water being cooled in four BarnardWheeler cooling towers, each served by four double
fans driven by Belliss engines.
Upon the crankshaft of each engine is a threephase alternate-current generator. This shaft is
22 in. in diameter in the wheel seat and 20 in. in
the journals, which are 36 in. long. There is a
flywheel 18 ft. in diameter, weighing 100,000 lb.
The armature is stationary, and surrounds the
revolving field. There are 32 magnet cores in the
field, the weight of which is 34,000 lb., while the
complete armature weighs 48,000 lb. Each generator has an output of 850 kilowatts at 5000 volts
and 25 periods per second. The commercial
efficiency at full load is 95.5 per cent., and at
overloads it is upwards of 96 per cent. There are
four six-pole exciters to energise the fields of the
main generators ; each is of 50 kilowatts and
125 volts, and is driven direct at 450 revolutions
by a compound tandem Allis engine, with cylinders
9! in. and 15 in. in diameter, with a stroke of 6 in.
At the north end of the generating station
there is an elevated switchboard on a gallery, comprising twelve double panels of white marble
bolted to angle- iron up~ights. This board . is
fitted with the usual Instruments, and w1th
very ingeniou~ sw~tche3 and _ interl~cking gear,
which we descnbed 10 our prevwus articles. There
are four outgoing mains from the switchboard,
to carry t he current at 5000 v~lts pressure t? thr~e
sub-stations, situated respectively at Notting-hlll
Gate ~Iarble Arch, and the Post Office. Each main
con1prises three copper conductors insulated with
paper. These mains were constructed by the
National Conduit and Cable Company, and have
each a total copper cross-section of .1875 in. between the power station and Notting-hill Gate, and
.125 square inch between Notting-hill Gate and
Marble Arch. Two of the cables end here, and the
other two go forward to the Post Office, where the
high-tension line ter~in~tes. Altogether there are
19 miles of cable, weighing 78.4 tons. As alr~ady
mentioned, there are three converter-sub-stat10ns.
AMONG the large number of International Congresses to be held in Paris in connection with the
Exposition, there are several of technical imp~rta.nce, and the proceedings of which will be dealt
with by us in due course. We have already referred to one-that of Applied Mechanics, and
may now have a few words to say about two others
- those on Navigation and on the Merchant
Marine ; the former of these will be held from
July 28 to August 3, and t he latter from August 4
to 12. The general rules and conditions under
which these congresses will be held are practically
the same a9 those we have already described (see
ENGINEERING, page 55! ante). The business of
the Navigation Congress will be classified into four
sections, with nine questions to be submitted for
discussion. During the Congress there will be
sectional, and full meetings, and excursions . The
work is divided among the four sections as follows :
1. Internal Navigation ; Construction Works.
2. Internal Navigation; Management and Work
1ng.
3. Ocean Navigation ; Works.
Ocean Navigation; Management and Work4.
1ng.
Each of these sections is divided into several
subheads, which will be dealt with in communications made by various memhers, and upon which
discussion will be raised. It is needless to say
that t hese various communications will come from
international sources ; they will be printed in three
languages- English, French, and German-and
will be distributed among meiubers of the Congress
before each session takes place, so that those wishing to participate in the discussions can be prepared
to do so usefully. There will be two classes of
meetings-sectional meetings, where the subjects to
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47
jUNE
29,
1900.]
E N G I N E E R I N G.
tages to the public of up-to-date tramway equip- in the oar int~rior. The other car .shown is one
ments; and as they acquire more complete know- ordered for the lines of the London United
ledge of the subject, we may hope for their assist- Tramways Company between Hammersmith and
ance in the removal of such legal restrictions as Kew Bridge. This car is provided with two
still unnecessarily harass tram way managers anel 35 horse-power motors ; and with t he '' B. and L. "
motor rheostatic brake equipment. This arrangeexasperate the public.
The largest single exhibit at the Hall is made by the men t is also shown separately at the stand, a motor
British Westinghouse Electric and Manufacturing fitted with brake being mounted on r ollers so as to
Company, Limited, of the Westinghouse Building, allow its wheels to revolve. The device consists
Norfolk-street, London, W.C., who, in addition to in using the motors as generators, and turning the
the whole of a single bay of the great hall, have current produced through suitable resistances. A
also a stand near the main entrance to the latter. peculiarity of the Thomson-Houston controllers,
The main exhibit consists of a short but fully- switches, and lightning arrester, lies in the use of
equipped electric tramway, about 310 ft. long, on the so-called magnetic blow-out. Thus, to take
which is run a large double deck bogie-car, fitted the lightning arrester. This consists of a spark
with two 30 horse-power motors. The generating gap placed between the poles of an electrostation is provided with a W estinghouse three- magnet: On the one side t he gap is connected
cylinder gas-engine, having cylinders 13 in. in to the line, and on the other to earth through
aiameter by 14 in. stroke, and rated at 112 brake a graphite resistance, and also by a shunt
horse-power, though capable on emergencies of through t he electromagnet aforesaid.
'Vhen
generating some 12 per cent . more. This is lightning strikes the line, the impedance of the
coupled direct to '75-kilowatt 500-volt compound- coils of the magnet is so high that but a
wound generator, the leads from which terminate minute fraction of the discharge passes through
in a switchboard of the Westinghouse standard them, t he charge as a whole taking the altertype. The road itself is of the open-conduit type. native path provided by the graphite . r od,
At the one end the permanent way is filled in as it which, though of considerable resistance, has,
would be in ordinary street work, but for the main owing to its straight form, but little self-inducpart the track yokes and bracing are exposed, so as tion. The gap being bridged by the lightning
to show more fully the details of construction. The discharge, an arc is established along which
Westinghouse Company have adopted the plan of the trolley line current endeavours to escape
di viding up the positive main in the conduit into to earth ; but since this current has not the
sections each 300 ft. long; each successive section instantaneous character of the lightning flash,
is " cut in " with the feeder, as the car enters it and an appreciable portion of it flows through the
is cut out as it leaves, so that with a single car on coils of the electromagnet inclosing the spark gap.
the road, but one 300-ft. section would be liYe at The shortest distance across this gap is parallel to
any moment, and loss from leakage can be cor- the magnetic lines of force, but as a mova hie electric
respondingly diminished. The automatic s witches circuit always endeavours to set itself at right-angles
cutting the sections in or out are operated by an to the lines of magnetic induction, the moment
electromagnet fitted to the car. This magnet the magnet is energised the arc is shot out
is energised by the main electric supply, but for t ransversely to the gap, and its path being then too
use in st,rting and in emergencies, a battery long to be maintained by the voltage available,
of accumulators is carried, which is charged by it is inf>tantly extinguished. The central-station
the live current through a small motor trans- switch, also exhibited, embodies in its construction
In this s witch when closed
former. The car running at the Exhibition is the same principle.
fitted with an exceedingly ingenious system of the current passes mainly through a low resistance
brakes. Between the bogies and near the rails is of flexible copper plates connecting t he two teran electric magnet, suspended from each side of minals; but arranged as a shunt to this are high
the car by a system of linkage. Springs hold the resistances . forming the coils of a electromagnet.
magnet pole-pieces clear of the rails under ordinary In breaking circuit the low-resistance shunt is
conditions. But should a current be sent through opened first, and there being an alternative path
the magnets, these are attracted down, forcing the for the current t hrough the magnets aforesaid,
shoes with which t hey are fitted on to the rails. 'l'hese there is no sparking here. 'l'he high-resistance cirform an effective drag brake, and at the same time cuit is then broken at points within the field of the
the drag of t hese shoes on the rail is employed, by electromagnet, and just as in the case of the lightmeans of suitable linkwork, to force ordinary brake ning arrester, the arc formed is immediately extinblocks on to the bogie wheels. The pressure of guished by the effect of the magnetic field . The
the blocks on the wheels is proportional to the controllers mount ed on the tramcars are similarly
friction experienced by the drag brakes. In wet arranged. Included in the casing is a powerful
weather the rails are slippery, and consequently electromagnet, between the poles of which a11
there is less friction. It follows, therefore, that contacts are made and broken, so that arcing is
the pressure between the brake blocks and the entirely a\oided. The trolley poles shown on this
wheels, being proportional to this, is correspondingly stand is also worthy of attention, owing to the
less, and hence skidding of the wheels and con- arrangements by means of which very great uniformity of pressure is maintained between the
sequent wearing of flats on the treads is avoided.
Another interesting exhibit at this stand is the collector and the line ; even if the height of the
electro-pneumatic control system, by means of latter above the car varies considerably. For a
which it is possible for one driver to control the difference in height of fully 5 ft., the variation
motors of two or more cars. Thus the trains on of pressure, as shown by a Salter's balance did
THE INTERNATIONAL TRAMWAYS an electrical railway may b e conveniently made up not exceed llb.
'
A ND LIGHT RAILWAYS EXHIBI- with motor cars at each end and ordinary cars
An excellent combined exhibit of traction
TION, 1900.
between. An air-pipe and a system of conductors machinery is made by Messrs. Dick Kerr and
THE first large display of electric t raction plant in run from end to end of t he train. The conductors Co., Limited, of 110, Cannon-street E.c: the
this country is now on view at the International are made up into a cable, so that the insertion of a English Electric Manufacturing Compa~y Li~ted
Tram ways and Light Railways Exhibition, which single pl~g connects up all t~e conductors between and the ~m~ctric Rail way .a~d .Tramway Carriag~
was opened at the Agricultural Hall, Islington, on two carnages. The electrtcal arrangements are Work~, L1m1ted. The exh1b1t includes specimens
the 22nd inst. , and is to close on Wednesday next. such, that if the controller handle at one end of rails from 65 lb. to 96 lb. per yard much special
By a curious irony of fate, a gentleman who, as a of the train is operated, currents sent to the trackwork, and a number of ata.nd~rd designs of
trusted leader of the so-called Progressive Party, other ~nd operate the valves of a compressed air- poles and brackets. F our cars are also shown the
has long played the part of '' wicked uncle " to the motor 1n such a way that the movements of the largest of which has a seating capacity of 64' passtruggling if sturdy electrical infant, has been controll~r han~le are r epeated there. The ~ir- sengers. This is obtained by the adoption of the
chosen president of the Exhibition Committee. s?pply 1s prov1de~ by ~ean~ of a small. electrJCal "rev~rsed stairway," invented by Mr. Bellamy, of
Not many years back , the section of the London mr-?ompressor., dtschargmg into reservOir~ of .the the. Ltverpool Tramways. In this arrangement t he
County Council with which Mr. Dickinson is so ordmary West1nghouse type. An automatiC sw1tch stairway opens on to the upper deck at its extreme
closely identified, boiled over with indignation at cuts.off the current from the compressor when the end, and r oom is thus obtainfld for four seats more
what it was pleased to describe as a proposal to dis- receiver-pressure a~tains the desir~d limit:
. than is possible with the more usual arrangement.
figure certain second or third-rate London subu rbs
A se?ond fine display of. ~lectrlC tractiOn appli- The plan also lends itself well to the enclosing of
by the adoption of electric traction. To-day we ances IS ma~e . by the Br1t.1sh Thomson-Houston the end plat form by glass, so as to protect driver
find the same individuals actively promoting Bills Company, L1mit~d, of 83, C~n;non-street, London, and conductor from the weather. The car is
even more far-reaching in their scope than those E. C. Included m ~he . exh1b1t ar.e two powerful mounted on ''maximum traction " t rucks. These
which at the outset excited their ani madversions. All mo.tor cars, one of whtch I S of exceptionally elaborate trucks are four-wheeled bogies having the motor
this is, of course, ancient history, and the modern fin1~h, the upholstery. being quite unsuited for driving one axle only. The 'centre of pressure
politician has too often to do his speaking first and ordinary tramw~y serv1ce, where the fact .that so of the car body on the truck is such that nearly
his t hinking afterwards, for him to aim with much larg~ ~ pr?port1~n of the passengers are likely to the whole of the weight is taken on the drivsuccess at consistency. The important point is b~ r1dmg ID the1r workd~y clothes makes it ad- ing axle; whilst the other axle, having little to
that these gentry have at last perceived the advan- v1sable that a washable fimsh should be employed carry, is provided with small wheels, thus reducing
86o
weight and cost. The exhibit also includes a single
de~k summer car capable of seating ?5 passengers,
butlt for the Blackpool Fleetwood hne. This car
is intended for high-speed running, and is provided
with air brakes. Axle-driven compressors are used
to supply the air. In view of t he fact that the
manufacture of electric traction plant was almost
~es~ro~ed in .this country by hostile legislation,
1t 1s mterestmg to note that lost ground is
now being r ecovered ; and the companies who
have united to make the exhibit just dealt with,
have their works situated within the United
Kingdom.
E N G I N E E R I N G.
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861
'' graphited wood grease," which it is claim~d
greatly reduces both noise and wear. The matenal
is a mixture of graphite, petroleum grease, ~nd
finely-ground cedar sawdust. The sawdust, owmg
to its absorbent properties, holds the grease well,
and prevents it from being squeezed out from between the wheel teeth. Another application of
graphite to be seen at this stand, is to the construction of high non-inductive r esistanccs, capable. of
passing a large momentary current. These resistances are used in the Thomson-Houston lighting
arrester a.s a. shunt to the coils of the magnetic
blow-out, as explained in an early portion of this
article.
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862
ENGINEE .RING.
Mr. Bryan Donkin had prepared a Table giving
particulars of certain tests made at Richmond and
Birmingham. This he had handed to the secretary,
and it would be included in the Transactions. His
object had been to get the cost per 10 miles. He
considered, however, that the questions of steering,
safety, and some details of construction were far
more important than fuel expenditure. The problem of road locomotion was more difficult than
that of r ailway or tramway locomotion, because
they had all manner of roads to deal with, and in
spite of improvements serious defects still existed.
.In the vehicles themselves he considered the chief
defect was noise, and this principally came from
the spur gearing used, which was the weak point .
The smaller motors ran from 600 to 2000 revolutions per minute, and it was necessary to reduce
this speed, thus leading to complications ef the
mechanism. The worm and wormwheel gearing
of Lanchester was a good solution to the diffi'culty, but the alteration from one gear to
another, so as to change the speed, must always
caUE~e a jerk. The next great defect was vibration
or trembling of the whole carriage. That was not
felt on short ri~es, but after 10 or 12 miles it became very distressing. The chief cause again was
in the gearing, and the want of balance in the quick
running parts. There was also the annoyance from
smell, the oil engines being, of course, the great
offenders in this respect. The steam-driven motor
car was also liable to be a nuisance through emitting
smoke and steam. He considered the oil engines
best for long continuous journeys, the steam motors
as more suitable for heavy loads, and motors driven
by electricity as adapted chiefly for short town journeys ; though the weight of batteries was against
the adoption of the latter form of p ower. All types
of vehicle, however, damaged the r oad less than the
horses' hoofs did. He would point out that there
were no experimental data recorded as to the ratio
between indicated horse-power and useful work, for
his own part he thought that the mechanical efficiency was about 50 per cent. There had been,
however, some excellent French experiments, and
he thought it would be useful if the secretary would
summarise them. At the present tiine there were
600 makers of road carriages in France, and 6000
owners. He was in Paris last week, where there
were 100 to 150 motor cars exhibited. Of these, by
far the greater number were oil engines, he did not
think there was very much new to chronicle of
them, as they all seemed very similar to each other.
Mr Harry Jones said he would give a little advice
to drivers of these vehicles. I t would be well if
they would adapt themselves more to the exigencies
of ordinary traffic. They should remember that
horses were easily terrified by the sight of anything
unusual and also by a strange smell. It was a curious
fact that horses were so frighte!led by smells as
well as by noise. It was necessary that those who
used the roads should know the rule of the road.
He gave OJ?-e. instance of offence in this respect.
He was driving a team of horses when he met a
motor vehicle which he knew would frighten his
team; he therefore held . up his whip in order to
stop the . driver who, however, did no~ stop, the
r esult being that he nearly had an acmdent. On
another occasion he met a similar vehicle and he
held up his hand and t he driver stopped at once
and all troubl.e was avo~ded. These. were t wo instances showmg the different behavwur of motor
drivers.
Mr. Sturmey thought that it would be well if
those who drove horses would remember that they
had not a. prescriptive ,right to the use of the road,
and that If they took horses o~t they must see that
they were properly brok en 1n. Most owners of
motor cars were also owners of horses or were
cyclists, and all who drive motor cars observe the
la'Y's of the. r oad. The gentleman ~ho last s~oke
evidently did not know the law, as 1t was provided
that the dri'Ver should hold up his hand, whereas Mr.
J ones held _up his whip. Drivers of motor cars kn~w
that the strict law could not always be observed w1th
advantage, it being sometimes r eally safer to go on
rather than stop, an~ so they took ~ little latitude. The author: ~aid th~t the quest.wn of motc;>r
cars was now receiVIng a httle attention. Re d1d
not know why he. used the word "now," aA the
subject should have received att.ention fo~r or
five years ago. In th~ companson of ra1~way
charges t~at had beet?- g:tven, only heavy vehiCles
~vere co!ls1de:ed, ~ut 1t s.hould bo remembered that
1~ the hgh~er. veh10l~s tunc was saved up to any
distance within 50 miles. He had recently travelled
[} UNE
29, I 900 .
E N G I N E E R I N G.
cally driven, a proposition which did not meet with
universal assent from the meeting. He pointed
out that fuel burnt in small motors was largely
wasted. At present there was the drawback to
electric accumulators that at present, owing to their
weight, they could only be carried to provide power
for a run of about 40 miles; moreover, in a motor
car the accumulators were in the worst possible
position for working. He had come to the conclusion that lead plates would have to go. The lead
only performed the same functions as the carbons
in a primary battery- to collect current which
was generated in the lead oxide; he thought that
the oxide should be built up in a framework of
some other metal. He knew that this would be
met with the objection that it would be forming
a galvanic battery ; but with the present accumulators there was a galvanic battery formed by th e
lead plates and the oxide ; the matter was one for
the inventor to take up.
Mr. Holroyd Smith considered it was the duty
of the Institution to deal with mechanical details.
He referred to the application of a geometrical
principle which 1\'Ir. Davis had devised for steering
gear, and which gave absolute accurate movement of
the wheels for every position of the steering lever.
This was illustrated in the author's paper. Mr. Smith
would ask why some arrangement could not be
made for getting efficiency in steering when running backwards as well as when moving forwards.
He would be glad if the author would give a full
geometrical explanation of this. The author had
stated that heavy oil engines for internal combustion had been tried for motor vehicles, but the
difficulties of starting and smell had not yet been
satisfactorily overcome. In connection with this
matter, some recent experiments by Mr. Henry
Barcroft promised well for the future, for he had
succeeded in maintaining constant mixture and
compression under varying load. The speaker
had seen a model in which varying power was
obtained by varying the length of stroke, but
that introduced the objection that the ratio of
clearance space was also varied. An arrangement
had, however, been invented to get over the
difficulty, and he would be glad if Mr. Hele-Shaw
would give some information upon the matter.
The author had said that there was a steady and
certain tendency towards the use of electric
ignition. As long as the electric ignition was
limited to either primary or secondary cells which
required charg;ng and attention, this was n ot the
case, b ecause, in spite of the claims as to the
number of miles the cells would run, th ere was no
means of being sure as to the amount of the charge
until it had ceased to work. Now, h owever, the
magneto-electric ignition in which the current
is obtained by the revolution of the motor itself,
or by t urning a handle previous to starting, has
removed these objections. Mr. Holroyd Smith
thought that those who had had real experience with
electric ignition would know there was a difficulty of
always making contact at the proper time. The usual
plan was to have a fibre disc, out of which pieces were
cut and metallic plates were inserted, to make up
for the part removed. In this way the perfect
circular form of the disc was maintained, and contact was formed by the rubbing part coming in
contact with the metallic plate. This, the speaker
said, worked well enough in the workshop, but in
the motor car oil from lubrication would get on the
disc, the brush also gets saturated, and either
there was no contact or some delay occurred in
making it. What was wanted was a device in
which the contact would be always reliable, and
take place at the precise moment needed. In regard
to balancing, Mr. Smith pointed out that Dr. HeleShaw had stated in his paper that in order to
understand the action of the Lanchester system
"it must be remembered that the two cranks are
disconnected, the two flywheels moving in opposite directions ; of course, with only a singlecylinder engine the piston is not balanced." He
was surprised to hear Dr. Hele-Shaw make this
latter statement, as he-the speaker- had shown, at
a meeting of the Institution, a model of a singlecylinder with absolute balance. In regard to the
question of wheels, he thought that was of sufficient importance to be the subject of a separate
paper. There was a great tendency to seek the
solution of the problem of vibration by relying
on the tyre alone. He had given a great deal
of thought in the past to the question of spring
wheels proper, as differing from those which
depended on their own elast.ic tyres.
lie had
E N G I N E E RI N G.
..
(}UNE 29,
1900.
.
I
'
(a) Q. Labram, Late Chief Engineer D. B. C. M., kirted gth Feb., xgoo.
Fig.2 . 41
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mornmg.
On the second day of t he meeting, Mr. E. P.
Martin again occupied the chair. The first paper
read was a very interesting one by Mr. Edward
Goffe, entitled ''Notes on the Construction of
'Long Cecil,' a 4.1-In. Rifled Breechloading Gun in
Kimberley During t he Siege, 1899-1900." This we
print in the present issue, together with the illustrations on t he present and opposite pages. There
was practically no discussion on this paper, t he only
speaker being Mr. Donaldson, of Wool wich.
The next paper taken was M. Edouard Sauvage's
on" Recent Locomotive Practice in France. " This
gave rise to a long and interesting discussion, with
which we shall deal more fully in our next issue.
A paper on ''Polyphase E lectric Traction, " by Professor C. A. Carus-Wtlson, was finally read, but time
did not permit of any discussion.
We shall continue our report of the further pro
ceedings next week.
jUNE
E N G I N E E R I N G.
29, 1900.]
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"
. ,
Suge, 1899-1900.
By Mr. EnwARD G91<'.E, Associate Member,
of Kimberley.
THE object in view was to make a gun of greater power
than those possessed by the garrison, which were 2. 5-in.
ri fled mu zzle-loading guns (7-pounders), and were not big
enough to effectually reply to the enemy's 15-pounders, or
to make any impression on his works.
A gun of about 4 in. bore, firing a shell 25lb. to 30 lb.
weight, appeared to meet the case, and to be possible of
constructiOn.
The possession of a billet of hammered mild steel
(originally intended for sha.fting and ordered as such),
10i in. in diameter and 10 fb. long, made by !viessrs.
Sybry, Sea.rls, and Co., of the Cannon Steel Works, ~heffield, and of several bars of 6-in. by 2~in. L ow Moor ~ron,
in the workshops of the De Beers Consolidated Mm~,
really suggested to the late Mr. George La.bra.m, ch1ef
engineer to the company, the possibility of making the
gun, by boring the steel La.r to form the tube, to be
strengthened by rings shrunk on, made of the Low I'rioor
iron.
This resulting gun would evidently be of a. type similar
to an early" Arms&rong," heavy for the work done compared with one of a. more modern type! but in this case
weight was a. minor point to be considered, ease and
quickness of ma.nufa.oture being, perhaps, the leading
ideas.
The first difficulty met with was the resistance of the
military authorities to the attempt to make the gun, but
as this was hardly a mechanical difficulty, further. reference to it may be out of place. H owever, on Chnstmas
Day, 1899, Mr. Rhodes, chairman of the company, gave
the order to Mr. La.bra.m to make the attempt. Work
was immediately started, and then the difficulty, consequenb on ignorance ~m the part o_f both Mr. L a.bra.m ~nd
the author, of practical gun design, was first met w1th.
This was overcome by a search in all books available, and
the scattered information so obtained brought together.
The sourc~ of ~~formation w_ere: . Th~ a.~ticles o~ _gunnery, &c., m the Encyclopredia. Bntanmca ; the mthtary
~rea.ti_s~on ~mmuni~on (which ha.d been previo~sly used
m gamt.ng mformatu:m ~o make. shell an~ cartndges for
the 2.~10. guns earlier m the Siege); art1?l~ on ~,odern
gnns m ENGINEERING, &c. ; and the mihta.ry
_Te~t
Book on Gunnery," broug?t forward by a.n enth~tastic
volu!lteer officer, and which Pt:<>Ved very serVI~ble.
Durmg the progress of the work 10 the shops, a.ss1stance
was also given m many details of gun-shop practice, the
form of special tools used, &c., oy several of the employes there, whose previous experience in W oolwich
Arsenal, the Elswick W orks, and elsewhere, was willingly
given to forward the work in hand.
866
But while using the slow-burning powder the shell presum~bly would begin to travel before that pressure was
a.tta.I.ned. . Many cbarg:es of 6 lb. were used while the gun
~as m actiOn_, the max1mum preesure due to these conditiOns appea.nng to be about 90,000 lb. per square inch;
but for the same reason, probably the actual pressure
reacheri would not much exceed that obtained from the
use of the smaller charge.
A powder chamber of 4.25 in. bore it wa-s found would
just contain seven cylinders of powder, four of 1ft in. in
diameter, and three of 1! in. in diameter, th eir combined
weight for 2 in. of length being justllb. With this diameter of chamber, to obtain a normal air-spacing, the
length required was about 12 in. Next the breech screw
must necessarily be about f>~ in. in diameter, and allowing
a. length of thread equal to 1t diameters, and about 2 in.
for obturator, the length of the breech block would be, say,
10~ in. The totallen~th of the steel billet was 10ft. Qi in.,
so deducting from thiS 1 ft. 10~ in., the length available
for the bore was 8 ft. 21 in., very nearly 24 calibres in
lei!_gth.
Upon this basis the strength was next figured out, and
the tube alone first taken. Using a. formula for the
streng-th of a thick tube subjected to 50,000 lb. per square
inch mternal pressure, the greatest stress in the material
was found to be 70,000 lb. per square inch. This showed, a..'\
expected,
that the tube could not be used without shrunk
nngs.
By shrinkin g on two rows of rings, each 2 in. thick, a
reduction of the greatest stress in the tube to about
40,000 lb. per square inch, and in the rings to 20,000 lb.
per square inch, was calculated, and this it waa
considered safe to allow. That there was sufficient
strength was evident; but the author would like to know
really what pressure was attained at any time, the only
sign of strain being that the powder chamber was
enlarged slightly, and is now barrel-shaped, the diameter
at the centre being fully .Jy in. greater than as originally
made. This is apparently due to direct compression of
the metal, as the outside diameter was carefully gauged
when an opportunity was given by some of the rings
being removed, and was found to be exactly as made.
The order to make the gun was given on the evening
of Christmas Day, 1899, and at the start of work n ext
morning the billet of steel was taken into the machine
shop. A lathe of 12-in. centre with bed 14ft. long was
used, the extra length of bed required for working the
boring bars and rifling gear being obtained by the use of
the bed of a. similar lathe set in line with it, with the
headstock removed. This was already in position, being
used when working on lengths of shafting, &o.
Most of the men required on the work had to be temporarily withdrawn from the redoubts where they were
stationed, forming part of the town guard. During the
building of the gun and making of ammunition, the workshops were always under fire from the enemy, many
shells, including 94-pounders, bursting around and passing over the building, none however actually doing
da.ma.ge ; but it was very trying for a man to stay at
work at a lat he or other machine, hearing shells bursting
around, a.nd not knowing whether the next would come
inside or not, and all those who had that experience deserve appreciative mention for the way in which they
stuck to their posts.
The figures on the preceding page show the general construction of the gun. 1'he steel billet was first turned all over
outside, a shoulder of! in. being made to take the thrust of
the trunnion ring, the largest diameter being 10.5 in. It
was turned tapenng towards the muzzle, a parallel part
about 9 in. long being left there to be used as a journal
when boring. For boring, the breech end wa,g held in a
dog chuck with the muzzle revolving in a hard wood bearing, and first a twist drill 1 ~ in. in diameter, put right
through. This was followed by a. twist drill 3in. in diameter,
then the end counterbored with a tool and a boring bit,
Fig. 7, started enlarging the whole in one out to 3H in. in
diameter. The bit was plentifully supplied witn water
through the bar, which was one belonging to a diamond
boring drill. All went through without any special
difficulty, but experience showed that the boring cut was
too heavy, and It would have been better to have taken
two cuts for that amount.
While t his turning and rough boring was being done,
which occupied about a week, the rings were forged, nine
being wanted for the first row, lOi in. in diameter inside
(less shrinka~e), and four wanted for the outside row,
about 14! in. m diameter. These were all made from the
6 in. by 2i in. L ow Moor iron, a. length of bar being cut,
bent to a circle, and the ends welded together. As these
were finished they were passed on to the machine-shop,
where they were turned, faced, and bored to gauge.
The trunnion ring was a greater undertaking than the
plain rings, and the difficulty of making a satisfactory
weld in so heavy a piece of work, with the appliances at
his command, was overcome by the leading_blacksmith, by
working it out of a length of 6-in. by 6-in. Low Moor iron,
startins- a small bole through the centre, and enlarging by
successive heats until he had it to the required size for
ma-chining.
By the time the rings of the first row wit~ the trunnion
ring were made, the tube was ready to receive them. For
shrinking, the tube was held vertically under a convenient
derrick in the yard, first with breech end upwards. The
ends of the bore were plugged, and a circulation of cold
water arranged inside to keep the tube cool. The rings
were heated on a plate over a wood fire, the bore being
gauged until sufficient expansion was evident, t hen lifted
by the derrick over the end of the tube and dropped into
place, the trunnion ring being the fir~t to g? on, res~ing
against the shoulder. As a precaution aga.mst possible
travel endways while cooling, each ring was clamped by
longitudinal bolts, and the adjoining one on which it
rested kept cooled down by a stream of water from a hose
E N G I N E E R I N G.
pipe. The t ube was reversed to put on those rings in front
of the trunnions, and the whole of the first row being in
place, it was returned to the lathe, and the outside of the
rings turned up to form a eeating for the second row
over the powder chamber. The procEss of shrinking
these was the same as for the first row, and when they
were on, the barrel was again returned to the lathe for
finishing.
The final boring was then begun, the tool used being a
studded bit with double ended cutter, Fig. 8.
Meantime, the question of rifling bad been gone into,
and the increasing twist appearing more desuable and
ea-sier on the gun than the uniform twist, it was decided
to make it so. To effect this the rifling attachment, as
shown in Fig. 6, was devised, the idea being given to the
author by remembering one of S ir W. Anderson's lecture
diagramfl. The author has since learnt this. method is
still used in gun factories. The drawing shows a channel
iron bolted to cross-channels, which are bolted to the ends
of the lathe bed. On this channel iron the developed
curve of the spiral-a semi-cubical parabola-was set out
by its ordinates. A lla.ned bar to act as a. forme was
bent to the curve, an sor~wed down with countersunk
screws. The hardwood blocks forming the guides to the
ra.ok and bearings for the rifle bar, were bolted solidly
together and to the saddle of the lathe. The end of the
rack (whiob was a stock one as used on the washing machines) is furnished with one little roller, travelling on the
"forme" bar, contact being kept by a. cord attached to
the underside of the rack, carried over a pulley at some
distance, and having a weight at the end. A small guide
pulley should be shown on the saddle to allow for vibration of cord with travel of saddle. The traversing of the
saddle was done by the leading screw of the lathe, a
small belt pulley being put on in the place of t he usual
"change" wheel, with a belt from the overhead drive.
A detail of the rifling head one-tenth full size is shown,
Fig. 9. It was formed of a solid block of steel, turned to
fit the bore of gun, into which the end of the rifling bar
wa.s tightly screwed. The tool was able to revolve
slightly on its pin as a. centre, being kept up to position
by the set screw and packing block, which also regulated
the depth of the cut taken, while clearance on the return
stroke was possible by the giving of the spring. A felt
pan held by a washer was attached to the head in front of
the tool_, while the head drew another wad of felt behind
it, to clean the bore of cuttings as made, and a supply of
soapy water, under pressure, was forced in behmd the
head, the two semicircular grooves being provided to
allow the supply to &'et to the cutting edge. The only
serious trouble expenenced in the workshops processes
was a.t this point, when it was found most difficult to get
the tool to out properly, and a. lot of time was spent in
trying to find the reason, three grooves only being got
through between about ten o'olook one mornmg and late
the following night. The material could not be at fault,
as it had been found J!erfectly good, without flaws, and
very clean cutting up t1ll then, and new tools and different
lubricants were tried, but with no success, until the packing block, which took the pressure off the tool, and which
consisted of a small piece of iron, was noticed to be denting, when a new one of cast steel hardened was put in its
pla.oe, and no further trouble was experienced, the remaining 29 grooves being finished in about eight hours
from then.
The rifling was started from the extreme end of the
barrel at the breech, so that there was about 2 ft. of
length to spare, to be afterwards bored out for breeoh
and powder chamber, so that should a false start have
been made with a. groove by a~ciden t no damage would
have resulted. After rifling, the bore was lapped out to
take off any roughness left by the tool, and then reversed
in the lathe and the powder chamber bored out, a. doubleended tool similar to that shown by Fig. 8 being used.
The breech-block screw having meanwhile been made,
the inside was cut, and the block fitted in. In cutting
this thread in the barrel the question of the ending of the
cut inside had to be met, and the simplest way seemed
to be to let the tool fi nish in a. clearance hole and
to drill this hole inside ; the little drilling machine
Fig. 101 was made, being worked by a gut band from a
convement source of power.
The breeoh-blook and obturator are shown in detail in
Figs. 3, 4, and 5. The De Bange system of obturation
was adopted, that appearing to be the most efficient and
easily made. The obturator pad was made 0 rings of
sheet asbestos soaked in melted tallow, and proved quite
successful. The breech-block, as made first and used with
radial firing, is shown in Fig. 3. The block was of
hammered mild steel, the same material as the tube of
the gun, screwed with a V-thread of ~-in. pitch, with
flattened top and bottom. The handle-bars and plate are
one forging, fastened to the scre w with six tap bolts.
The obturator bolt with mushroom head was made of
mild steel, H in. in diameter, shouldered near t.he middle
to 11 in. in diameter, and held by lock-nuts in a recess at
the back. As thus made, about 100 rounds were fired
with this obturator. Figs. 4 and 5 show it as subsequently
made, the reason for which alterations will be described
in due course.
It was arranged originally to have a.n interrupted screw,
out away in three sections, so that one-sixth of a. turn of
the handle-bar would release the breeoh-blook; but coqsidera.tion of the time to be saved by not cutting it,
which it wa.s thous-ht would be at least two days, and the
further oonsiderat10n of strength, induced the author to
urge keeping the screw intact, the actual extra time taken
in unsorewins the whole wa.y being only a few seconds.
With the mterrupted screw, a safety-vent closing device was necessary and one was made. One handle, as
turned to unscrew the block, moved a. plate sliding on the
end of the barrel, which, by means of a. pin working in
a diagonal slot, closed the ven t with a light plate, the re-
(JuNE
29, 1900.
E N G I N E E R I N G.
as an ordinary core in the mould, and the metal poured. shots-which statement somewhat relieved the anxietyINDUSTRIAIJ NOTES.
At firs t it was tried to cast them wi t h the base solid, the and he fur ther suggested annealing in oil as a.n excol.e at that end supported by a "star," but t his was not pedient which wighb help. This w~ immediately done,
IN the monthly circular of the Durham Miners
~u ccessful, th9 base being spongy in nearly every casting. several bolts being made for emergencies, but none Association there is an important etatement on " the
Other methods were tried, and that adopted was to core broke after that. The present breech-block is shown wages settlement " as r ecently effected by the Conthem right through the ba~e, that beiog do wnwards, and by Fig. 5, which also shows the peculiar drawing- ciliation Board. The feeling among the men was that
to pour in at a poin t about one-third t be height from the down action taking place in these bolts. Three of they were entit led to from 20 to 25 per cent. advance,
end. Sound castin~s resultd, 'rhe cored hole in the them were used with two breech-blocks from that whereas the settlement agreed to resulted only in
base WM plugged w1th a bra~s plug screwed in tight, and time until February 15, when Kimberley was relieved,
before issuing fo r service every shtll was tested by steam aboutJ 50 rounds being fired by each boln. The only 5 per cent. adva nce. Of course, under such cit:cumat a pressure of 125 lb. per square inch to detect blow- way to account for the action seems to the writer st ances t he council of the association had to justify
holes ; but none failed at that test, and no " prematures" to be thab the shock of the explosion drives the t hemselves to the members. Mr. John Wilson, M.P.,
were complained of. The sb.ells after casting were t urned whole bolt back, compressing the a~bes tos pad. Then on set himself to this task. He has pointed out that
t o guage, the point screwed for the fuse, and grooved for the relief from the pressure, the pad exrands again, tend- t he demand of the men for 25 per cent. was based on
the copper gas-check, that being made from a ring turned ing to bring the bol t back to its origins. position, which is reports in the press as to t he selling p rice of coal ;
and cut off to width required, then cut through with a opposed by the inertia. of the body of the bolt, causing a such data, he asserts, were far from complete, and,
saw, sprung into place and expa nded into the dovetailed tensile stress in the bolt which is sufficient to cause per- t herefore, any claim based thereon was untenable.
groove, af te rward~ being turned, and the relieving manent seb a.t the point where the greatest stress comes, The position he takes up is this : That current selling
grooves cu t. The insides of all shells were lwquerod.
close to the head.
Kimberley was relieved before any further difficulties prices do not represent eoalowners' pr ices, because they
The percussion fuse was devised by Mr. La.bram, his
idea bein~ to have the simplest possible one to make. The arose, and the gun is now resting, waiting for its next have to make long contract s, that is to say, they cona~tion of 1t is, that when tbe shell strikes and its forward position, which it is expected will be in a prominent tract to deliver coal over a period from six months,
motion checked suddenly, the (>lunger, which is filled position in the town, forming part of a. monument to the say, to a couple of year s, it may be, and such conwith mealed powder, continues Its motion forward, its memory of those who fell in the defence of Kimberley, tracts may be, oiten are, at prices which may be far
impetus being sufficient to overcome the resistance of the and chiefl7 of him who originated it-George L a.bram- below t hose ruling during a port ion, sometimes a long
safety sprin~ an_d wires. _The nipple s~rikes and explod~ who, by hlB great mechanical skill and general resource- portion, of the period covered . Some would reply
the cap, whtch 18 an ordmary percuss10n cap as used m fulness in all matters, contributed in no small d egree to t hat the miners have nothing t o do with this; that
sporting shot guns, the mealed powder is ignited and fires that end, and who was most regrettably killed only a few low-pr iced contracts are at the seller 's risk, and that
the charge in the shell.
days before relief came.
t he men have no need t o consider their losses. Mr.
It may be mentioned in passing that ammunition, both
Wilson shows, however, that long contracts are a
cart ridges and shells- " common " and " ring " -had been
T AMPrco.- The construction has been commenced at necessity, that they t end to equalise employment,
made in the workshops and supplied to the garrison since Tampico of what will be one of the largest steel wharves
making it more regular for all concerned. " Large
early in November for their 2.5-in. rifle muzzle-loading in the world.
collieries," he says, " such as we have with a heavy
guns, the Government SUJ?ply having been exhausted in
a"lout a. month. This 2 5-m. shell is shown in Fig. 11.
CHESTER SEWAGE Somnm. - An important L ocal working cost, need some security for regular work."
From the time of its being handed over to the firing Government Board Inq_uiry was held on the 13th inst. He goes on to show how disastrous a loose hand-top arty on January 23, the gun was fired steadily, the only by General H. D. Croz1er, R E ., into an application of mouth policy of output would be, sometimes at full
trouble being a tendency for the end of the breech-block the Chester Town Council for a loan for t he purposes of speed, often slack, always uncertain. This defence
to "upset " and geb too tight in the Ecrew. This was ~ewage disposal. T he en_gineer, Major H. Tulloch, C.B., of the contract system ought to have weight with t he
easily remedied by first easing the t hread and subse- R.E. (past E ngineer-in-Chief to the L ocal Government workmen in all d epartments of labour. Mr. W ilson
quently removing one and then two threads a.t the end. Board), described the scheme in detail, stating that it was also deals with the questien of lost time in a manner
On Saturday night firing ce~ed as usual, S unday being an absolute necessity to pump the sewage. The main which reflects credit on a Labour Leader.
The
be
extended
about
50
yards
in
a
straight
sewer
would
observed a~ a day of rest- from gun-firing- by t he Bosrs.
facts and figures he adduces are i mportant and concourse,
and
at
the
end
of
that
extension
the
sewage
would
But at; d~ybreak on 1\tlonday morning the first shot fired
vmcmg.
by "Long Cecil " was productive of an extra loud and flow into a. sunk well, across the centre of which would be
peculiar report:, and the idea. that somet hing had gone fixed a screen. F rom the other side of the screen the
Mr. Ben. Pickard, M.P., stated fast week that the
wrong was general. A telephonic message came from sewage would be pumped by means of centrifugal pumps
tbe redoubt immediately a.fterwa.rdll, and an examination into a conduit which would convey it to a Ion~ inlet miners' increase of wages to 45 above tbe standard of
Bhowed that the Eecond ring in the outer row had burst channel to be constructed adjoining the precipitation 1888 brought in to t he miners 98,000l. per week in inthrough the line in the vent hole. The gun was at once tanks. From the inlet channel the sewage would be crea~ed wages, or several millions a year, but the total
sent down to the workshops for repair. To take off the conveyed into circular precipitation tanks, each tank increase only amounted to 6d. or 7d. per ton, whereas
fi rst ring the foundry cupola was lighted, the gun hung having the capacity of about 68,000 gallons; and as these the coalowner's increase was from 9s. to 10s. per t on.
from the crane wi th the breech in the sand, and a ring would be eighb in number, the total capacity of all the
of metal run round the firs t ring, which in t wo or three tanks might be taken a.t nearly 550,000 gallons. D uring An authoritative statemen t on this p oint would be very
minute3 expanded and d ropped off, releasing also the storms the tanks would be capahle of dealing with nearly interesting, showing the proportionate advance per
broken one, to replace which a forging was already in five times the dry-weather flow of sew~e (1,250,000); that ton in wages and in prices, the latter of course reprehand. On removing the gun from the sand a further was giving t he sewage two hours' rest m the tanks. The senting profits. As stated by Mr. John W ilson, the
examination showed that the two rings of the clarified water would flow into a long channel, by the results would be very different from what many
first row immediately under the outer broken one side of which would be placed eight roughing filters, people would expect.
were also broken, these having broken straight a.cro3S having a total area of 888 square yards, whose object w~
on alternate sides of the gun. To remove these necessi- simply to further clarify the sewage before it passed on
The A!1nerican Fede1ation:ist, j ust to hand, gives, in
to
the
circular
aerobic
polarite
filters,
each
of
which
a.re
tated a repetition of the process, one more outer ringt he form of a supplement, ''A Sketch of American
50
ft.
in
diameter,
and
each
having
a.
superficial
area
of
the third and the first inner ring having to be expanded.
abour Federation- its Origin and Progress," prepared
New forgings were pub in hand, and opportunity was 218 square yards, or a total area of nearly 3500 square L
taken then to make a careful examination of the tube, bub yards. Before being passed over the filters the sewage for the "Internat ional Exposition, Paris, 1900." The
no flaw or crack of a.ny sorb could be detected, nor any would flow into a. small chamber, from which, when "sketch " shows that t he first known t rade union in
change of dimension beyond the slight barrelling of the filled to the required height, i b would be discharged on A m erica was the New York Society of Journeymen
powder chamber already mentioned, which does not seem to the surface of the filter, the size of the chamber being Shipwrights, established in 1803. The tailor s and
to have increased with subsequent firing. The cause of so adjusted that it would hold sufficient sewage to flood carpenters founded t heir unions in 1806, the hatter s
the failure was not at all evident. Faulty welds were the the surface filter to the depth of from 2! in. to 3 in. The in 1819, from which date unions spread to other infirst things looked for, but in vain; and although in the discharge.~ would take place intermittently and automati- dust ries. Their firs t combined effort was to obtain a
outer ring one paro of the broken surface looked as if it cally. By placing the filters in two tiers it would be ten hours' da.y; this was conceded in all Government
might be an imperfect weld, in the two others there was quite possible to secure double filtration. In all filters works in 1840. Then the fight commenced to obtain
no mark whatever, and no sign anywhere by which to w~ioh worked_ successfully, large quaD;tities of oarbon~c a like concession in all private establishments, which
trace the position of the weld. The outer ring had aCid gas were mvolved by the desbructton of the orgamc
certainly broken through the vent hole, and from marks matters con tained in the sewage. Dr. Carter Bell was accomplished in 1844, commemorated by the erecon the rings which appsared to be powder-smoke stains, had analysed for him four different samples of the tion of a bell-tower near the riverside at Fourththe conclusion wa<3 come to that the radial venting was the ~as at t~e bottom of the ~ter, and it was foul}d th~t street, New Y ork, called " the lYiechanics' Bell." The
cause; the copper vent tube not being tight enougli to with- 1t contamed about ten times as much ca.rbomc amd p~oclamation of the abolitio? of slaver y by P resident
stand the great pressure, had allowed the gases to travel as the atmospheric air. It was evident, therefore, thab Lmcoln, January 1, 1863, 1s t he date given as the
around it, and get under and between the rings, bursting if they could remove that gas from the bottom of the commencement of t he wider development of labour
them by direct pressure, this action being assisted by a filter the atmospheric air would rush in from above the unions in t he U nited States. The first " National
combination of favourable circumstances, namely, firing a surfa{}e of the filter to fill the vacuum, and would occupy ~hour U J?ion " was e~tablished ~ 18~6, and collapsed
6-lb. charge of powder for the first shot in the morning, the innumerable interstices between the grains of the m 1872; 1t resulted m the nommat10n of a certain
after the gun bad been exposed to the cold air of tlie filteri ng materials. The aerobic bacteri!l. would, in candidate for the Presidency of t he U nited States.
nigh t, when the metal might be expected to be less tough fact, be better supplied with oxygen, and would perthan ordinarily. The outer ring being weakened by form their functions of destroying the organic matter The " Knights of Labour " was established in 1869 at
having the veno hole through it, with the possibility of contained in the sewage in a much more expeditious Philadelphia, and was a secret society. The " AU:erithe weld happening to be at the same spot, the radial and satisfactory manner. H e proposed to make use ca.n F ederation of Labour ' ' was established in 1881
venting was condemned, and the breech prepared for an of the purified effiuent from the uvper tier of filters and now flourishes as t he most powerful of all such
axial vent, experiment being first made to see whether to drive a small turbine and fan, which would draw out American labour unions. It has held nineteen annual
the "friction tubes" would strike through the distance the carbonic acid gas from the bottom of the fil ters. conventions, and its income has increased from 174 95
necessary which it was found ther would do easily. The With reference to the sludge, each precipitation tank dols. in 1881 to 36,757.13 d ols. in 1899. The total
vent hole in the gun tube was tightly plugged, and the would be fitted a.t the bottom with a perforated revolving number of delegates present at the last convention was
new rings when read y shrunk on. N'o alteration was arm, worked by simple gearing on the surface, so that all 189, rep~esenting 158 labour organisations, estimated
made in the breech-block beyond boring the vent hole the sediment on the Roor of the tank could be drawn off at to contam 700,000 members. The FederatiO?tut for
through the obturator bolt, and providing a safety device will, through a. pipe brought! up to nearly the top of the tank,
to prevent the friction tube blowing out b~hind and pos- and could be discharged wherever it might be desired to t his ~onth ~as ~n ~rticl~ on . "J~dge Freedman's
sibl~ injuring some person. These alterat10ns, as shown deliver it on the land. The liquid from the sludge would ~otortous InJunCtiOn agamst pto.ketmg, which seems
in Fig. 4, being . completed, ~he ~n was taken out to flew back by gravitation to t he pump well, to be pumped hkely to cause a good deal of ir ritation in the American
the rF<foubt agam and p ut m action, but a.t the first a.nd treated again. H e wa~ satisfied that by the proposed States. It is asserted that there was no violence or
shot under the new conditions, the obturator bolt (the works a very high standard of purification would be intimidation, that, indeed, it was the absence of it
same one as had been used all the time, and with which attained. Mr. Hibbert, Alderman of Chorley Town tha.t led t o th? a:ttempt~ to crush t he unions by legal
about 100 rounds had been fired) broke, as shown in Council and a member of the Ribble Joint Committee, pressure. Thts ts the v1ew of the F ederationist and
Fig. 4. A spare breech:block had: alr~ady be~n p~epared described the working of a similar system of pola.rite filters the unions have determined to resist it.
'
at
Chorley.
The
scheme
for
Chester
was
an
improvement
with the obturator bolt moreased lD s1ze to 2m. diameter
- -without shouldering, and the end brought right through on the one for Chorley, and he would not hesitate to say . Th_e enginee~ing trades
throughout the Lancashire
the back plate, but at the first shot th~s one also ? ro.ke off that, if it was properly managed, it would be almost
short under the mushroom head, and 1t was begmnmg to possible to produce drinking water. Reginald A rth ur d1stn ots are still fully employed on work in hand but
be an an xious time to know what to do to make some- T at ton, C. E., chief inspector of the Mersey and Irwell new work is not coming forward so freely as it' was
thing which would stand the shock, when one of the Joint Committee, gave it ~ his opinion t hat the system some time ago. The demand for labour seems to be
fitters let out that he had known a time at Woolwich put forward produced good results. The scheme was also quite as brisk, except perhaps in some branches of
when six or seven similar bolts h&d broken with successive supported by the city engineer.
the textile machine-making indust ries. In several
..
868
E N G I N E E R I N G.
GRAHAM, MORTON,
Fig.
CHIMNEY
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LINE $
DONKE Y
ENGINE S
---
_, JUNE
E N G I N E E R I N G.
29, I 900.]
'
means each bucket of t he elevator
receives a regular feed, and any possi.FIG. 3.
bility of choking the elevator boot is
I
avoided. A great mistake experienced
in many plants is that no simple arrangement is fixed for governing the feed of
t be elevators, and consequently it requires t he attendance of one man for this
purpose.
The coal is delivered by means of a
15-in. standard elevator on to a cont inuous conveyor, as shown upon Fig. I ,
and is carried along over the coal stores
into which it is automatically fed at
varying positions. By t his system a. full
length of coal stores can be fed automatically by opening t he whole of t he
doors, or slides, as the coal is deposited
through t he first opening and gradually
accumulates until it rises to the slide,
when the conveyor carries it over to the
next opening, and so on until the whole
of the stores is full. If it is required,
a lso, to only deposit certain amounts of
coal in certain positions, this is very
easily effected by the attendant. The
chains used in these conveyors are
stamped steel roller chains, so t hat the
friction is reduced to a minimum. The
conveyor is built up of channel iron and
necessary supports, t hus formi ng a substantial structure. There are t wo endless
strands of steel chain for this conveyor
the rollers running along the channei
irons of the trough. The conveyor is
adjusted by means of an hexagonal drum
a rranged with tight ening screws. The
driving end of this conveyor is built up
of rolled steel joists fixed to the wall, as
shown, and the trailing end is supported
by means of necessary hanging brackets
in the trench .
. The st~res are divided into two por tiOns, owmg to the ra.mpway having to
be left for car tage. Underneath the coal
FIG. 4.
stores there is a. trench excavated a nd
built up, 130 ft . long, 5 ft. wide ' and
The boiler-house, as shown in t he views upon th is 6 ft. 6 in. deep. In this conveyor trench the
W E have pleasure in laying before our readers an
illustrated descript ion of the latest system of con- and the opposite pages, is 177 ft. long by 62 ft. return half of t he continuous conveyor is fixed
veying machinery for automatica11y handling coal at wide, and is divided into two parts by means of the and directly underneath t he coal stores floor ar~
the electric supply station of Leeds. This system, chimney and economisers. There are four Lanca- fixed seven Graham's patent automatic feeders conwhich was inspected by the Municipal E lectrical shire boilers, 30 ft . l<JDg by 8 ft. 6 in. in diameter on nected to the conveyor by means of shoots as
Associat ion last week, takes the coal first to the coal one side, and four similar boilers, together with a shown upon F ig. 1. Each of these feeders is driven
stores and then t o the boilers; it has been designed and Babcock and Wilcox water-tube boiler on the other by means of spur and pinion wheels from the line
shaft, and connected up with claw clutches which
erected by Mr. Harold Dickinson, A. M. I. C. E., chief side, as shown by the illustrat ions.
When the house was originally designed, it was are operated by levers fixed in t he rampway and by
engineer of this works, the contract bein~ placed in the
hands of 1l essrs. Grab am, .Morton, a nd Co., E levating arranged t o bring the whole of the coal in by this means there is no necessity for the atte~da.nt to
means of carts, and tip it into the present coal go down into t he trench for t hat purpose, WhQn it
tmd Conveying Machinery Manufacturers, Leeds,
E N G I N E E RI N G.
(JUNE 2 9, I 900.
of c,_ although the value of b was c~rtainly most important
at h1gh temperatures. He also WlBhed to take exception
to the . method adoJ?ted by Ohappuis of calculating the
correction of the mtrogen thermometer. According to
Joule and Thomson, the correction should be greater .
according t_o other ..au.thorities, ib might be less. H~
ho~d to diScuss thiS m a future communication to the
So01ety.
. Mr. Glaz~~rook said that although he plaoed confidqnce
10 ChappuiS formula for a definite piece of porcelain
between certain temperatures, he thought further and
careful work was neoessa.ry before fixing on a formula for
ordinary use.
E N G I N E E R I N G.
w.
ELECTRICAL APPA.R.ATUS.
25,,972. F. de Mare, Belgium. Electrolytic Inter
rupter. [7 Figs.] December 18, 1899.- The negative electrode
FitJ.Z.
band. The flanges are made of such section, that whilst t hey offer
sufficient support for the plastic material between t hem. it requires comparatively little force to make them take the rifling,
and there is space between them into which any one of them can
fold back should it meet with excessive resistance, so that t hey are
not liable to be torn off during the passage of the projectile along
the bore. The flanges may be of such diameters that, when the projectile is pushed home t he rearmost flange comes first in contact
non-conducting material ~tting one within t he ot her, and each with the interior surface of the chamber. (.Accepted M ay 16, 1900. )
carrying a conducting band. These bands respecthely fit the
2180. B. Preener, Birmingham. Cartridge CUps.
contact rings and are connected by a fuse wire which lies wit hin
the out er part of the plug. The positive conductor, which is [7 Figs.] February S, 1900.- Tbe subject of this invention is a.
usually the inner conductor in a t riple cable, oa.n be similarly supplementary magazine or cartridge carrier for Lee-Speed
connected to the circuit t hrough one of the conducting rings. magazine rifies1 and the construction iR such that when the bolt
In this case the bridge-piece connecting t he bared ends of the of t he action 1s drawn back to load, the lower portion of t he
negative conductor is not connected to the circuit. (.Accepted back end of the supplementary cartridge carrier can be inserted
ltlay 23, 1900.)
Fig.1.
LJ
ru
-- - - --;
~
V
. .2 .
arrangements described in this specification, the current is regu
la.ted by mounting t he platinum wire of the positive pole upon an
adjusting screw. This wire passes t hrough a small stuffing-box,
and slides in a platinum t ube which is attached to a fine glass
tube that forms a. prolongation of a. larger tube, ground at its
upper end against a moulded plate of glass or porcelain which
rests in a recess formed in t he upper portion of the leaden vessel.
I t is stated that "if there is no water available, the cooling and
the drawing off of the gases may be effected by means of a jet of
air under pressure, or of carbonic acid, without altering the
apparat us in any respect." (Accepted 111 ay 23, 1900.)
....~
.
~.
between the walls of the shoe, over the back end of the magazine ; the front end of the carrier then rests against the face of
t he action and its back end against the extractor on the bolt
bead, in which position the cartridges may be forced into the
(a,u .r) c:
rifie magazine by the thumb. I t is stated that the whole operation can be easily performed with one band. (A ccepted luay 16,
occur it is caused to close, and opens again to allow the exhaust 1900.)
gases to escape as soon as thei r state of dist urbance in the box
has subsided. It is proposed that t he valve be actuated either by
SHIPS AND NAUTICAL APPLIANCES.
motive power from the engine, or automatically by means of the
high velocity of the escaping gases impinging against t he valve,
8271. A. Buchanan. Barrow-in-Furness. Uprights.
which is in such case spring-balanced to remain open under the [2 Figs.] June 7, 1899.- This inv~ntion relates to improvements
normal pressure. (Accepted May 16, 1900.)
in, or in connection with, stagings for use in building or operating
upon vessels on stocks. Sockets are carried at certain distances
apart into which the uprights carrying the staging are attached.
GUNS AND EXPLOSIVES.
These sockets are sunk in the ground and the uprigh t ii Recured
9482. A. Reichwald, London. (Fried. K t-upp, EsSJen, thereto by bolts. The upright is formed of iron girderinl( of
GeTmany.) Rammer. [9 Figs.] May 5, 1899.-In the tele- such cross-section as to take the form the series of steps for the
scopic rammer a toothed wheel engages successively with toothed purpose of enabling individuals to ascend through the medium
rods. The improved ram mer consists of a number of toothed rods,
the first of which is formed from a. single rod, and is furnished
with a rammer bead or plate, while the remaining toot hed rods
are each built up of two parallel cheeks connected at. tbeit rear
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ends by a crossbar. The single toothed rod lies within the cheeks
of the second, this within the cheeks of the third, and so on. By
means of dovetail tongues and grooves the several rods are accurately guided within eaoh other long-itudinally. The t ravel of each
of the toothed rods within the other is regulated by means of
stops. At the rear end of each toothed rod, except the last, there
are provided notches into which, when the rods are fully extended,
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gauge is provided with a ball in both upper and lower arms,
arranged to be forced by the flow of steam or water against seats,
upon a full bore discharge occurrini (as on the breaking of a
gauge glass), but to be unaffected by a sufficiently less discharge
such as occurs in blowing through. The discharge aperture in-
29,
(JUNE
1900.
c.
Platts and T. Lowther, London. like machines, and has for its object to provide means whereby
Steam Boner. [6 Fips.] May 31, 1899.-0ne construction of the aperture existing between the ends of the doors in front of
11,363. B.
the mule carriage can be effectually olosed and the dust thereby
prevented from entering the carriage through the said apertures.
Applied to each or every alternate door end is a slide or flap
adapted to close the aperture between two door ends, which slide
or the flap may be actuated either by hand or automatically when
opening and closing the said doors. When adapting the said
slide or flap to be actuated by hand it is furnished with a button
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TEXTILE MACHINERY.
flues than has hitherto been obtainable. According thereto
water-circulating tubes are inserte~ direo~ly in the. corr~gated
10.099. T. Wilde, Oldham, Lancs. Self Acting
flue by expanding one or both of thetr ends.tn th~ con ugattons of
the flue. The drawings show several ways m wh1oh the form and Mules. [10 Figs.] May l S, 1800.- This invention relates to imarrangement of the tubes may be varied. (Accepted May 16, 1900.) provements in and relating to selfacting mules, twiners, and the
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Lubricators.
Fii/s.]
MISCEILANEOUS.
C. B. Berry, Manchester.