7/23/2019 Engineering Vol 56 1893-10-13

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E N G I N E E R I N G

.

ENGINE AND DYNAMO

FOR

SEARCH LIGHT.

CONSTRUCTED

BY

MESSRS. G. E. BELLISS AND CO ., LTD ., ENGINEERS, B I R M G H A ~ f

For

Descri

1Aion see Page

4t9.)

THE I R O ~ AND STEEL

INSTITUTE

.

Concluded from

p g

e

417.)

oN

ETT I

RoN WOR

Ks .

T

HE

chief excursion of

the

meeting was

that

which

had been arranged for Thursday, Septem

b3r 28, to the Consett Iron Works. This may be

said to have been the principal at traction of the

CONSTT

.

- -

-

being present on this record excursion.

The

train

arrived at Consett shortly before twelve, and

members were at on

ce

divided up into several

part ies, under the leadership of guides to take

t hem ro

und

t

he

works.

The

guides we

re

provided

with flags, but, as is nearly always th e case in

expedit ions of this kind,

the

parties soon became

mixed, for when two bodies met, members we

re

I

I

r

A General Offices.

B ntast Furnaces.

F.2

East Mell ing

Shop . Q : No.

4 SteEl

0o

2'giog Mill.

Cl

Puddling

.Mills

(Con

sett).

C2

.,

u (Tin Mill).

D Malleahle l roo Plates (Tin

M

ill).

El

West

Melt ing Shop.

E:J Nor th " ,

Fl Gas Producer (West Shop).

F2 ,, , ,

(East Shop .

F3 , ,. (North Shop).

QI

No. 2 'ee l Cogl ing:Mill.

Hl No3. 1 and 2

St

eel Plate Mills .

JI

2

Nos. 3

a

nd 4 ,

J

Mi

lle.

J( Test H ouse.

L

Labor

ato

ry.

M Mecha

ni

ca l Engineeri

ng

Shope.

whole meeting. and it was largely due to

the

ex very apt to follow

the

wrong guide. There was,

pectation of visiting these famous works that many however, no rest

ri

ct ion, a

nd

the visitors were

~ e m b e r s journeyed to Darlington. With

the

excep- allowed to

st

ray wherever they wished without let

twn

of

an hour's sitting in the morning, which or hindrance perhaps the most sat isfactory way

w e h a v e a ~ r e a d d e a l t

with, the whole day was given of examining an establishment of

this

kind.

Mr.

up. to

th1s

vtslt. Members

started

by a special William Jenkins, the gene

ral

ma

na

ger, had pre

a l ~

at and although

the

train was a long pared a very excellent description of the works,

one

1t was filled to overflowing, over 400 members from which we shall take

the

maj ority of

the

par-

439

ticulars

in

our account. ' Vith this guide we were

able to follow the different depat tments, aided by

the map of the works which we ~ p r o d u c e ..

Co

nsett, as is pretty well know11,

1s

sttuated .h

1gh

up at the back of Durham and Newcastle, and.ts on

the NorthEaste

rn

Rail way

~ y s t e m

Th ere l S no

lack of f resh air at Consett, nor of moisture, as far

as our experience goe[l. Indeed,_ we have never

visited Consett that it has

not

ratned, and the day

of the visit of

the Ir

on and

Stre

l Institute was

no

exception to the rul e.

It

is sa tisfacto

ry

to know,

ho

wev

er,

that it

don; not always rain at Consett,

for we were informed by

an inhabitant

at

our

recent visit that there is generally six months' s now.

Co nsett is quite modern ;

it

is the creation of the

irJn and steel indust ry.

In

the year that H er

Gracious Majesty came to the throne there were

only three houses, two thatched cottages, and

0

ne

or two similar buildings in Consett. Three

years later

the

iron works were b t a r t ~ and

the progress since

th

en has con t muous,

until a

fl

ourishing town, with public buildings and

a

park,

risen at this al titude of 800

ft.

above

the sea leveL Consett is n

ow

one of the most

s

uc

cessful steel works in the country-that is, fr om

a shareholder's poi

nt

of view- for an ample

and

steady dividend id now a circumstance taken as a

matter of course by the fortunate

pr

oprietora. I t

was not al ways however ; Co n

sett

in its youth

sowed its wi d oats. and in 1857 owed the

Nort

humberland

"nd Durh

am District

Bank

nearly

1,000,000L .

The

bank stopped payme

nt,

and

this

brought

the ir

on works into th e

mark

et. After

some negotiatione,

the

un

de

rt aki ng became the

property of tho present company in the year 186 :1:.

There were eighteen blMt furnaces, with puddling

forges, extensive plate, angle, and bar mills, and

other adj uncts, producing

~ 0 0 0 0

tons of pig iron

per annum, and fr

om

40,000 to 50,000 tons of

finished iron. Five

hundr

ed acres of freehold land

we

re

attached

to the

works, and more

than

a

thousa

nd

freehold cottages, with manager's house

and

o

ffice

s ;

in

addition to which th ere were

certain valuable coal royalti

es;

the coal being well

adapted for

ir

on-making. The capital of the com

pany was only 4

00,000L

. , so t hat the bargain could

not have been a dear one. Mr. David Dale was

one of the directors who made th is purchase,

and is now the only one of th e original body

st ill remaining on the directorate ; Mr. David Dale

being, as is well known, the present chairman.

Some particulars may conveniently be

he r

e given

of the collierirs belonging to the company. These

extend

over an

area

of 13,000 acres,

and

are

ten in

number, their output exceeding 1,000,000 tons

a year. There are in

pr

og ress operati

(,

ns for

opening out large tracts of un to uched coal on the

north s

id

e of the Derwent, and when these have

been co ncluded, it is expected the production will

reach 1,500,000 tons a year. The company have

1050 coke ovenR in operation, the annual

pr

oduc

tion being about 500,000 tons. The largest propor

tion of this is co nsumed at the corn pany's blast fur

naces, but a

great

deal is sold

to

other com,Panies.

The blast furnaces naturally come first 1n o

rd

er

in

dealing

with

th e Co

nsett

work s. When the

pre s

ent

co

mpany

took over

the

works,

the

fur

naces were all of

the

old-fashioned open-topped

kind, and au excellent illustration is given

in

Mr. J enkins' hand-book of t wo of these original

blast

furnaces.

The blast

was

then heated by

cast- iron

U

and pistol-pipe

st

oves, fired by coal,

and having a blast pressure of 3 lb. to the square

inch. There were four beam blowing engines,

particulars of which it may now be of in t

erest to

give. A single-blast engine, steam cy linder 2 ft.

8i

in . in diamete

r,

blast cylinder G ft. in diameter,

with 6

ft. st

r

oke;

a doubl

e-blast

engine,

steam

cylinders each 2 ft . 11 in.

in

diameter,

blast

cylin

ders each 6 ft. 7 in.

in

diameter, with 7

ft.

8 in.

stroke ; and a single-blast and rolling- mill engine,

steam cylinder 3 ft. 8 in. in diameter,

blast

cylinder

7

ft. in

diameter, with G

ft.

11 in. st roke. At the

Crookhall branch of the works th ere were three

beam blowing engines ; a single-blast engine, steam

cylinder 2 ft. 8 in . in diameter, blast cylinder

6 ft. 8 in. in diameter , wi th 8 ft. st roke ; and a

double- blast engine, steam cylinders each 3ft . 2 in.

in diameter, blast cy l inders each 8 ft. in diameter

with 8 ft. 6 in. stroke. A double-blast

en(7i

ne

was also in use at Bradley, steam cylinders

:ach

3 f

t.

1 in.

in

diameter, blast cylinders each

7ft.

6

in.

in

diatneter

w-ith

7 ft. 11 in. stroke.

Crookhall and Bradley are b

ot

h a little to the

north-east of

the

main works.

In

these eat1y

7/23/2019 Engineering Vol 56 1893-10-13

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days

there

w{re seven furnaces at ConseU, seven

&t Cr,>okhall, and four

at

Bradley. The blast fur

n \Ces at the latter

places were, however blown o

ut

at the time of

the

tr

.Lnsfer. At

the present time

there

sr.e four large beam blowing engines, made by the

Lillesh.all Company, each

with

a

steam

c

ylinder

4 ft. 2

1n.

1n

dtameter

, blast cylinders each 8 ft. 4 in.

diameter with 9

ft. st r

oke. There are also two

b e ~ m blowing engines, made by Murray, of Chester

treet. The steam

cylinders

are 2

ft. 11 in. in

dtameter, blast cylinders eac :1 6ft. 7 in. in diamet t r

with 8 ft. stroke. There are ala> two beam blow

ing engines made

by

Abbot, of

Gatfshead, and

Clarke, of unl}er]and.

The

steam

cylinden are

each 3 ft. 1 iu.

in

diameter, blast cylinders each

7ft. 6 in. in diameter with 7 ft. 11 in. st roke. In the

year

.1865 one large blast furnace, with five

tu

ye res,

was tn blast,

and

produced about 34:0 tons of

ir

on

per

~ e e k while

the

smaller ones produced abo

ut

~ 3 0

to

ns per

week each. These older furnaces were,

however, unsuited to the modern requirements

growing up, and within

the

space of eight years,

that

is,

by the year

1873,

the

whole of

the furn,ces

origin,lly

erected at Consett were pul1ed down,

and six larger ones subltituted. In

the

year 1880

a seventh furnace, ~ i m i l a r to the others, was added,

thus

completing

the

present range.

The c

furnaces

are

each o5 ft. high and ft. in diameter of hearth.

The height to the top of

the

boshos is 20 ft. ; the

diameter

of

the

top of

the

boshea 20

ft

. ;

the

dia

meter

of

the thr0at 14ft.

6 in.

Th

e bell is 10ft. Gin.

in

opening.

T h e r ~

are

seven tuyeres to each fur

nace.

All th

e furnaces

are

fed with material by

means

of be

ll

and hopper, with

standard

beam and

hydr.1ulic brake. There is an escape gas tube and

slide

at

the top 1 ft. 8 in. in diameter, regulated

by

means of a chain

and

pulley wo

rked

by

the

stoveman at the b

ot

tom of

the

furnace. E-\ch of

the

furnaces is provided with a dust-catcher,

which

ddivers the dust direct in t

o wagc

ns

or iron

barrows.

The

materials

are

brought in on a high

level approach. F our of

the

furnaces have four of

\Vhitwell's h

ot

blast firebrick stoves to each fur

nace, all of them 22 ft. in diameter. One furnace

ha,

two stoves 65 ft. high, ano

th

er stove is 4o ft.

high, and a fourth is 40 ft. high.

A

second fur

nace

has

four stoves, each of which is 46

ft.

high.

Another furnace has one stove 65ft. high, two

o ft. high, and one 35 ft. high. The other fur

nace haa two stoves 45 ft. high,

and

two

4.0

ft.

high.

The other three

furnaces have

three Co wp

er

stoves

to

each

furna

ce. Two of them have stoves

21 ft. in di.lmeter by

65 ft .

high, while

the other

haa stoves 24 ft. in diameter by 66 ft . high.

Th

e

blast

pressure

is

4 lb. per sq uare inch,

the

tem

perature being about 1300deg. Fahr. There are now

tive

fuma

-:es in bla

st ; the other

two are being r

e

lined. They are all making Bessemer pig, and pro

duce on

an

aversge 750 tons per furnace per wt e ~ c

Steam

f

,>

r driving

the

bl "st engines

is

ge

nerat

ed

by thirteen

double e g ~ - n d e d boilers, each consi-t

IDg

of two lengths 35

ft.

long by 4 ft. 6 in. in dia

meter

; six long egg-ended boilers, each 70 ft. 1ong

by

4

ft .

6 in.

in

diameter

;. and

t w e ~ v e dou?le

tubular

boilera, each 31 ft. 4 tn. long, stx of whtch

are

7 ft. in diameter and the remainder 7 It. o n.

in

d iameter.

The

waste gas

fr

om t he blast is

taken from

the

top of

th

e furnaces through the

dust

-catcher and down-comer into a large under

gr

ound brick ftue 10 ft. high by 6 ft. wide. J rom

this

tJ

ue

it

is

distributed to the

stoves

and

hollers.

There

is

a chimney stalk 250ft. high and 16 ft. 6 in.

in diameter

inside

at

the t

op

.

This

was erected in

1868.

The ore used is main1y compoeed of a mixture of

Bi

lbao rubio with a small admixture of other pure

o

re

s.

Th

e 'limestone comes

fr

om Stanhope in

" ' earda.le. In

the

iron a

ge the

o

re

used by the

Consett Company was n

at

urally obtained from the

Cleveland district,

but

t be

intr

oduction of

stee

l

has

al t

ered

that. Th

e connection of Cons

ett

with

the

Orconera Ore Company is well known. Dow

lais

l{rup

p

and

Messrs. Ybarra, of Spain, toga

th e

r

with

th

e Co'nsett Company, amalgamated to acquire

the

large bematite mines

at

Bilbao, where they have

spent

over half a m,illion of m o ~ e in pl,ant for

handlino

the

ore. t:

nder

these cu cumstances one

can easily underst1nd the

s.t

rong part iality expressed

in some f

or

. ac1d u ~ o m p a r e d

"

that in f

en o

r

matenal

ba.3l

c

stee

l so called.

The

sla () is carried in bogies to the tip, half a mile

from

th

e furnaces. The balls weigh from three to

four

t ~ n s .

.

The

transition which came over so many

uon

works -when steel waJ seen to have gained the un-

E N G I N E E RI

.r G.

[Oc

T.

13, 1893

questioned maste

ry

over

the

o1de r metal- -was gone l

and

on, of owerby Bridge ; the plato and crap

th rough

at

Consett with remarkable success. ep shearing machines by Buckton and Co., of L edP .

to 1

6970, Mr. Jenkins

tells us only plates

and There

are 10 egg-ended hand-fired boilers, o

ne L n

rals were made

in the

malleable iron department, ea hire hand-bred boiler, two IA\nra hire furnace

and over 000 tons of th ese were turnd

out

week ly. boilers, and six steam furnace stack boilers. Th ro

p to about 18r6

th

e total output of plat es and are, of course, the necessary beating furna cel, and

ratls

was

doubled,

and

in some weeks nearly 2000

other

neces ary adjuncts.

tons were made. The end, however, was near,

and 'V

e now proceed to "bat

is

known a a tl.e

the. ron r ~ i l trade m.ay be said to have died in the No. 4 cogging l' li1J, whi< h is ea pable of ccg ,ing

ze

ntth

of

1t

s prospertty.

In the year last

named- 2000 tons of tngots

per

wet k

It

i.

45

10 ,

1876

he o

utput

of

ir

on rails fell off from

6CO,OOO

having one

stand

of pimons and one stand of CC k

tons to 300,000 tons a year, and

the

trade of Conse

tt

ging rolls. They are driven by a pair of direct

was

redu

ced fully one -

third

.

Happily

for this acting engines geared

2

to

1.

There

i

Jh

e rollrr

e

sta

blishment, however, 1\fr.

Jenkins

had two

gf a

r on

eAch

side,

and

hydraulic edging gear on the

strings to

hil l

bow, and though

the

rail trade was delivery side, f

or

dealing with bloo

ms

durtr g ccggiog

almost lost, the works were k

ept

busy by the un- oper

at

ions. Th e top roll is balanced by hydraulic

usual demand for

ir

on ship material

;

forges

and

powe

r, and the

scre

win

g is done by steam

pow

e

r.

mills being altered to

sujt

the demands of

the

' 'here is a steam bloom shearing macbme, by

dominant trade. In 1882

the

works fre quently Buckton, of Le(dP, with l i ~ e roller and falJing

turn ed

out

1900 tons of iron ship plates weekly.

table; the

engines were made by Hawks, Crawahay,

This ou

tput kept at

wo

rk

170 pudd1ing furnace

P,

and Sone, of Gateshead, and

the

mill by ?tl1ller

wi th

ten steam hammers and suitable rolling and Co.

power,

and seven plate- rolling millP. That again No. 3 pla te mill will produce about 3GO to

ns

of

is all changed

in the pr

ese

nt

day, and t he produc- plates

pe

r week. I t has one

stand

of pinions, one

tion of malleable

ir

cn is confined to v,hat

ie

known staLd of roughing rolls, and one tand of cbrquering

as

th

e "t in mill, " although there are certain rolls. The roughing and finishing rolls are each

puddling furnaces with the necessary pl

ant,

which Q

ft.

3 in. by

25

in , and

the

chequer ing ro

ll

can be used if the demand fvr th e

ir

production 5

ft

.

6

in. by 26 in.

Th

ese rolls are a11 drtven by

shou

1

d ar ise.

an

engine geared invrseJy, as 1 to 1. There are

Th

e steel wo

rk

s are no

w, it

is needless to say,

the

usual

adjun

cts

to this

milL The ]a.st

m1ll

in

the

great

feat ure

at

Cunse

tt.

When,

in the

year this

department

is

the

No. 4 plate

mil1,

which wJll

1882,

it

becameapparent -

lar

gelyowing

to the

action produce 1100 tons of

stee

l p ates

per

wepliance, and W:\ S seen in operation by the which can be raised or lowend by a derrick motion

members

at

the time of their visit. The space be- till

the

radius

is 20

ft.,

at whieh they can deal

hind the mill is la id out for

the

erection

of

p un ch - w it h 6 tons without being clamped down or

other

ing,

straightening, and

coldsawing

machines,

&c.

wise

supportEd. These cranrs

all

lift on a single

There is a 22-in. angle

mill driven

by a pair of re- chain, and are

very quick

in the

various

motions.

veraing i n e ~

cyliodera 40

in . in diameter

by

During the recent

visit

they were

seen

to advan-

4 ft.

stroke.

They

are

coupled di rect to tho

mill

. ta

ge

, performing their

ordinary operations

in the

Ther

e is

one

st:lnd of

pinions, one

stand of ro

u gh - w orks . The boilers are

of the vertical type, and

ina

roBs, and

one

st a

nd

of

finishing

rolls,

with

live

have

Field

tubes.

They are fitted on the

tail

of

rolJets gea

red on an inclined sh

oo t.

There are

fu r - the jib,

so as

to act

as counterpoise

to the

weight

nlces with boilers

and hydr"ulic charging ge a

r ;

lifted.

Nos . 1

and

2

will

carry

their load

of

the

biJlets

being lifted on

to

the bogies

Ly

mean

s of

12

to

ns easily, and weigh themselves

about

65 tons

a

3

ton steam

locom

ot ive

train,

which is also used each. They were desi

g

ned by Mr. J . P. Roe,

for

the

stocking of

billets, and built by Black, Hawthorn, and

Co. They

'V

o

next notice

a

12

-

in. guide

mill, which

is c o n ~ i s t of

a

bottom carriage, forming the locomo

d r i v

by a high-pressure engine, baYing a cylinder tive,

with

a diameter of 13 in. by

21

in. stroke.

30 in. in diameter by 2

ft.

6 in. stroke. I t is fi.Lted They are placed on three pairs of wbeds, two

"ith

piston

valve

and governing gear.

There

is

one

pair

s,

3ft .

in

diameter, being

coupled,

and

the

front

stand of pinions, one stand of roughing r o1ls, and pair, 2

ft.

9 in, in

diameter,

being

fitted

with radial

one shod of finishing rolls; there

are also

two axle

boxes,

t o enable

the

engine

to go round sharp

stands of guide rolls. There

is

a steam

circular curves. On

the centre of this bottom carriage

is

sawing machine

and

billet shear. bolted the

crane

pillar,

as

well

as

the spur

rack

and

The ot

hr feat

ures

of

this

department of the

roller

path, on which the

crane

revolves. The lift-

wo

rks

we

may deal with shortly.

There

are ing

and revolving

motions

are

worked

by one

pair

overhead

cr"nes for

serving the mills. The

ro11 of engines fixed

on the jib

sides, whilst

a p o

werful

shops co

ntain three

lathes, each

driven by its own

brake s

ustains

the load

at any

point.

The lifting,

ergine

. The hydraulic

plant consists of two sets revolving, and travelling are

frequently

carried

on

of \Vorthington high -

pressure pumps

and

one

accu-

at

the

same time.

Steam

is conveyed from

the

mulator

and tank. There is

a

battery

of

twelve

locom

ot ive cylinders through

the centre

pillar,

the

boilera, fired

by Proct

or 's

automatic

stoking

gear, locomotive reversing and brake rods also passing

a.nd arrangements have been made for six

mo re

th r

ough

it.

boilers.

The mill furnace boilers are of

the

vertical The

Consett

Company own about 2700 cottages,

type, with

one internal

flue

fitted

with cross tubes

.

an

d

employ upwards

of

GOOO hands. The wages at

These boilers are

all

designed to carry 100 lb. pres- pr esent paid amount

to

8000l. per

week.

The

sure p3r square inch. All steam pipes from 9 in. company

also

pays to the North-E as

tern

Railway

in diameter upwards

are

made from

iemens

stee l, Company in du es

the

sum of 150,COOl. a yea r.

in

len

g

ths

up to

16

ft..,

welded

from

end

to

end,

A

thorough in

s

pection of

the

works having been

with steel flanges contracted and riveted on . These made, mem hers proceeded to the Town Hall,

pipes were

made

by

Piggott

and Co., of Birmingham. Consett,

where

they

were

entertained at

luncheon

The

bar

bank is convt>niently

placed

near the

mill

s

by

the company, Mr. 'Villiam Jenkins, the

on the

south side, it

being partly coe red by the

ge

neral manager, occupying the

chair.

The lar

ge

roofing. A

skid gear

is

driven

through

shafting

by

hall was entirely

filled, and

we

~ h o u l d judge there

m e ~ n s

friction

cones operated

by

hydraulic

rams . must

have

been nearly 500

persons preEent.

l\1r.

I t JS

arranged

so that

one range of

s

kids may be David

D ~ l e the chairman of the co

mpany, occupied

working independently of

another,

and in another a seat on Mr. J

enkins'

right hand. After

luncheon,

direction.

Thii system has

been adopted in pre- son.e intere

sting

speeches

were

made

by

Mr. D ~ l e .

ference to

that

whereby

each

range of

skids is sup- Mr. J

enkins

also spoke, but

unfortunately he

was

plie.d with

its driving

Engine,

as

the latter

is

found not

heard -a

result due to his

recent illness, from

to

mterf

ere

with loading operations. There are

which,

however, everyone will

be

glad

to

hear he

two 3-to.n s t ~ a m

traversing cranes at

the hot

bank. is recovering. Mr. Dale,

in

his speech, referred

The

engmeermg

department at these wo

rks is

in to the prosperity of the

company,

the

credit for

pro?ess of

rec

ons

.truction, the existing shops which

he

gave

to the

management of Mr.

J

enkins.

havmg been.

u n d msufficient for

the

work. They No

d o

ubt in this

respect Mr. Dale

spoke no

more

were n

ot

.

vu1ted by the members. The works

than

the truth, but

he

might have added that the

fou.ndry Is at

Crookhall, about

a

mile from the

1

success of the undertaking was also n e c e r i l y due

mam .

There

are three

cupolas,

and

the

to

Mr.

Dale's

own broad

-m

inded

po

licy

in

giving

a

capactty IS ~ b o u t 160 t ors of castings per week. fr ee hand to

the

works management, and re cognis

Th.ere are brtck wo

rks, capable

of producing

120

,000 ing that when

he

had a good man at

the

head of

briCks

per

week.

In

the testing depat tment there

1

executive affl.ttirs,

it

would be most unwise policy to

are t ~ r e e of Buckton's machines, one

of

100 t on s hamper

hia

mo

Yements

in any

way.

It is a h s

so

n

capa.ctty, a ~ d

two

of

50

tons

each,

having

the

usual

many gentlemen in like positions might

take

to

apphances m

the

sh'-lpe of ~ s t - p a r i n g m \chines, heart with advantagP.

44

Exct :RSlON TO R BY

ND

B.Alt iARD C A ~ T L E .

On

the

last day

of

the meeting, Friday,

the 29th

ul t. ,

an excursi

on had

been arranged

to

Raby

a ~ d

Barnard C

astle. This

was

purely a pleasure tnp,

made

to

one of

the m

ost

r o

mantic rarts of the

country.

THE

ENGINEERING

CONGRESS AT

CHICAGO.

(BY

OUR

NEW YORK CORRESPONDENT.)

(Continued

from

pa{ e

412.)

THE wvrk of a m

ost

important congress must

now be considered brieily, viz. :

THE CosoRE:-;s 014' E

NO

I NF..ER

INO ED

UCATION.

This was

a noto.ble gathering, and the d i s c u ~ -

sions

ranged o'

er a wide fi eld.

The .first paper was

by

Professor A. N.

Tal

bot,

entitld "Maximum and Minimum Mathematics

for

an Engineer. " This we..s a

plea for

mathe

matics

as

a

mfans

of

drilling

tho

student's

mind.

There

is

little

doubt

that the mind i3 drilled

by

them, and it seems

to the

writer

that

it is too

mU( h

so. In other words, tht re is

t

oo much time given

to

pure mathematics, but no

one

could expect

a

professor

to

take this

view.

A Yery

ab e and

in te

redting paper was then pre

sented,

entitled ' 'Present Favourable

and Un

favourable Tendencies in Engineering

Education.

"

Its

distinguished

author, Dr.

Palmer

C.

Ricketts,

Director of the Renssalaer Polytechnic Institute

of

Troy, presented

it.

The writer being a graduate

of that noted institution,

we i l l

not

presume

to

more than note the paper,

for

we

were

taught

not to

criticise, but

to

imitate,

our instructors.

This was

followed with

a comparison

between

American

and European methods of

engineering

education

by Profes

so

r

George F. Swain, of

Bostott. The main po

:

nt

s of differencE", he

eaid,

were :

1. That in

Europe

the

main

object of the

instructions was

to impart ir.formA.tion,

while

here

the

idea was

to tra n the

students

to

think. 2. In

Europe

the laboratory

was not made use of in the

same degree as

in

America

. 3.

In Europe

the

student

was absolutely ftee

to

choose his own

course of study.

4.

The technical curricula in

the

old countries were broader and

more

general in

their

scope

than in the American schools.

He

dis

cussed

at

length

each of theee

points

of

difft rence,

incidentally taking strong ground

against

n e

employment of lecture

courses

as agencies

for

training,

and claiming that

lec

t urel were almost

uselees

for t.hat purpose. The

closing

feature

of

the

meeting was an

address by

\Yilliam

H.

Burr, of Columbia

College,

on

The

Ideal

Engineering

Education.

" This distinguished

professor,

also

a graduate of

Troy, considered

mathematical

training

of

the utmost

importance,

from

the

relation

of abstract science to

practical

engineering. \Vhipple was practically

the first

man

to grasp the

mathematical principles

of strains, and

he

applied them in bridges which were correctly de

signed from

a

theoretical point of view.

A

practical

study

of

tmgineering works is very important, as

in

f i ~ l d and shop work, preparati

on

for

specifications

and

estimates, &c., but no

education

can make a

practitioner ;

it

can only fit the student for practical

work.

Students sh

o

uld also

be made to undrstand

that there

are

rconomical as well as mechanical

principls

to

be considered, as in cost of

material,

labour,

transpo

rtation,

erection,

&c

., and no school

of engineering can be considered as satisfactorily

performing

its

ends

if

it

does not

do

this.

The next day the se

ss

ion continued with a paper

by

Professor R. H. Thurston, of

Cornell

Univer

sity, on

d Sh:->p and

Laboratory Equipment."

Cl

r

tainly no

on e

is

better qualified to speak on

this

subject

than this eminent

profesEor, for

he has

probably had as

extended and varied practice

as

any

man.

The laboratory tf hydraulics at the

Massachusetts

Institute

of

Techno

logy was de

scribed

by Profe3sor

D. Porter. The next

a p ~ r was

by

an extremely bright man,

who

came

from

England

to

preEent

it, and

who charmed

all

who

had

the pleasure of

meeting him in this

country.

Th

e pa.per

wa

7/23/2019 Engineering Vol 56 1893-10-13

4/33

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

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1893.

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or

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

443

TEN-V\rHEELED

PASSENGER

LOCOMOTIVE: 'VORLD'S COLUMBIAN

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CONSTRUCTED AT THE SCHENECTADY LOCOMOTIVE WORKS, SCHENECTADY , N.Y., U.S.A.

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t

"

'ction

and tran

s

mission.

Th

ese

are intr

o

duced in his

" Opticks , of

1704.

"

Ev

e

ry ray

of lig

ht in i t i

p

assage th r

o

ugh

any

refractina surface

is

put into a certain

tran

sien t

constit utio n or state, which in the progress of the

ray r

et

ur ns

at

equal in te rva1s and dif:poses the ray

at

each return to be easily transmitted through

the next

refractin

g surface, and between the returns

to be eas ily

refJected. D efinition : The return ?f

the di

spos

it i

on

of any

ray to

be

reflected, I w11J

call it s fit of

ea

sy reflection,

and

th ose of

the di

spo

siti

on

to be

tran

smit

t

ed

its fits

of

easy

transmi

s

sion.

Th

e r eason why

the surf

aces

of all thick

transparent bodies

refle

ct part of the

l ;

ght incident

on th em and refract the re s t is that some rAys at

their incidence are in their fits of easy refl.ectiotJ,

and some in their fits of easy transmission. , Ab out

tr e causes of the

"fits,"

N

ewto

n does not inquire.

He suggests

that

the rays striking the

bodies set

up waves

in

the substance

which

move faster than

the

rays

and overtake them.

' 'When

a

ray is

in

that part cf a vibration w

hi

eh conspires

with

it s

motion, it eas

ily breaks

through

the 1e

frac

t ing

sur

face-

it

is

in a

fit of

easy tran

smi

ss

ion ;

and

co

n

\'e r

sely when the

mo

tions

vf

ray

and wa

ve are

opposed, it

is

in

a fit of easy re

fl

ec

ti

o

n.

" N e

wton

was not always so caut ious.

In

1675 he sent t o Mr . Olde:nburg, for the Royal

Society

, a paper, u

Hypot

hesis Ex plaining the

Pr

ope

rt ies of Light . "

Thepaper

was not pubhs hed,

because Newton did n ot finish o

ther

c"

gnate re

searches, until

lat er

in

Bi rch 's ' ' History

of the

Royal S

ociety

."

\Ver

e I to

as

s

ume an

hy pothesis,

it

should

be this, if

propounded mo

re

ge

nerally, so

as n

ot to assum

e

what light

is

furtherl than that it

is s

omething capable

of exciting vibrations of

the

et

her.

First,

it

is

to be assumed that

there

is an

ethereal medium, much of the s

ame

co

ns

tit ution

with air, but

far

rarer, subtiller, and more strongly

elastic.

In

the

second

place,

it

is

to

be

s

upposed

that

the ether is a vibratory

medium,

like

atr,

only the

vibrations far

more swift a

nd minute

than

th

ose of

the

air

made by a ma n 's ordinary voice rsuc

ceeding

at

more than

half

a

foot distance ;

but

those of the

et.

her

at

a

less distance

than the hundred-

th

ousandth

part of an

inch L

et

any man

take his

fa

ncy.

I

supp

o

se that

lig

h t

is

neith

er ether n or

vibrating

motion, but something

of a differe

n t kind propa

gated

fr

om lucid bodies. "

The

relation of colour

and the bigness of the wave length was put very

plainly

in

other

plac

es. Newton never said defi

nitely

that light is

material. He argues the cor

poreity of light without any

absolut

e po

sith

e

ness,

though his successors doubtless

interprettd

his

words in t

o a corpuscular th

eo

ry.

After Huygens,

the real

founder

of the

undula

tory theory, there

was hardly any

progress till

the

disc

ov

ery

of

the

interference p

henomena by

Young

in

1801,

the

s

ame principl

e

being again

ind

e

pen

dently e

nunciat

ed

by

Fresnel

in hi

s g

reat work on

diffraction in 1815. Fresnel 's genius triumphed

over the difficulties to whi ch his p r e d e c e R s had

succumbed . Young felt how thoroughly he was

in

touch with Newton : A more ex te n sive exa

mina

ti on of Newton 's various writings has sh own me

that he was in

reali

ty the fimt who sugge st ed a

theory such as I Ehall end eav our to

explain.,

Newton's

th eory may

be

called dynamical, as

the

particl

es of

light

o

bey

ed

the

law s

of motion

like

particles of matt

e

r.

The undulato

ry

th eory of

Huygens

and Fresn el

wa

s

geometrical or kinema

tical. In his book, The

Optical

Indicatrix,

" Mt.

L. Fl

e

tcher

h

as

ind

ef

d s

hown that

Fresnel

arrived

at b.

is

views

in

the first instance by purely

geometrical reasoniu g ; af terwards he attempted

to give it a

dynamical

form without success. A

dynamical theory of light b ecame possible after

Na

vier's mathematical

th

eo

ry

of elasticity

of

182 1, and the similar 1

esearches

of P u

isson

and of

Cauchy,

and of Ne umann. c ~ u c h y s

m o l ~ c u l a r hypothesis assu ll ed

or

an

is

o

tropic

med1um two

waves

travelhng With

the

velocitits

J fP

and

JBj ; Pbeing th

e

d i m ~ i t y ,

A and D

con-

7/23/2019 Engineering Vol 56 1893-10-13

8/33

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

L

OcT.

13

,

I 893.

SNOW PLOUGH AT

THE

WORLD'S COLUMBIAN EXPOSITION.

CONS

TRU

CTED BY

THE

ENSIGN MANUFACTURING COMPANY, HU

NTI

NUDON, ' VEST VI RGINIA, U.S. A.

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escr

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Fig.

1, opposite, and

it

will

be

noted

that, although the ri ve r

it

self, considered as a duct for

the discharge

of land

waters collected within

its

catch

ment basin, is fa voured with an abnormally large outlet,

this is

due

to the large

area

of reserYoir which exists

imm

ediately abo ve Liverpool,

into and

from which a vast

amount

of tidal waters flow on each tide.

This peculiarity h

as

been

frequently and

aptly com

pared

to a bottle, the body of whwh is represented by the

wider upper estua

ry, and the neck by th e narrows

abreast

of

Li verpool.

W

ere it

not f

or

this

prominent and

reLOarkable feature,

the

outlet

of the

Mer

sey would unquestionably be a com

parati

vely insignificant channel,

and

would be quite un

equal

to

dealing

with

the vast amount of shipping which

un d

er

present oircumstancf:s takes advantage of it .

From

the

diagram

ab

ove referred to, which shows the

mouth of the M ersey at low water of a s

pring

tide,

it

will

be

seen that

the prin

cipal features of Li verpool Bay

under these conditions are a. mass of sandbanks inter

sected

by

one large

and

deep main channel

and

several

min

or and comparatively insignificant ones, and

that

the

bar

is s

ituate

at

the outer extremity of the main channel,

at

a distance of

about

11 miles from the geographical

mouth of the river.

Th

e main channel is for the greater part of

its

length

de

signated the Crosby channel, its outer end, for a dis

tance of 3 miles, being called the Queen's channel. Of the

subsidiary cha

nn

els, the two of greatest

i m p o r t ~ n

are

the Rook channel, which follows the Cheshire shore,

and

the F o

rmby

channel, which leads

out

of

th

e Crosby

channe

l

ab

its northern

end

,

and

lies close to the La.nca-

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.

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.

2-0

.,

,

t

t

I

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I

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'

.

t

t

t

I

.

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. . ..

'

0

- .. -

.....

'

"'

I

-

y

.

lC.

.

.--

.. -- s 0 . - -

>

sh ire shore.

The

large area of sa

ndbank

on either side

of the outer main channel is intersected

by

other depres

sions

in

the form of channels, but these are

not

buoyed

or marked out as in the cases of the

ot

her three,

and

are

not made use of for

the

purposes of navigation.

Th e

width

of

the

main channel

betw

een the

lin

es of

buoys on either side varies from a maximum of 1400 yards

at

each end, to a minimum of 800 yards near the Crosby

lig

ht

ship.

The

depths, according to the mos t rece

nt

soundings,

vary from 23 ft.

to

50 ft .

at

low

water

of

a. spring tid

e,

whil

st

on the bar the minimum depth on the sailing line

in the year 1890, before th e dredging operations com

menced,

wa

s 11 ft. on

the

same co

nditi

on of tide.

I t

will thus be seen that for the whole distance betwe en

the Liv erpool Docks and the sea, there is generally ampls

depth of water in the main cha nnel on all conditions of

tide except at the bar, and that

it

is

at

thab spot

that

amelioration is required.

Thi s fact has been recognised for many years, but nas

much as vessels only en

ter the

Liverpool

Do

cks

during

the period of about 2 hours about high water on each

tide,

it

was not until recently, when the service between

thi

s country and America

became

much more regular

and

rapi

d, and was car ri ed on by vessels of increased size and

draught, that it was considered of so

great

importance

that

the

entr ance to

the

rivf: r should be such as

to admit

as far as J>Ossible of the pas sage of vessels

under all

condi

ti

ons of t1de.

Now, however, that vast sums of money have been

spent to effect a compara tively insignificant re

du

cti on in

the time required for crossing the

Atlantic,

it is, with

out

..

U t

0

t I1

z

0

.

z

t I1

t I1

~

.

z

( )

I I

0

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.

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00

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ll

7/23/2019 Engineering Vol 56 1893-10-13

14/33

7/23/2019 Engineering Vol 56 1893-10-13

15/33

452

s w u n ~

inboard when

not dredging; in the othe

r

where 1t was l

ed through the

side of the vessel, it

alongside,

ab

ove the

water

level

idle.

Several

forms of nozzle for

the

suction end of

the

pipe

designed

and tried

before that

at pr e

sent working

finally

adopted.

Th is consists of a

sort

of inverted co

wl with the

open

in

the

direction

of

the

bow of

the

vessel,

th

e pipe, as

been

stated, being trailed aft. I t is

provided

with

to prevent the

e

ntran

ce of

any large

so

lid material

might injure the fan

of

the pump, and is perforated

the

back

or

convex

side

with

a

number

of holes, so

me

in.

or

4

in. in diameter,

so

as to

prevent the pipe being

buried

in the

s

and.

The

contract

conditions required

that

the

dredgers

be capable of filling tbem sel ves with 500 tons of

in one hour. In each case

this

was accomplished,

ib

wa

s found that under favourable conditions the

were capable of loading themselves in from

to

25 minutes. The

time

ta ken

to

fill, however, varied

co

rding to

the na

ture

of the m a ~ e r i a l and

other

circum

tanc

es.

To be continued.)

NOTES

FROM THE

NORTH.

GLASGOW,

Wednesday.

Glasgow

Pig Iron .ilfarket. There was a

quiet

business

in the pig-iron

warrant

ma

rket

last Thurda.y forenoon.

Aboub 8000

ton

s of

t c h warrants

were

don

e

at about

the previous da.y

1

s closing prices, the close

being

id.

per

ton cheap

er.

Cleveland warrants

were 1d. per

ton

lower,

and hematite ir

ons

remained un

c

hang

ed

in

price. In

the

afternoon, the market

was easier,

with about

2500 tons

of

Scotch

warrants

done.

Scotch

closed 1d.

and

Cleve

land ~ d . per ton down on the

day.

Th

e

set tlement

prices

at the

close

wer

e-Scotch

iron

42s.

per

ton ;

Cleveland, 35s

.; Cumber

a

nd and

Middlesbrough hema

tite iron, resp

ect

ively, 44s. 6d.

and

43s.

4 ~ d . per

ton.

Friday was

another

quiet day

on

the warrant

market,

and

prices were

f l a . ~ . Only

Scotch

warrants

were det\l t

in and the prices obtained averaged per ton und er

t h ~ average for the preceding day, hub

the

c l o ~ i n g

price was 1d. per ton cheaper on the day. Cleveland uon

was

idle and sellers came down 1d. per ton, but buyers

also

~ r e d

their offers.

There

was no change in

the

quotations for h ~ m a ~ i t e ?ron,

and

t h ~ week closed without

a single transact10n 10 e1ther sort be10g r d e d . At

the

close in the afternoon the settlement pn ces were-Sc :>t h

iron, 42s. 3d. per ton; C l ~ v e ~ a n d , 34s. ; Cumberland

and

Middlesbrough bemat1teuon, respectively, 44s 6d. and

43s. 4 ~ d .

per

ton. The

market

opened

w e a ~

on Monday,

and prices we

re

easier. A small

amountofbusu

e s was

in

Scotch iron which was ~ d . per ton lower at close 1

the afternoon'.

inde

ed,

ab

one

time

the cash

pr i

ce was

per ton

down.' Hematite irons wer.e neglected, and p r ~ c e s

remained unchanged. The cl

osmg settlement

prtces

were-Scotch iron, 42s.

1 ~ d .

per

ton; C l ~ v e l ~ n d ,

34:3.

9d.;

Cumb

arla.nd

and Middle

sbrough hemat1te 1ron, respec

ti

vely, 44s. 6d.

and

43s. .. per ton. In

u ~ s d a y

J : ? a ~ k e t

only a small

amount

of

bu

smess was done m

the

ptg -uon

warrant market.

Scotch

warrants

were a shade firmer

for

cash and

the

month

price was easier, but Cleveland

was

1d. per

ton

high

er. Only one lob of t ~ e latter

changed

hands. At

th

e close

the settlement

pr1ces were

-Scotch

, 42s. 3d. per

ton

; Clevela.nd,, 34s 1 0 ~ d . ;

Cum

be

rl a.nd and

Middlesbrough hemat1te

1r

on, .

r e s p ~ c

tively,

44s. 6d.

and

43s. 4 ~ ~

per ton

.

The ptg

iron

market was s

tagnant thts

forenorm. Not

mor

e

than 3000

tons

of Sc

otch changed ~ a . n d ~ : t but the

sellers' price rose per ton.

C l ~ v e l a n d

.uon was offered,

but

was

not dealt

in,

and the pnce dechned ~ d . p ~ r

ton.

Th e

market during

the

a f t ~ r n

was

dull and w 1 t ~

change

in

pri

ce.

The

follow10g

are the current

quo:a.tlOns

for some of the

No.

1 special

brands

of

makers

uon :

Ga.rtsherrie,

493. per ton;

Summerlee,

49a.

6d.

;

Cd.lder,

50s. ;

Langloan,

55s. 6d.

; Coltne

ss, 56s.

6d.-t?e

fore

going

all

s

hipped a.t

Glasgow ;

~ l e n g a r n o o ~

(shtpped a.t

Ardrossan), 49

3. 6d. ;

Shotts

(shtpped a.t Le1th), 51s. 6d

.;

Carron

(shipped at Grangemouth),

53s: 6d.

per ton.

There

were rumours yesterday

of

othe

r

1 g ~ t

b l a . s ~

furnaces

having

oeen

or

a.

bout

to

be

put aga10 10to

ve

pera

ti

on

80

that the

number

now actually

b.lowmg

1s un

c e r t ~ i n . L1ostl week's

shipments

of p1g 1ron from .all

Scotch

ports

amounted

to

.5035 tons, as compared w1th

6840 tons in the correspondmg week of

la

st year. T?ey

included 595

tons

for Canada., 230

tons

for

o u t h

AmeriCa,

125 tons for India, 530

tons

for Austra.ha, 1

95 tons

for

France 280 tons for Italy, 540 tons for Germanr . 1040

tons

fo;Russia., 120

tons

for Holland, ~ a l l a r _qua.ntittes for

other

countries, and 1108 tons c o ~ s t w 1 s e : Th e stock of

i iron in

Me

ssrs. Conna.l a.nd Co. s

pubhc

a . ~ r a . n t stores

ptgod a.t 33l 300 tons yesterday

a . f t ~ r n o o n agamst

331,763

~ o ~ s yesterd'a.y week.

thus

showing a decrease for the

past

we

ak

amountmg

to 463

t o n ~ .

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

in the trade

that has, for

the time being at

lea st, been

diverted from the English

markPt by the strike in the

Midlands.

Last week's

shipments at Scotch ports

ex

ceeded

th

e record

made

a fortnight ago

by

9409 tons,

the

total quantity shipped amounting to no

less

than

239,727

tons,

being 19,919

tons

above

the

figures of

the

prece

ding

week,

and an incr

ease of 69,686 tons co

mpared with the

corresponding

period of

la

st year. Had

th

e coal been

f

orth

comiDg

at the

Fife

port

s

during the

week

to th

e

extent

that was necessa

ry to

dispose of

the

vessels,

the

s

hipments in that dist rict

would have been very

much

higher.

All the ports

show

increa

ses

with the

exception

of

Ayr, Grangemouth,

and Gran

on,

th

e dec

rea

se

in

each

instance being comparatively

small.

The aggregate

de

crease, whioh stood

about

400,000 tons in July, has now

been reduced to 93,798 tons. One

day la

st week

there

were outside Burntis

land and

Methil Harbours

as

many

as 32 stea.mera lying waiting

their turns

for admission, the

harbours

both

being filled at th e ti me with vessels

loading.

New Sh

ipbuil

ding Co-ntracts.

It is

reported th i

s week

that

the Fairfield

Shipbuilding and Engineering

Com

pany

have

booked a co

ntract

for a

paddle

steamer,

330ft.

long

and

38 ft. broad, for

the

passenger service on

the

Thames

and

for

the

owner-s of

the

Koh-i-Noor, which

wa

s

also

built by

that company.

t is

said

that a.

fa

st

pas

senger

steamer

is

to

be

built on the

Clyde for service

in

the Bri

stol Channel. A

number

of local builders have

tendered

for

the

work.

The

vessel is

to hav

e a speed of

18

knot

s.

Con

tractjo1

Sugar Refine? Y llfachinery. Messrs . J . and

R.

Hou

ston, engineers, Greenock,

ha

ve contracted

to

construct a large

quantity

of machinery for a sug:u

r

efi

nery

in

Brisbane.

Glasg

o'W

Co

al Trade

a;nd

the Clyde T

rust . A

movement

has

been

originated

the

coa

lmaste

rs of

the

west

of

Scot

l

and

for sec

uring d1r

ect

repr

ese

ntati

on of

the

coal

trade

on

th

e

Clyde Tr u

sb

.

I t

has long been

maintained

that

the

in t

e

rest

s of

the trade

are

not

properly

attended

to by

the Trust,

that

the required facihties for sh ipping

coal in the harbour are not provided, and that when the

s

light

est press

ure

of demand arises, inconvenience and

loss result. The movement, we hear, meets with con

siderable

sympathy

and support . The shipowners,

as

also the

timber trade

and th e grain

and

fl our iruporters,

have in recent years been careful

to

have

th

emselves

repr esented amongst the elected members of the

Tru

st.

T he Gla. fgow Corporation Tra

mways. I t

is now a settled

thing

that

th

e Glasgow Corporation tramway

s y ~ t e m

which

is

on

a.

very

exte

nsive scale, will, on

and after

July 1, 1894, be worked

by and

for

the

owners.

With

that end

in

view,

the

Corporation

Tramway

s Committee

have extensive works

in

course of erection as depots for

ca

r&stables,

and

power stations (i f need b

e) at

no fewer

than nine

places

within the city and the immediat

e

suburbs. Th ese will cost,

it

is expected,

about

100,000Z.,

and th

ey will afford accommodation for

about

3000 horses

and

from 250 to 300

ca

rs

and other

vehicles.

By

way of

inaugurating this great muni

cipal e

nt

e

rpri

se, a memorial

stone was

laid at tb

e mo

st

important

of

the

depOts

la

st

Friday

by

Lord

Provost Be

ll,

in pre

sence of a very large

company, including members of

the

town council

and

othe

r leading citizen

s. Th

e event, which was followed

by

a

lun

cheon,

at

which several speeches were delivered, was

a very

marked

success.

P

ete1

head

Ha r

bour

of

R

ejuge. Tbe

engineers' repo

rt

for

th

e

year ended March

31

last states

that

during

the

pa.

st

year the

breakwater at Peterhead

Harbour

has been

extended 6 7 ~ ft .,

and the

fo

undat

ions of a further length

of

60 ft

. have been

prepar

ed,

and the structure

rai sed

up

on

them to

a he

ight

of

ab

out 7 ft.

The

preparation of

the

foun

dati

ons for

th i

s length was very tedious, owing

to

its

having

been necess

ary

to bench a

quantity

of very

hard

side-

lying

rock,

and

clear away not only

the mat

erial

thus

excavated,

but

also a

quantity

of large boulders and

gravel

whi

ch

had

accumulated

in the

rock basins and

gulleys on th e

line

of

breakwat

er,

all

of which work

had

to

be

executed

by

divers

in

a very expoaed

po

sition.

The

quantity

of rock, boulders, &c.,

thus

removed

amounted

to 327 cubic

yard

s.

Th

e

de

s

ign

of

th

e

Barge Harbour

having been modified,

and its extent

reduce

d, this

section

of the works

has not

proceeded as regularly

as ib

would

otherwise

have

done.

NO'rES FROM SOUTH YORKSHIRE.

SHEi FIEL

D,

Wedn

esday.

La ncashire, D erbyshire, and

East

Coast R:.tilway.- Mr.

F inished I ro lll and

~ t e e l

r a d ~ s . -

r c h a n t s

.report

th at the inquiry

f

or

fimsbed

11 0n

.

1s

qu1eter

than

.1t was

ver re

ce

ntly,

but the

works

are 10 most

cases st1ll

w e ~ l

y d

with contracts

formerly

placed,

a.nd

ther

e

1s

occup1e .

c

b ange

ractically

no change 10

pr1ces . ommon

ars

r

Emerson Bainbridge, the chairman of this company,

together

with

the

other

directors, has this week mad e a.

tour for

the

purpose of inspecting this new railway so far

as it is completed. Owing to

the

energy of the contractors,

aided

by

fine weathe r, everythine- wa3 found in a forward

state. Th e

party

included

the Hon. Evelyn

Pierrepoint,

Major Dalrymple, Mr. Nicholson, Mr.

R. Elliott

Cooper

(the engineer of

the line),

and

the other

members of

the

staff.

After

lea ving Chesterfield, th ey were able

to trav

el

a

distan

ce of near

ly

12 miles over

the route

of

the

new

railway.

The

Staveley

m p a . n y

new yYarsop Col

liery

is close

to the

new hne,

and

1s n o ~ m a forward

state. t

is expected

to

be a very

tmp

ortant cus

tomer

to

the

new

l i n ~ . The

Bolsover Company

1

s new

Cresswell Colli

ery

will

shortly

open

its

. o r ~ i n g

near

to

the

new railway.

Th e

se two compaDles wtll be

capab

le

of

despat

c

hing n ~ a . r l y

3000 ton s .day. In several of

the railway cuttmgs

valuable

b m l d m ~ stone has

been

discovered,

and it is

expected that thlB

may

open

out

a

new line

of

indust

ry.

hom

5l. 5s. up

to

5/. 12

3.

6d.

per

ton,

and best ~ a r s

run

u

to Gl

2s. 6d.

par

ton-all

less

5.

per

?ent.

~ n t .

Olber

finished

iron

goods

h a v ~

pnces

1

prporttn.

Most of the steel works

are

f a u l ~ well

s?pphed

With

d

b

t

' t

1

s

f

ound to

be

exceedmgly difficult

to

g

et

or

ers, u 1

additional

orders

at any

advance m priCes. . .

Scotch Coal Trade._

There

appears to be

no

cessat10n m

h ti

vity

which prevails

at p r e s ~ n t

m

the

Scot.ch coal

ed

ac

The s

hipment

s

at the o u ~ ports durmg

~ h e

r:Ste.;,eek

with or

two except10ns, of a

~ e ~ y h ~ g b

P t"-e ,.

2

t

,,rn

s show

an

all-round p'lrtlOtpa.tlOn

v e r a g

an4

.1

.

..,

Iro-n and Ste

el. T h e

heavy industries of the

di

s

trict

a

: e

suffering severely,

and in

the ~ a s t end of Sheffield

several

leading

houses have been closed for a month.

Without

s

uppli

es of coal a

nd

coke

at

r easonable ra tes,

there

will

be

no

resumpti

on of work for

the

p r e s ~ n t .

An essential

to the trade

of S b ~ e l d

and the district

is a full supp

ly

of fu el

at

ra tes running for steam coal

from 7s. to 9s. Prices

are

now 16s.

to

20s.

per

ton,

the

consequence being almost a

total sto

ppage.

Armour

plate

houses

ha

ve fair orders

in

hand on home

and

fore

ign

accou

nt, but little

is doing, owing

to the

exigencies of

th

e si t

uatio

n.

Coal C1isis.-Better supplies of Derbyshire and Staf

fordshire fuel are coming into the market, but prices

are

still

high. Colliers

are

obdurate

for

the

present,

and

not inclined

to

listen to any proposals for a reduction of

wages, though within th e

past tw

e

nty

-four hours the

offers of those who are willing to compromise matters by

a 10 per cent. reduction

are

be

ing

listened to. In

Sheffield a meeting of

ten

mayors

ha

s mad e recom

mendations

that amount

to the

men returning to work ab

th e old

rate

of wages, with a 10 per cent. reduction in wages

in

six weeks,

tim

e.

The

fact that

the

owners have made

a rebate of 10 per ce

nt. in their demand

s is

known

offering full work

at

15 off

the

40 per cent.

ad

vanoe.

The

point must

be settled between

the

contending parties,

but in the

meantime valuable supplies of fuel

are

coming

in

fr

om

the

little collie

ri

es,

and there

does

not appear the

slightest

probability

of

any material

reduction

1n

prices,

though

the

whole of

the pits

were

at

once

to

commerce

work, for

at

least a

fortnight to

come. All

the

h

eavy

trades

are

down " till

the

question uf fuel

supply

is

sett

led.

NOTES FROM CLEVELAND AND

THE

NORTHERN CO

UNTIES.

M

IDDLESBROUGll,

\V

ednesday.

The Oleveland Ir on

Trad

e. Yest

e

rday

the

quarterly

meeting

of

th

e

North

of

England

iron and allied

trades

was held here,

but the attendance

on

'Cha

ng

e was

hardly

so

num

er

ou:S

as is generally seen

at the

usual weekly

gathering; the tone of

the market

was fiat,

and

little bus i

ness W&$ transacted. Although shipments thi s month

continue good and stocks are decreasing, buyers we

re

very backward, a.nd would not place orders except for

early delivery. Th e usual quarterly day fa cilities for

the

exhibition of articles of interest to

the

tr ade were afforded,

but Messrs. Macnay

and

Co., of

M i d d l e ~ b r o u g h

were

the

only firm who availed th emselves of thi s mode of advertising

their specialities. Th ey exhibited specimens of

an

industrial

light pa tented by a London rm. There wer-e sellers of

No. 3 g.m.b. Cleveland pig iron at 35s. for

prompt

f.o .b.

delivery,

and

parcels were disposed of at that price, but

several buyers endeavoured

to pur

chase at

rath

er less.

No. 4 foundry was sold at 33s. 6d., and grey forge was

said to have been bought at 32s. 6d., but

th

e latter quality

was rather scarce, and many sellers asked 32s. 9d.

for it .

Middl

esbrough warrants were weak at 34s. 10d.

cash buyers. Local bematite pig iron was in fairly good

d

ema

nd,

and

Nos. 1, 2,

and

3 of makers, eas t coast

brands

we

re

non easily obtained under 43s. 3d. for ea

rly

delivery.

Spanish ore wa.s steady, some dealers repo

rting

a slightly

upward tendency

in

price.

To

-d

ay

our

market

was very

weak,

and littl

e business ind eed was done. Prices were

weaker,

No

. 3 Cleveland pig being sold at 34s. ~ d . for

prompt deli

vE

ry . Middlesbrough

warrant

s closed 34s. 9d.

cash buvers.

Man ufactu/rcd I ron and Steel. Little ca

n be said of

th

ese

tw

o

important

industries. New work is

not

easily

secured,

and

quotations

are certainly

not moving upwards.

Probably

most firms would acce

pt

contracts on

th

e follow

ing terms:

Common iron bars,

4l 153

.

;

iron ship-plates,

4l

13

s.

9d. ; iron ship angles,

4l

12s.

Gd.

; steel ab ip

plate

s, 5l

; and

steel ship angles, 4l. 15s.,

all

less per

ce

nt

.

di

sco

unt

for cash.

Heavy

steel rails

are about

3t. 15s. to 3l. 17s. 6d.

net at

works.

Wag

e

Question in the I ron and Steel Trade.Ameeti

ng

composed of

the

Conciliation B

oa

rd 's representatives, the

members of

the

executive of

the

National

Ir

on

and

~ t e e l

Workers' Association,

and

in addition a delegate from

each of

the

wo rks whose wages are governed by

the

decisions of

the

awards

of

the

Board, was held in

the

Mec

hani

cs'

Institute,

Da.rlington, to consider

the

wages

question. Mr.

W.

Ancott, Wednesbury, president of

the

Association, occupied

the

chair.

There

were, including

the

offi cera a,nd represe

ntatives

of

the

Board,

35

delegates

pre3ent. A long discussion took place

with

regard

to the

offer of

the

employers to readopt

the

sli

ding

scale, leaving

out certain

questions of revision for considE'ration after

wards. A very

r o n ~

feeli

ng

was expressed

by the

dele

gates

against the

act10n of

the e m p l ~ y e r s

who desired a

revision

in

th e iron ra tes, as they cons1dered

it wa

s a de

partur

e from principle and. custom. o-fter fully

c

nsider

ing the matt

erh th e followmg resolut10n was

unamm

ous

ly

adopt

ed : " T

at this meeting

of

d e ~ ~ g a ~ e

represen.ti

ng

the

subscribers of

the

Board of ConctltatlOn

and Arbttra

tion

and th

e workmen

at

works n

ob

subsc

ribing

to, b

ut

g o v ~ r n e d by the

decisions of

the Boa

rd, unanimouslY r

e

solve to

instruct the

operatives' r

ep

rese

ntativ

es to agree

to

a renewal of

the

s

liding

scale on

the

condition that

the

whole of

the

claims for

the

revision of ra tes

paid in

th

e manufac

turing

iron de

partment

be withdrawn ;

the

question affec

ting the

revision of

the

steel

rates to

be

subm

it ted

to the

Board,

and

if

necessa

ry to an

inde

pendent

a r b i t r a ~ o r ;

and, failing

to

ask

that

the

sliding scale basts of 2s. above

shilhngs

for pounds be

in

creased."

Th

e question of

the

amalgamation of

the

Midland and

No

rthern

wages scales was considered,

but

as

th

e whole of

the

facts co

nc

e

rning the

operation of

the

scale had not been submitted to th e various meetings, it

was decided that the question be again referred to

the

lodges for

th

eir further consideration,

there

being plenty

of

ti m

e for this to be done, th e meeting of

the

Arbitr&

7/23/2019 Engineering Vol 56 1893-10-13

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7/23/2019 Engineering Vol 56 1893-10-13

18/33

OcT. 13 , 1893.]

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