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Engineering Vol 69 22nd June 1900
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7/17/2019 Engineering Vol 69 1900-06-22
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•
JUNE
22
1900 ]
THE
REFLECTrv·E POWER
OF l\IET.A.L
AND OF l\IETAL-BACKED GLA. \
Two ways are open to us for d
et erminin
g the
reflective power of a
substa
nce.
The dire
ct; method
measures the intensities of th e
in
c
id
ent and of the
re
fl
ected ray.
This
was fir
st
done in 1850
by
De la Provostaye and Desa ins
1
for the
ray
s ema
nating
from a heated bo
dy by
means of a thermo
pi le, when the
dependence of
the reflective
power
of metals from
the
angle
of
incidence was at once
recognised.
The
samo
principle underlie
s
the
re
searches of L ~ . n g l e y ,
Rubens,
3Nichols,
4
and
Trow
bridge,
5
and it may
n
ot be
superfluous
to
r e
pea
t
L ·m gley's words
on the
basis
of the
m
et
hod.
Although t
he lumin
osity of
any ray incre
ases pro
port ionally to
the heat in this
ray,
being
only
an
o
ther
m
anifestat
ion
of
t he
same
energy,
the
lumin
os
ity of
a colour is n
ot prop
ortional
to the
ener
gy which
pr
o
duc
es
it. Thus the se
nsa tion
of
crimson r
equire
s a
hi
gh
expenditure
of
energy-
0.001 erg-whilst the same amount of
energy
in the
green
wo
uld
call fo
rth 100,000 time
s th
at
visual
effect.
Sir
J o
hn
Conroy
0
a
pplied
in
1883
P otter
's
method
and
a
Ritchie-Bouguer phot
ometer, fixing two pieces
of
paper
to
t
he
bases
of
two
right-angled trian
gles
whose positions could be
adj
u
sted in
su
ch a way
that the
two
pap
ers seemed to overlap
one
another.
His
angles of incidence v
aried
between 10 deg
.
and
80
de
g.
But hi
s
re
s
ul t
s diffe
red
so
much
from
the
fo
rmul
re
of }..,re
snel, Cauchy,
and Mc
Cullagh,
and
fr
om
the observations of
P
otte
r a
nd of Jamin,
that he
que
stioned
the
co
rrectn
ess
of
t he
theory.
Th e effects
of
polish
and particularly
of pol
a
ri
sa
-
F0.
7.
- -
_
..... .....
_
t p
_
_____
_ __
"
: -
•
N G I N R I N G
rule, n
ot to
be
troubled
with polari
sat
ion effects,
but the
a
rrangement
is
en
tirely
original.
In
o
rd
er
no
t
to
lose t
he ultravi
olet rays, t
he
l
enses and
pr
isms were mad e
up
of
quartz
and
t
he
achr
o
matic
combinat io
ns
of fluor-s
par and
4 uartz. The re
searches concern metals
and
glass backed with
m
et a
ls, and so far th e wave
lengt
hs between A =
450 a
nd A
= 700
f L f L
; particulars concerning the
ultra
violet
spectrum
hav e not yet
app
eare
d.
The principle of
the m
et
hod is the following :
Tho so urce of light,
a
(diagram,
Fig. 1
, is
placed
in front
of
the
mirror
S
under
examination,
a
lit tle
ab
ove
the princip
al axis,
lest
the heat con
vect ion
curr
ent s should
di
sturb
the paths of
the
ray
s . The rays,
marked in the diagr
am,
it
sho
uld
be mentioned
,
ar
e
only explanat
ory
and not in
tended
as const ructive lines.
The source a being
in
the centre of
curvature in the
case
of
s
pherical
mirr
or
plan
e
surfaces wer
e also s
tudied
he real
image
{3
will fall
in the
co
ntinu
at ion of
a
below
the
axis.
The lens
L
1
repr
oduces t hese
im
ages
at a
1
3
h
in
the
s
lit
V of
the spectrum photometer,
which
comprises
the
len
ses and prism
s
indicated
on
the
diagram.
The slit
is
a
double
Vierordt slit,
con
sisting of an
upper
and
a
lower
half, each
adju
st
able.
The
arrangements
are such
that
all
the
images
pr
o
duced have the same
size as
the
source
a.
That side of a
(an incandesce
n t
striP.
of
platinum,
heated
electrically), which faces
the.l
e
ns
L
1
,
will be
called
the
front,
and the
respective
ray
s,
marked
in
full,
the
direct
rd.ys ;
the side
f
ac
ing
the
mirror,
and
reflected
by
it,
will
be
called
the
back,
and
the respec
t ive d
ot t
ed rays
the
indirect
rays. Th us
th e single arrow images a
1
a: are di rect images of the
fr
ont of
a
whils t the doubl e ar ro ws
fJ
{
1
fJ
2
mark
Spectrunv-
plwtom.£ter.
p
s
------------
0
wllimator
.
Tele-scope
.
tion with
la r
ge angl
es
of incidence
and
other
diffi
culties may, howeve
r,
suffice to
ex
plain
the
dis
cr
epancies.
The other ob
s
ervers
have avo
id
ed t
he
polarisation effects. Lo
rd Raylei
gh
7
confined him
self to
small angles
of
incidence,
i .e.
almo
st per
pendic
ular rays
,
and
devised a novel
mirror
arrange
ment
for
pho
to
metric ob
servations. So far, glass,
silver, a
nd
speculum
metal had been experimented
upon. Ru be
ns
st udi ed also gold, nickel, &c., and
he as we
ll as
L
ang
ley, Nichols, and Trowbridge,
already mentioned, investiga ted the
relation
be
tween reflective power
and
wave leng th in the
visible a
nd
also in the
ultr
a-red
spectrum.
The
indirect
m
et
hods
derive
the refract ive
index,
the
refl.e
ct h
·e
and
th e
ab
sorp t ive
power of metal
s
fr
om
the
ob
servation
of two con
sta
nts, charac
teri
st
ic
for each metal,
generally the principal
azim
uth
a
nd
t he principal
incid
ence.
Such
de t
e
r
min
atio
ns have
be
en
made by
J a
min
,s
Haughto n
,
0
Qu
incke,
10
and par
t icularly by
Drude,
1
1
who experi
mented
on a la
rge numb
er
of
me tals.
But
there
remained
and
r
ema
in
s a good d
ea
l
to be
don e,
especially
in the quantitative
examination
of t
he
ultr
aviol
et
rays,
although the
researches, which we
summarise in
the
pr
e
sen
t article, ha
ve
greatly
added to ou
r
knowled
ge
.
This
wo
rk has been
done
by E.
Hagen
a
nd
H. Ru
bens, in the Reichsan
sta
l
t, an
d
ha
s
been de
s
cribed in the Zeit
s
chrift
fiir In st
rumentenkunde,
12
by permi
ssion of whose
publisher, Mr.
J.
Sprin
ge
r,
r
ep
roduce the di
a
grams.
Th
e
method is
again
photometrical
and
th
e angle of incidence
very
small, deg., as a
1
Ann.
de
Cbim. Pbys., vol. xxx., page
276,
1850.
2
Pbil. Mag , vol. r;a,
pag:e 10,
1889.
3
Wi
ed.
Ann.,
vol. xxxv1i., page 249, 1889.
4
Wied.
Ann
.,
vol. lx., page
401.
1897.
G
Wied.
Ann
z
vol. lxv., page
595,
1898 .
6
Proc. Roy. :::soc., vol. xxxv., page 26, 1883.
7 Proc . Roy. Soc. vol.
xli.,
page 274, 1886.
s
Ann.
de
Cbim. Ph ys., vol. xxii., page
311,
1888.
9
Pbil.
Tr
ans., 1863, page
12
3.
JO Poa-i · Ann., Jubilee
Volume,
page 336, 1874.
l W1ed. Ann., vol. xxxix., page 481
,
1890.
12
October, 1899, page 293.
indirect ima
ges of the back of t
he
source of
light.
0
is
the
sl
ot of
the eye-piece,
and
the compari
son is effected a
fter Clerk
Maxwell
's
m
et
hod, de
scribed
in
his ' 'Theory of Compound
Colours.
1
3
P
is a div erg
ing
quartz prism, p
a
biprism
with
very
acute
angles.
If the
biprism
w
ere
ab
sen t the
rays
issuing
fr
om
a and
{3
would
be concentrated by
t
he objective
L
1
and
lenses to two r
ea
l images, falling
in
the
plane
of the
eye-piece s
lit 0. Th
e biprism
bends
the
rays,
impinging
on
it
s lower
half
a
little
upwards, and lowers those falling
on it
s
upper
half.
As
a
re
sult we obtain two pairs of images,
in
s
tead
of one,
and
the middle pair will
more
or less coin
cide
in such
a
manner
that an
upright
di r
ect
image
(of the
front of
t
he platinum strip)
will
be supet
·
posed on
an inverted indirect ima
ge (of the back
of a). This
is,
in
a
certain respect, undesirable,
but
it
cannot be
avoided,
and
becau
se
of
this
circumstance t
he
sourc e
of light mu
st be
quite
uni
form ; the c
orrespondin
g
arrangement
of the eye
piece
slit
will pr es
ently be
explained.
A fur
t
her
study
of
the
diagram
will d
emo
nst ra te
that
i f
we c
ut
off the
upper and
lower images
at
0
by
me
ans
of
ver
t ical
stops
,
and look towards the
biprism p
t
he upper half
of
it
will
be illuminated
ex
clusively
by dll
·ect ra
ys
coming
from the
fr
o
nt
of
a
whil
st
the lower
half
will receive
only indirect
light
from
th
e back
of a
reflected
fr
om
the mirr
o
r. It
furth
er
re
s
ul ts
t
hat the
ray
s
pa
ssing
through the
upp
er
biprism in t
o t
he
e
ye hav
e also crossed
the
lo
wer half of L
1
, and vice
vt
rsd and that for the
experiments
o
nly
t he portion of
the mirror be
tween
i and le is
ess
en
t ial ; the
rest, i .e.
the upper
half
of
the mirro
r,
might be
dispen
s
ed with. The
two
fi
e
ld
s which
are phot
ometrically
to be
compared
li
e close
ly by the
side of
one another
;
the
line
of
separation
dis
ap
pe
ars
co
mpletely
in
the red end
at
diffu
se illuminati
on
of
t he
tw
o s
lits.
Th e
observer further sees
the lens L
3
,
the hi
prism
p the pr i
sm
P, and
the len
ses
L
2
, L.,
a
nd
the
mirror S
all
projected up
on
one
another,
with
1
3 Phil. Trans., vol. cl., page 57, 1860.
the
ir scratche
s and
st r
ire, &c.
A
co
rrection
for
the influences
exerted by
L
1
in this respect, can be
ma
de
by
t
urnin
g this
len
s
th r
o
ugh 180
d
eg
.
a ~ ~ m t
its op t ical axis . Th e
ot
her
disturban
ces ansmg
fr
om
wan
t
of
homogene
ity can
be
e ~ i m i n a ~ e d by
a
dj ust ing
the
width
of
the Vierordt
s
ht,
whiCh
can
be
s
hifted
bilat
erally.
The Vierordt slit
is
fixed
in the collimator of
the
s
pectrum photome
te
r.
A stop with central
cross-
hairs can be fitted in the place
of
the
cap of
the collimator. The line
connecting this
cross
with the
demarcation
line
of
t
he
tw
o
slits is
the
axis
of
collimat io
n. In
the observing
telescope
the
cross
-hair
st
op
is rep
laced
by a Maxwell eye-piec.e
s
lit,
provided with t wo bilaterally
adjus
ta
bl
e hori
zo
ntal
jaws
and
two
vertical
jaws, singly
movable.
A
ring surrounds the object
end
of the
observing
telescope; the biprism p
is fixed
in
an
arm pivoted
in
t
hi
s
rin
g (
Fig.
2) ;
the angle of
the
biprism
is
only
22
minutes
. Th e
source
of lig
h t
is a strip
of
platinum
foil
40 millimetres
long,
2 millimetre
s
wide-
so
that the image a
2
{3
2
in Fi
g.
1 is smaller
than
the
diamete
r of
the
pupil
- -
and 0.1 millim
etre
thick,
covered with
a film of
spongy platinum, 2 f L
in
thickness,
and
mo
unted in vertical plane, as
indicated in
Fig.
3,
between two columns, one of
which
a grip
s
the strip by
a
spring
so
as
to keep
it taut at
all
temperature
s.
The
platform
on which
the pla
t
inum
is
mounted can
be turned about
180
dog.
by
the aid
of
the arm d (Fig
.
3). The
proj
ector
lens
L
1
,
only
indicated in Fig. 1,
consi
sts
of
a positive
lens
of
fluor-spar
between
two nega
tiv
e
quartz
lens
es.
The
optical
bench (Fig.
3)
was
formed
by
the
bed
of a
la
t he.
One of the
chief
task
s
of the adjustment
is
to fix
the
platinum st
rip
about 60 centimetres
from the
co
llimator
slit in such a way that collimation is
attained,
and that
its
lower edge lies about
0.
5
millimetre above the axis of collimation. The little
rid
er c (Fig. 3) helps in t
his operation
. The bent
arm a
is
pivoted on
a slide moving on the fixed foil
support
b
and
the
rider itself forms
a
n-strap,
bo
t h sides
of
which
are slotted, the line
co
nnec
t
in
g
t
he slots
being at
right angles
to the
incandescent
strip. The rid
er does
not
touch the foil
when
bent
down.
Th
e
adjustment of
the
strip
is
very
simple.
I t
is
only
necess
ary to
close
the
eye-piece
slit
so
as
to
leave
an opening about1
millimetre
square, take
out
the eye-piece
of
the
observing
telescope,
and
view
the object. I f that point
of the
platinum
foil
which
is visible
through the rider
coincides
with the
cross
hairs in front of
the
collimator head, even
when
the s
late platform on
which
the platinum
foil is moun ted, is
turned through
180
deg
. , colli
mation
will h
ave been attained. The height
ad
justment
is easily effected
by
me
a
ns of the sc
rews
marked.
The
fixing
of the mirr
or
is
also easy,
with
t
he
he
lp of the
micrometer
screw f and the
screw
e.
That port
ion of the platinum
foil
which
is
n
ot
cove
red by the slit in
t he
rider must
coincide
for both the
ima
ges,
pr
oje
cted
on th
e
Vierordt
slit.
When
finally
the
biprism is
turned in,
two
of
the
four
images
mu
st coincide.
If the
colours
of the image
s
should
not be
q
uite
the
sam
e,
the
edges of the
pr i
sm
are
not vertical.
A
sharper
test for this co
ndition
is
to ob
se
rve
the
sodium
line
of
a flame, first
without
and then
with
the
biprism in position; the
line
must be
double in
both
cases.
Th
e w}dth
of
Vierordt
s
lit
w
as
gene
rn:
lly O.lo
o
r. 0. 2 mtlhme
t re, th at the e
ye
-
piece
sh t
abo
ut
twic
e
as much. Th
e
vertical ja w
s of the
latter
were
s
hifted until they
cut off the
oute
r
imag
.es 1) entirely, withou
t
quite touching
the
mner Images
a
2
{3
2
•
The
ob
serving telescope
was succe
ss
ively fixed
for
wave-le
ngths between
450 700
p
p.
at in te rval
s
of 50 p. p. and
the
r e s p e c ~ I
ve
b ~ e a d t h
of the two
sli ts,
which produced
equal mten
s1ty
of the two
photome
t ric fields
were
derived
from ten observations. The table on
which
the
incande
s
cent
foil
wa
s
mount
ed was
then turned
through
180 d
eg., and the observations
were
re
pea
ted. Before
starting
such
a
se
ries,
it
was as
cer
tained
by the
aid
of th e rider that the
light, falling
upon
the two halves of th e Viero
rdt
slit actually
did
come from the
fr
ont and
back of
the
s ~ m e por
tion of
th e inca
ndescent platinum. Twen
t y
more
observations
were
ta ken at
the end of
each series.
in
o
rder to de t
e
rmin
e
accurately
the
width of the
upp
er mo.vable .slit
at
which the two fields
appear
of equalm
t ens1ty,
when
the
upper
a
nd lower slits
receive
the
s
ame amount
of
light.
A disc of plaster
was .
for t h i ~ purp
ose oblique.ly
placed
about 25
centimetres
m
front of the Vterordt
slit
to
serv
e
as a reflector for an
incandescence
lamp.
Th i
s.
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J
uNE
22, 1900.)
E N G I N E E R I N G.
8os
150 HORSE-POWER
GAS
ENGINE WORKING WITH MOND
GAS.
CON
TRU
C
TED
BY R .
J.
:K H.
ANDREW
AND
CO.
, LIMITED,
ENGINEERS, RE
DDI
H, NEAR
STOCKPORT.
,
•
•
•
•
==.-::
---
0 0
•
I
•
f10 .2.
'
F .3
- .
For Description
see Pag
e 815.)
•
I
I
•
TUMBL£R V£RS£
-
.
the inshructive ways
in
which the prese
nt
and future
state of produ
ct
ions, traffic
by
rail and boat, ita
bulk and value
an
d direction rates, income a
nd
working expenses, are illustrated, may not
be
due
to ei ther.
Mr. Sympher's
volumes were first pub
lished in
1896,
and afterwards replenished and re
printed. Very few data go beyond
1897,
however.
Mr.
Prii
ssmann's books were published at the
b
eg
inning of last year.
Tr
ansport by water receives,
of course, particular attention. Much is necessarily
speculative, and
it
need hardly be mentioned t
hat
the best
is made of the case. The m em hers of the
Prussian Parliament will have no reason to com-
plain that the matter was not well put before them,
even if they confine themselves to the White Book.
Whet her
it
is profitable, however, to anticipate a
develo
pment
of certain industries and goods trans
port during th e next eight or ten
year
s, that the
completion of
th
e scheme may occupy, based on
the assumption of a continuation of the present
ra t
e of progress, viz. , 5 per cent. for the Rhenish
districts , and 3 per cent. for the country in general ,
a
nd
thence to speculate further on
th
e years
1908
to
1918,
is a question ; bu t some estimates of thi s
kind
have
to be
offered,
and
objections are dis
cussed in all fairness.
Both the Rhine and the Elbe take a nor th
westerly direction in their lower courses.
The
•
•
•
-
\
c
.
intermediate rivers, the Em s and the Veser, flow
right north, Ro
that
the mouths of the Weser
and
of the Elbe are equally dista
nt
from Heligoland,
whil
st the
1nouths of
the Rhine
and
the
Dollart,
in t
o which the
Em
s falls, are separated
by the
long
string of Dutch islands. The new canal is to supply
the missing cross-conne ctions and to form
an
artery
fron1
west to east. The eastern rivers of
Prussia approach one another by their right-bank
tributaries. Through the Havel and Spree,
the
Elbe comes near
the Oder;
and
the
War the
and
Netze almost co
nnect
the Oder with
the
Vist
ula.
;
canals completing
thi
s connection exist already.
The proposed Midland Canal would thus provide
for a waterway across the breadth of Nor th Ger
many. The plan is, of course, n
ot
new. I t occupied
the attention of Frederick II. and Napoleon,
but
it
would hardly have assumed definite shape, were
it not for
the
great develo
pment
of
the
coal
and
iron trade, and industries
in
general,
in
Rhenish
Pr ussia a
nd
Wes tphalia. The
indu
st rial
dis
t
ric ts
of Rhinela
nd
and Westphalia cover one
one
-hun
dred and fif t ieth of the area of the Empire, one
twenty seco
nd
of
the
total population is concen
trated there, and the
rA.ilway
s carry a quarter of
the whole traffic. In
1897, 73,000
tons passed
over 1 kilometre of rail track in the Ruhr district,
against
6800
tons in
the rest
of the
Empire
.
The
three chief Rhine ports of that part- Ruhrort,
Duisburg, Hochfeld- received and dispatched in
1896
more
than
10
million tons of goods.
On the
coal production, which has the lion share in t his
growth , we can give a few more recent figures than
t he publications subm
itted
to us.
Th
e coalfield
forms a quadrilateral, t he basin of th
ree
tributaries
of
the Rhin
e, the
Ruhr
,
Em
sch
er
, a
nd Lipp
e,
and
we
st almo t
up
to the Rhine. P opularly
the coal 1s known as Ruhr coal. Over
34:
thousand
millions of tons of coal are supposed to be buried
in that qua<hila
te
ral, and the most recent bo
ri n
gs
make
th
e basin more extensive st ill t
han
this esti
mate assumed.
Up
to the
pr
esent time few workings
ex
tend
fur t h
er
down
than 700 metres;
but good
coal lies waiting at a depth of 1000 metres.
If
50
million tons were brought up eve
ry
y
ea
r, and the
de
pth
of
700
metres
not
exceeded, the coal treasure
mig
ht
last
200
years. At
the
beginning of this
century the annual production did not surpass
230,000
tons.
By 1840
it had almost reached a
million tons. In
1892, 176
collieries, employing
142,24:7
men
w
men
and
boys are excluded
ro
duced 36,853,000 tons, worth about 12,000 l.
n
1898, 168
co
lli
eries, employing
192,000
'men,
produced
51,000,000
tons, worth
18,600,000l.
The
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E N G I N E E RI N G.
production of 1899 reached 53,000,000 tons.
Th
e Provinces, further into Russia, Austria-Hungary,
Rhenish-Westphalian Coal Syndicate, we may men-
and
down to the Lower Danube even, though
in
tion, was established in 1893.
The
iron industry
the Eastern
Baltic
Briti
sh coal competes success
has
grown apace with the coal product ion. In fully. If Silesia could really not find
any market
1897,
the Ruhr district
produced more
than
for her coal inland, Austria would probably
be
2,000,000
tons
of pig,
the
total
production
of the ready
to
buy. The coal pr
od
uction of Upper Silesia
Empire amounting to 4, 700,000
tons
. has so far beAn about half the production of the Ruhr
The great capabilities of inland can basin, about 4 million tons in 1864, and 17 million
easily be proved. During the twenty years 1875 tons
in
1894, against the figures mentioned above.
to 1895, the Pru ssian river
and
canal transport The lignite production is represented by approxi
has increased from 2900
to
7500 million ton- mate ly the same figures. The be
et
root sugar
kilom
et
res, whilst
the
railway s
dealt
with 10,900 and industry of Prussian-Saxo
ny
prospers on lignite.
26,500 million ton-kilometres respectively.
Tw
enty-
Th
e heating value of lignite is less
than
a
third
that
two per
cent.
of the total Pru ssian goods t r ~ n s p o r t of coal, and transport of
crude
lignite does not pay.
now takes
water ro
ut
es. The Rhino has become But lignite
brique
ttes
travel
far . At present they
the most important waterway of Europe. In 1895 are the favourite house fuel in Berlin, and there is
it carried 3030 million ton-kilometres, more than little danger that the Berliner will develop a pre
three times as much as 20 years previous. If we ference for Westphalian coal. Coal and lignite
revert to France, with
her
more extended net- are not really
in
direct competition. The chief
work of canals, we find a similar growth
in i ~ l n d
objections might, perhaps, be expressed in London
shipping.
The
yearly increase reached in 1898, language: the
East
End does
not
see , why it should
4.8 per cent.
against
a little less than 4 per ce
nt.
pay for improving the West End.
It
does not
in the preceding
eighteen
years, and the total water
appear
to be asked to do so exactly, however.
For
freight amounted to 32. 5 million tons. In England the capital is to be raised by a loan, and unless t he
progress has unfortunately been retrogade, and the various provinces and governments, directly in
opponents of the new canal scheme have
not
failed terested, guarantee a certain portion both of the
to
point
to
that example. Fifty years ago England capital and of
the
working expenses,
the
canal is
could boast of a network of canals inferior
to that not to
be built.
of the Netherlands only. We have still some canals
The
canal will consist of several sections.
The
which
may be styled modern
in Lancashire and first will
be
the Rhine section, Laar-Herne, pro
Yorkshire, in addition to the great Manchester Ship ceeding from
Laar, on
the Rhine a little below
Canal.
But
on the
whole,
the
rail way companies Duisburg
and Ruhrort, up
the
Emscher
V alley in
which have gradually obtained control of most of
an
easterly direction. The Emscher is a small
the
canals have neglected them, so that they can at tributary of
the
Rhine, which has been allowed to
present
certainly
not enter
into competition with become a waste-water conduit for
the
busy district.
railways.
The
new German canal should, how-
The
canal will be independent of the river for this
ever, have a
future.
At present
grain
and pota- and
other
reasons, and keep mos
tly on
its southern
toes,
reaped
inland, leave th e
Baltic
ports of bank, but the lower part of the
river
may be
Pr ussia, and even Hamburg for Rotterdam, and utilised. The trace cu
ts
through the nor thern part
proceeding up the
Rhin
e, re-enter the western of the great coalfield. The first project of 1894,
provinces of
the
kingdom. The Rh enish basalt indeed, proposed to keep more to
the
south,
used on the N
or t
h-East Sea Canal, opened
in
1895, almost bisecting the basin. This project, known
took t
he
opposite course, down
the Rhine to
as the South Emscher project-the actual project
Rotterdam and th ence to Hamburg. The new is
the Emscher
Valley scheme-
had
to be aban
canal would
certainly
have facilitated the trans- doned, because
durin
g the preliminary stagAs the
port of building materials, and in so far as
it
will value of property had increaEei so largely that the
open up new ground, cannot fail to contribute to cost would have become prohibitive. f the nego
th e wealth of the country. But similar schemes tiations drag on much longer, that danger may be
had
been thrown out
by the
U
pp
er Chamber in repeated, and there would only remain
the
more
1883,
and
by
the
Lower House
in
189 . Why
st
ill northerly Lippe Valley route, longer but less ex
this
opposition pensive,
but
also entirely
out
of
the
coal
di
st r
ict,
t is a
big
scheme. t will cost
Pr u
ssia more who
se
enormous railway traffic
it
would, therefore,
than 13,000,000l. if the es timate be not exceeded, be unable to relieve. Although the ground is
and
t he
Fr
ee State of Bremen will have to bear undermined
in
all directions, and many of the
3 000 000l. for the regularisation of the Weser- galleries have
not
been filled
in
again, no trouble
an
important part of
the
project.
Ther
e are no is expected from cutting a deep canal bed.
For
strategical cons iderations, which were a powerful a tough elastic chalk marl, which attains a thick
support
for the
North-East
Sea Canal scheme.
It
ness of from 160 to 200 yards, overlies the coal
is clear, moreover, that once
the
canal, which is
to
seams,
many
of which are at considerable depths.
take vessels of 750 tons, is pushed to the Elbe, There may be a yielding of the surface level,
some of the eastern canals will have to be widened bu t cracks have not been observed
in
places
and
improved, and further outlay to be faced.
Th
en where the marl layer is 50 yards thick. The beds
the well-to-do industrial north-west will profit of some small water-courses (there a
re
no rivers to
directly, while t he agricultural poor east will
not
be crossed on this section) have sunk, and swamps
admit that
it will be nefit even indirectly. We are have been formed which have been changed into
n
ot
in this
country
unacquainted
with
farmers, who polders. Bridges and railway tracks have also given,
consider that the State is bound
to
support agri-
but
th
ere
has been no caving in, and no serious diffi
culture, whilst industry may take care of itself. The culties have been experienced, nor are any expected
difference between east and west has become accen- after a careful study of the conditions. It is, how
tuated
of late
in Prus
sia.
'rhe Ea
st-
Elbian
a
rist
o-
ever, regarded as possible
that
with the exten
sion
cratic landlord-
in
the north-west
the
peasant of the collieries, the lower Emscher Valley, that is,
farmer predominate
s
is against
the
canal, which
Qoth the
river and
the
canal will assume a lower
he fears, will only help
to bring
foreign grain and level ; and not
to
be obliged
to
protect both, the
wood into t he heart of the
country,
which protec- canal may be
united with
the river in that reach.
tive duties, for which he has always voted, and high Th e Emscher Valley Canal will have a length of
railway
r t ~ s
so f_ar have kept off.. Thoug.h_ the 39.5 kilometres (24.5 miles). Its dimensions will
agraria.ns
Will
receive one of t heir chtef requisites, be those of the whole Midland Canal system :
Thomas slag meal, much
in
demand as manure, Depth, 2.5 metres (8 ft. 2.5. in.); breadth on the
at a cheaper rate,
and
be able
to
secure more direct water line, 30 metres (98 ft.) ;
and
at
th
e bottom,
market routes for their agricultural produce, they 18 metres (60 ft.) Bridges will have a minimum
are the chief opponents of the Bill. The r.egularisa- clearance of 13
ft
. ; 10-ft. towing paths are
to
be
tion of the Weser up
to
Hameln, essential for the provided
on
both sid es ; the canal is intended for
future of the canal, is regarded with particular simultaneous t raffic
in
bot h directions, and all locks
suspicion.
t
is als o P.ointed out the construe- will Le double. It is surprising that, so far as we
tion of the canal will for ye ars deprive
the
farmer have noticed, no suggestion of electric haulage s
of cheap labour.
The
Government would pro- made anywhere. But it is, no doubt, more
bably rejoice i f that were so,
and they
o u n ~ them- advisable
to
base t he haulage cost estimates on
selves relieved of any un employed questwn for t
he
u
se
of
steam
tugs, and not of electric
ten
years
to
come
;
c a ~ a l l a b o u r e r s
can always
be
appliances
about
whose performance we
st
ill lack
imported and the ordinary farm hand does not reliable data. The seven locks will have a mini
care for the work. mum useful length of 67 metres (220 ft. ), a width of
The
owners of the collieries
an
d mines of Upper 8.6 metres (28 ft.), and a depth of 3 metres
and Lower Silesia
and
of the lignite basin of Prus- (9 ft . 10 in.). One lock of a pair will generally be
eian-Saxony have also protested. Much Silesian o n ~ e 95 metres,
~ n d
the terminal locks on
the
coal goes down the Oder
and
into the
Eastern Rhme and
Elbe w1ll have more t han double the
•
[JuNE 22 1900.
average length, aud a proportionately larCYer width.
The Rh_ne-Herne section will overcome average
level difference of 35 m
et
res (115 ft.)
in
seven
locks.
Th
e level of
the Rhine
at Laar may, how
ever, vary
by
31 ft.
The
canal le,·el
at
the
Herne
terminus will be 56 metres (184 ft .) above
normal mean. Fifty-three iron bridges will cross
the canal section. The feed will be from the second
section.
This second section will be part of the Dort
m u n d Canal, l r ~ d y open to traffic, though
not
qUite completed m all parts, which takes a
northerly
course from Dortmund,
and
afterwards
follows the
Ems River
to its m
ou t
h. The total
length
is 263 kilometres,
about
100 kilometres
(62 miles) of which will be incorporated in the
new canal. This is the Herne- Bevergern sec
tion with the Dortmund branch, which joins
the
main canal at H enrichenburg, where the
famous ship-lifting
plant
has been erected . A
system of lock steps will be added, both to act
as a
re
serve for
the
hydraulic lifts and to
quicken the t raffic.
The
main fe eder from
Hohensy burg
on
t he Ruhr River, about 9 miles
south of Dortmund, tunnel and open co urse, will
be ab le to supply up to 5 cubic metres (175 lb.
foot) of water
per
second.
St
eam pump feeder
stations are further planned for Henrichenburg
and
Miinster, about the middle of this section.
The t unn
el
will n
ot
come close to any pits. The
new locks at
Henrichenburg
are expected to cost
about
135,
OOOl
A pair of locks will also be needed
at Miinster.
At
Bevergern, th e Midland Canal will branch
off with
out
any change of level nor locks-locks
are
further
down on
the Ems
Canal-and proceed
329 kilometres (205 miles) further east, until
it
joins the Elbe in two short branches. 'Ihe main
branch will end at H einrichsberg, opposite the
Ihle or Plauen Canal, which forms a short cut
over to
the
R avel ;
the
other branch will bend to
the
south, and end at Magdeburg, a few miles
higher up
the
Elbe. Magdeburg is an important
industria
l town of 220,000 inhabitants. Together
with the eight side canals, amo
ngst wh
ich we
mention the Osnabriick, Hildesheim, P eine, and
Brunswick branches, this section will have a
len
gt
h of 414 kilometres (257 miles), and the
total len
gt
h of
the
main canal, from the Rhine
to
the
Elbe, not reckoning any branches, will be
470 kilometres (292 miles).
The
route selected
keeps just north of all the mountains of
Northun
Germany, the
Teutoburger
Wald, Weser Mountains,
Harz, c., and along the southern border of the
nor th-we
ster
n low plain ; the bed will, on the
whole, be in sandy or loamy soil. Rock will have
to be pierced in a few short portions only,
but
a good
many aqueducts will be needed.
'rhe
trace cuts
through the beautiful forests of Lippe, which are
regarded as the pattern of forest culture ; this forest
will be spared as much as possible. A more southerly
route, via Brunswick and Bielefeld, would have
avoided
the
large deviation to
th
e north, joining
the Dortmund-Bevergern section further south ;
but
this trace would not have touched the im
porta
nt
towns of Minden
and
Hanover (almos t
200,000 inh abitants) and would have o f f ~ r e greater
difficulties. Particular difficulties or novel engi
neering features are hardly expected on the whole
system.
The sect
i
on
will be fed from the Elbe and
from
the
Weser; the
latter
river will be tapped some
20 miles above Minden
at
Rinteln, and supp1y up to
10 cubic
metre
s of water per second.
The
Midland
sect
ion will cross a number of
rivers, all flowing north, and one going south-east.
This la tter, the Ohre, runs for some distance
parallel, but
in
opposite direction to the Aller, a
tributary of
the
Weser, which receives most of the
ot
her
rivers.
The
land between these two rivers
used to be
a swamp, known as
the
Dromling, which
has not
been
drained well.
'rhis
Dromling has
decided the level of that canal reach, Hanover
Oebiafelde, of about 60 miles' length. The level is
the maximum of the whole canal, 56 .6 metres above
normal mean.
From
thence the descent is made
to the
Elbe
at 37.4 metres, in four steps. But
we
have begun
at the
wrong end . For from Bevergern,
with which we should have started, to Hanover,
the
canal mainta ins
the
Mi
inster
level, so
that
we
get one reach, 130 miles in length, unifo.rm v e ~
49.8 metres, without any locks. Mmden IS on
t1n
s
very remarkable long reach, and there the
We
ser
River will be crossed by an aqueduct, about
4.0
ft.
above mean river level. Vessels from the Weser
will ascend by two locks placed on the Minden
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UNE 22
1900.]
branch,
and it is po
in t
ed out
as
a particular advan
ta ge that
those
vessels will proceed
east
or west
without
m
eeting any contrary
curren t. The
side
canal s are probably to help
in
preventing stagna
tion
.
Th
ese side canals, it should be mentioned,
are
only plann ed on the one-vessel line,
with pa
ss
in
g places, o
r,
at a
ny rate,
o
nly with
sin gle locks.
W e will n
ot
en
te
r in to par ticulars, which
are
in
some cases st ill do
ubtful.
The regul
arisat
ion of the W
eser cannot
be dis
c u ~ s e d
as a canal
sect
ion, but it fo
rms
a most im
po
rtant
part of the scheme.
Th
e riv er l
ength
concern ed is 236 k ilometres (147 miles) from
Hameln t
he H amel
in
of folk
-l
ore), do
wn
to
Br
emen
; the Lower W eser is alrea
dy
regularised.
The lar
gest
paddle-wheel
bo
ats now plying on
this
reach have a len
gt
h of 200 ft., a widt h of 36 ft.,
and
a draught of 31 in Barges are used to the
m
aximum
draug
ht
of 63
in.,
and burde
ns
of 560
tons, occasionally 700
tons
.
The
river winds a good
deal, with
awkward
curves. The regul
arisat
ion is
to e f f ~ c t a
width
of
30
or 40 m
et
res, a
nd
tl:e d
ep t
h
of the
main
canal, 2.5
metres
(8 ft.
2.5
in. ),
with
loc
ks
12 me tres (39 ft .) wide,
and
67 or 200
metres
(220 ft. or 356 ft .) lon g. Th e
tw
enty loc
ks are to
be
placed in canals with straight
appr
oaches, 700
metres in lengt
h,
needle we
irs
being p
lanned
for the
riv er . The in cline is 1 : 3200, the level between
H ameln and
Brem
En descending from 63.6 to
3. 5 met res, a difference of almost 200 f
t. The
r egularisation is to be completed in about fiv e
years
at a cost of 3,119,000l. ; the ma
in t
e
nan
ce
and
wo
rkin
g ex
pen
ses would
ave
rage
about
35,000l.
annually.
P a
rt
of
these
s
ums not
q
uite
a t
hird
)
will
be
found by
Prus
sia ; but the
main
burden
will rest on Bremen. ·
Pr uss
ia asked last year for power
to
raise a
c1pita l of 260,784,700
mark
s,
estimating the
main
tenance a
nd
working expenses at 2, 169,100 marks .
The
eq
uivale
nts
of these sums a re 13,039,235l. and
10
8,455L To cover the current
exp
enses,
due
s
are
to
be raised, and it is t h
ought that
in some cases
th
e
dues
may be fixed
at
even .four times
the
ra tes,
charged
on the regularised Upper Oder, for in
The
experi
ence
gained
on the North
East Sea Canal, now beginning
to pay
with r
e·
du ced ra tes,
ha
s ha
rdly bee
n such
as
to ju
st i
fy
this
policy. To begin with high dues, to be lowered if
necess
ity
should
dem
a
nd
it
and
circumstances
a
ll
ow it, may
be safer
than
ri
s
king
the oppos
it
e
exp
e
rim
e
nt, to
let the trade try the advan
tages of
th
e new
route,
a
nd rai se the
charges
when
the route has beco
me
po
pul
a
r.
But the
qu es tion rema
ins
open. M
ean
while the Govern
men t, which will be its own competitor, as t he
chief railway
lin
es
are
Sta
te prop
erty, is pr e
pared
for a decrease in
th
e railway revenues
in the
first
cana
l years. F or any great
chang
e
in
the
means of conveyance is accompanied
by
a shift
ing in the t raffic relat ions which
general
develop
ments
Cco tn
alone equaliso,
and
does
as
a
ru l
e
equali
se.
Bu t the Government does not reckon
upon creating new indust ries of much
imp
ort
anc
e,
though
th ere are \aluable
qu
arr ies a long the
Midland Canal, and
min
or coalfie
lds
may become
workable. One feature app ears to
be
treated
rather optimistical1 y. Ice,
h
g
h
and low water,
and Sunda
ys
in
te
rfere
with
river and canal traffic,
and re
du
ce th e number of useful days
to
270 (on
the
Rhine)
and less.
Frost,
it is anticipated, will
close
the
new canal for
abo
ut eight weeks-
du ring
J nu ary and F ebruary.
Now the
se months, we
read
in
the Wh
it
e Book, are the qu
ietest
f
or
the
~ i l
ways
of
the
busy Ruhr dist
rict , so th
at
th e
railways mi
ght
t
ake
the
whole traffic as
in
the days
of old. There is
something
in that argum ent ; for
th e
frost
would
create
a stagnat ion in the wat er
traffic of the whole
kin
gdo
m and
wou
ld
n
ot
sud
denly fall upon t he n ew cana l. But frosts not
r e l y set
in
in December , when the ra ilways on
t ~ e
Rhine and in Westphal
ia
are quite ove
rcr
owded.
Th e tr a
ffic
fluctuates, moreover, a
nd
fogs are
by
no
means
unknown
in the bl
ack
R uhr co
un
try. We
are
not
awar e, howeve
r,
that importance h
as
b
een
attached
to
such
ob
jections, and we,
in
any case,
wish the best success to so great a
pr
oject which
aims
at
providing one
of the
chief facto
rs
of modern
civilisation traffic facilities.
A
MERtoAN BRIDGE BurLDTNG.- The American Bridge
Jompany, a. combination of 28 of the largest con
cern
s
interes ted in American bridge building. has just been
r ~ a n i
The capital stock is
fixed
at 70,000,000 dole.,
half preferred and half common.
E N G I N E E R I N
G.
8o7
P
ARIS
E
XHIBITION
RAILWAYS.
a moving platform
driven by
a fixed
motor ; this
appea
rs to have been the first recorded idea of
THE TRAV
ELLING
P
LATFORM
.
the
sy
ste
m.
I t
is evident, however, that at that
time,
th
e proposal was no t a practical one, for it
Concluded from page 708 ) could not have
be
en put to any exte
nd
ed use with-
IN
our
last article we dealt
with
one part of the out the aid of electric transmission. M. Dalifol's
dupli
cate sy
ste
m of c
ir
cular railways const
ru
ct
ed
r
ai
lway consisted of a
stag
ing placed at a convenient
for
the
convenience of visitors
to
th e Pa ris
Exhibi
-
height ab
ove the gro
und;
of a fixed
platf
orm
to
tion, and we
publi
shed a plan of the route adopted. which
pa
ssengers ascended ; and of a movable plat
This
plan
we now reproduce ;
it
shows that, s
tart-
form on which th ey
trave
lled.
This
last was built
ing
fr
om the lower part of the Es planade des In -
up
of a
numb
er of
short length
s to fac
ilitate
turning
valides, the r
oute run
s along the Quai d'Orsay,
tra-
curves, ea
ch
l
engt
h being
mounted on
a small
verses one side of the Champ
de
Mars, and r
et
urns truck ; these trucks were on whe els with rubber
to
the upp
er e
nd
of
th
e Es
planade
des I
nva
lides
by
covered tyres f
or quiet running
,
and th
e whole was
st
reet
s exterior
to
th e Exposition, completing the placed on fixed rails.
Such appears to
hav e been
c
ir
cle
n.t
th e lower
end
of th e Esplanade. Th e
train
s
the or
igin of t
he
movable platform
; the
question
thus run continuously
in the
same direct ion, and has a certain interest now
th
at this means of
tr a
ns
at
very
frequent
in
te
rvals, so
far
as the electric por t has
been
developed from a fantastic idea to a
railway is concern ed ; the travelling
platform
being practical s
ystem
of locomotion.
const
an
tly in movement, no delays occur in
taking The
movable platform in
operat
ion at
Paris, is
on, and
puttin
g
off pa
ssengers.
As
is shown by t
he the
joint work of M. Blot, to whom the
credit
of
plan, Fig. 1, both means of transport follow
the the
original scheme is due, to MM. Guyenet and
sa
me
course, and to a large extent the cent re
line
of Mocomble assist ed by
M.
Armengaud. I t was l\1:.
each is identical. But whereas
it
w
as
necessary to ' Blot who, in 1888, obtained a patent
for
a moving
accept widely varying levels for t
he
railway, involv-
1
platform by means of friction whee
ls
in fixed bear-
F0 1
U£
R U £
RI /£
{S4DS I
ELECTRIC RAILWAY
Q
•
STATION
MOVING PLATFORM
STATION
ing tunn els and viaducts, with some 40ft. of differ- ings, and it is this principle that has
be
en wo
rk
ed
ence between one and the other, the tra folling out at the
Exhibition.
His platform consisted of
platform
is prac
tically a level line, at a unifo
rm
an iron framew
ork, to
which was attached the
height
ab
ove the ground,
built,
where convenient, floo
ring
of the moving
platf
o
rm,
which was placed
immediately over the railway, while where this la
tte
r between t wo fixed sidewalks ; to the underside of
passes on a
viaduct
along one side of a s
treet,
the the transverse
fr
aming, were fixed rails that rested
platform is continued
on
the other side of the on the ro
ll
ers above spoken of, the
la
tter fo
rmin
g
same
street.
The
p
lan
shows t
he
positions of the the
carrying
wheels. The weight produced sufficie
nt
asce
ndin
g and descending
st a
irways, giving access
ad
hesion
to
move the
platform
when
the
wheels
were
to
the
plat form ,
uy
open c i r c l the railway driven. M. Blot also proposed what was much
in
stations
being
ind
icated
by
black circles. The advance of the time, to drive the structure electri
travelling platform is certainly the g
reatest and
cally,
though it
is not shown how he proposed to
most
pop
ular novelty of
the
Exhibition, one which
carry out this
importa
nt
detail. I t was not in te
nd
ed
will continue to afford convenience and amusement that
the
movement should be continuous ; on
the
to
many
thousandR of visitors every day.
I t
can· contrary,
stops
were to
be
made every
tw
o minutes,
n ot
be
that this is the first t ime
it
has
been
the
f:lp
e
ed
being too
hi
gh
to
allow passengers to step
pre
sented to the public; but
it
ce
rtainly
has never off or
on
when the ar
ran
geme
nt
was in motion.
before b
een put to
practical public use, for
the
At
that time
the ingenious d
eta
il, on which
the
installations at Chicago and Be
rlin
were li tt le success of the sc
heme
depends, that of multiple
more than
ex
pe
riment
s. The
platf
orm at
Paris,
platforms, with differential speeds, had not
been
moreover, is ve
ry
different in
de
sign
to
i
ts
pre- o
f.
M.
Blot
proposed to
exhibit his
de
decessors. A few words
on th i
s poin t
ma
y
be
vice at the
Paris Exhibition
of 1889,
but
was too
of in terest, and may explain the American and late to do so. This same project was, howeve
r,
French claims to o
ri
ginality. Th e f
ormer
syEtem, revived for 1900, with
many improvements
and
due to
Schmidt and Siblee,
as carr
ied out in modifications, which we propose to describe. I t
Chicago and Berlin, comprised two platforms, one will
be at
once seen that the u
se
of two
parallel
of which was
suppo
rted on th e axl es, and
the
o
th
er (and in
the
case of curves, concentric) rails, fixed to
on the t
yr
es of th e wheels of a serie s of trucks the pla tform
as
friction
su
rfaces, wou
ld
present
that formed an e
ndless chain
a
nd
r olled
upon
a many diffic
ul
ties;
to
overcome th ese, M. Guyenet
rail track. Th e French claim
priority
of inve
n-
suggested r
ep
laci
ng them
by a single
runnin
g
tion for a M. Dalifol, who, in 1880, obtained a plate
or
central girder, fixed
to
the underside of
patent
for a new sy
stem
of t rant?port, cons
isting
of the platform along its central line, an d to connect
A
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•
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E N G I N E E R I N G.
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} UNE 2 2, I 900 ]
E N G I N E E R I N G
THE
TRAVELLING
PLATFORM
AT
THE
PARIS
EXHIBITION
(For
Des
cription, see Page 807.)
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ro
the le
ngths
of
the platform by hin
ges.
The
sec
t ions of
platform
were also to
be
s
upp
orted on an
underframe and wheels
running
on rails ; t hese
latter serve mere
ly
to
sup
port the platform, t he
driving being entirely through the central girder.
I t may be pointed out t h
at
only each alternate sec
tion of
the
platform is mounted on the trucks, in
order to facilitate turning curves ; and th
at
a special
fea.ture of originality is the introduction of two
di
st
inct
r olling systems, one supporting the plat
form, the
ot
her driving it.
The credit due to M. de Mocomble r efers to a
very ingenious means of elastic suspension for the
fr i
ct
ion ro
ll
ers,
in
li
eu of
the
Belleville
sprin
gs
at
first empl oyed. By his syste m the frame carrying
the electric motor, the
fr
iction roller,
and
t he in
termediate
gear
is free to oscillate around a fixed
horizontal axis. The lower part of the frame,
which is suspended on an
upper
horizontal axis,
r ests on the middle of a plate spring like that of a
railway carr iage ; t he ends of the spring being con
nected by screwed rods to t he frame Qf t he fixed
staging. t will be seen that by turning the holding
nu
ts on these rods,
the points
of attac
hm
e
nt
are
shifted, and the tension of the
sp
rin g is n1odified.
Con1plications were involved
by
the introduction
of two platforms moving at different speeds, one of
which runs at a fairly high rate,while the
ot
her moves
slowly enough to allow passengers to step on it
fr
om
the
fixed side walk ; special
arrangements
were
ev
id
en t
ly necessary to obtain t hese varying
rates of moveme
nt
.
In
carrying o
ut this
de tai l
there
was
an
en
tire
divergence
fr
om
what
had
been done in Chicago
and
Berlin,
and
a very
simple plan was adopted. The two friction rollers,
each of which drives a platform through the
running plate, are direct driven by the same
dynamo ; but
the
friction l oller of the slow plat
form is made only ha
lf
the
diameter
of that of
the high-speed platform.
The lar
ger roller is
mounted on one
end
of the gear shaft driven by
the motor, w bile the smaller one is on an extension
of this shaft , jointed to the latt er in such a way
as to
adapt
itself to irregularities tha t may exist ;
the smaller, like the larger, roller, rests on an
elastic a
nd
adjustable frame.
In the
Chicago plat
fo
rm
the
ra
t io of
1
to 2 in the speed was a neces
sar
y one,
bu
t at Paris a different ratio might have
been chosen, had not that relat ion of speed for
the two platforms seemed the most convenie
nt
for
passengers to step from one to the other.
Th
e a
uth
orities of
the
Exhibition, before
sa
nc
tioning the
const ruct ion of this novel work, very
properly took great pains to satisfy themselves
as
to
i
ts sa
fety
and
convenience,
and
t o this e
nd
they in
sisted that a trial length of complete platform
should be constructed and submitted to tests. In
accordance with this condition, a length of 400
metres was erected
at
Saint Ouen,
near
Paris, com
plete in every particular, and practically similar in
all details to
the
actual work now in operation. I t
was built
as
an oval,
an
d includ
ed
in
it
s course all
t he difficulties
that
would
be
encountered on the
Exhibition track; that is to say, it had curves of 40
metres radius, and gradients of 1
in
350 ;
it
was
erected about 9 ft. above the ground upon iron
stanchions ; there were 27 pairs of friction rollers.
Th e double platforms were calculated to accommo
date
four p a ~ s e n g e r s
per
square metre, which ga,·o
a load of about 300 kilogrammes per
metre-run
for
the low-speed platform,
and
1000 kilogrammes
pe
r
metre
for the higher speed. Th.e tests, which were
very exhaust ive, proved satisfactory in every way
to
the
au thorities, while the loss by frict ion only
amounted to 5 pe r cent.
We may now pass on . o consi?er
the
. actual
tai ls a
nd
modes of workmg of thts very 1nterestmg
and
hi
ghly successful o n . . has been
explained, the steep gradtents permissible on. the
railway could not be adopt ed, and grad1ents
as easy as possible were necessary.
In
terference
with t he public traffic of the streets traversed, or
with the crowds in the Exhibition enclosure, was
out of the qu
est
i
on
; therefore it was necessary to
con
struct th
e whole
line
or viaduct
with
ample
headway. This was atten_ded
by
c o ~ v e n e n c e
of ascending
and
d e s ~ e r e l a t ~ v e l y lugh fi tghts
of st airs, an inconvenience that m1ght, and should,
h
ave been
avoided,
by
t he use of elevators . Con
siderina this drawback,
it
is probable that much
of the
~ u c c e s s
of the platform is due to. its novelty,
and the
curiosity
it
exc
it
es.
Th
e vtad uct stag·
ing is large
ly
of timb er,
and
was erected
by
MM. Schmidt
and
Co. The iron portions were
made by the Societe des Constructions de Levallois-
E N G I N E E R I N G.
Perret,
who,
it
will be remembered, built the
viaduct f
or the
electric railway,
recently
described
in
ENGINEERING. All the upper
parts
of the
viaduct are of iron, but th e tres tles are of wood,
except near the P orte Rapp, where access is gained
to t he Textile Building of
the Ex
hibit ion. H ere
the trestles are of
ir
on, which gives a more decora
tive, or
rath
er a less o
ffens
ive, appearance to
the
structure. Even
as
it
stands, however,
the
eff
ect
is very
un f
ortunate, the ornamental en
trance being to a largo extent conceal
ed and
blocked by the rail way and platform structures.
The heig
ht
of the rails on which the supp orting
whee
ls
of
the
platform
run,
is 21.32 ft. above
the
ground ;
the
viaduct in all consists of
268
spa
ns varying
fr
on1 29.5 ft . to 59. 0 ft. in length,
the
total d
ev
elopment of the line being 3323
metres (10, 902 ft. ). Nearly all the girders form
ing the spans are of the latt ice type, only a few
of them being plate girders, introduced to in
crease headway in some of
the
st reets. Th ere
are 56 different patterns of girders, a number th
at
co
uld
not be reduced on account of curves, and of
special conditions
at
different
poin t
s. W e pu blish
on pages 808
and
809 some typical d
eta
ils for which
we
are
indebted to the Societe des Constructions
de Levallois-Perret. Th e timber t rest lework pre
sents no point of in terest, though
it
may be men
tioned
that
this type of construction was adopted
to diminish to some extent the annoyance from
vibr
at
ion, to
the
residents in houses adjoining
the
platform,
and
which,
it wa
s considered, mig
ht
be
Pi1]. 14.
•
l __ -·
-
\
- ________
•
•
I
less with
timb
er
than
with iron.
Fig
s. 2 to
7
illust rate t he d
eta
ils of the
type
of superst ruc
ture ; generally there are three longitudinal girders
placed 1. 90 metres apart (6.23 ft .), so that the
total width is 3.80 metres (12.46 ft .) from centre
to centre of o
ut
side girders ;
the
heig
ht
of these is
1.25 metres
(4 .10
ft.), and
the
length of panels is
1.
50 metres (4. 92 f t.), a dimension
corr
esponding
to
the distance
apart
of the cross-bearers that
carry the fixed platform. Fig. 9 is a tr ansverse
section showing the arrangeme
nt
of all the plat
forms, as well as the centr al girders, the friction
rollers, carrying wheels, the transverse and longi
tudinal bearers, and the service platform, which
is necessary for the inspection and 1naintenance of
the mechanism, conductors,
Th
e l
atte
r are
car
ried beneath
this
in
spection pl
>it
fo
rm
on insu
lators. The horizontal
and
transverse bracing is
indicated in the diagrams, Figs. 2, 3, and 4, and
in
more detail in Figs. 5, 6, and 7. Th ese views refer
to a part of
the
work done
at
a station where the
width is naturally greater than elsewhere; thus
at
the Porte
Rapp
the
wid
th
is 7.80 metres (25.59 ft. ).
We
have referred to some exceptional construction
in which plate gi
rd
ers are employed ; two such,
instead of
thr
ee, as
in
the case of the lat tice
girders, are used ; they are placed 3.80 metres
(12.46
ft .) apart, and are connected by transverse
girders that carry the longit udinal bearers of the
platform ways.
Fig.
8 is a transverse section of
th
is
type
of construction ; it shows
the
ar
rangement
of the plat forms a
nd
their accessories
in
relation to
the ironwork of the superstructure.
We may now pass on to consid
er
the mechanism
by which the movement of the platforms is main
ta
ined,
and the
electric
mot
ors.
In
a
previous
article (see page 708 Jfflte) we explained that the
E lectric
Rai
lway
and
Moving Platform Company
do not generate their own current,
but
purchase it
from one of the
Paris
district syndicates that sup
ply light and power. Thi s is a temporary expe-
[ ] UNE
2 2 I
900
dient, to be exchanged la
te
r
fo
r a larger supply
fr
om the new electric
stat
ion of
th
e Western of
France
Railway.
The
high voltage current when
brought to the power station of the electric plat
form is converted by transformers, as explained in
the article referred to above. F or the platform
bare cables suspended in porcelain insulators below
th
e service gangway are employed.
Figs. 9
to 11,
which show the details of the
driving mechanism, are, it should be explained,
those to which the experimental len
gt
h at St .
Ouen was constructed; there was, however, no diffe
rence in principle between this temporal.'y installa
tion and
the
more
permanent
work for t.he
Ex
hibi
tion 1 the
exact
form of t he trestle work and super
struc
ture is noli
th
e same, and some
te
mporary
devices were introduced f
or
convenience
of
testing.
We were obliged to use this typs of drawing, for,
curious
ly
enough, the Compagnie des Transports de
'Exposition could not furnish us with a deta iled
drawing of the work actually completed ;
it
wilJ ,
however, answer our purpose in describi
ng
the
arrangement.
The motors
are
placed between the
trestles of t he spans, and, as a
lr
eady explained,
they can oscillate aro und the axis of suspension x
carried at the ends by the iron bearers h attached
to the beams j j which form, wi th the longitu
dinals carrying the travelling paths of the platforms,
a solid bearing for the motor that weighed 1.3 tons.
On the other side the frame of the motor rests on
the centre of the plate spring z the regul
at
ing
screw rods of which
are
shown
at y .
The speed of
I
1
•
I
-·-----
I
r
{SSS
267
_____ J
•
the
motor is, of
co
urse, re
du
ced by gearing. The
small friction roller can be raised wh en run
ning, independently of the other and larger
wheel, and without affecting (on account of the
flexible coupling) the shaft on which the latter
is mounted. Th eoretically t he speeds and dia
m
ete
rs of the two rollers correspond to a move
m
ent
of 4 and 8 kilometres
per
hour of
the platforms,
but the
se rates were not attained
at the commencement of the tes ts, and are even
now scarcely realised with the platforms in
their regular work. rhe platform trucks are
illustrated in
Fi
gs.
12
and
13,
which show the
arrangement very clearly. Under each of them
is placed the cen
tr a
l girder, or rolling path,
with its hinged connectio
ns
; each alternate truck
is
without
carrying wheels ; the ends of the frames
are respectively concave and convex, the platform
sections being similarly shaped ; by this arrange
ment close contact is assured
wh
en passing
round curves. The ends of those sections of the
platforms carried by the t rucks witho
ut
wh eels,
re
st
on the ends of t he adjacent trucks by means of
s1nall rollers. The difference in level between the
mov ing platform and the fixed side walk is only
5 centimetres, so that the feet of passengers cannot
be caught ; the concave and convex ends of the
platforms are covered with lea ther so as to form
close contact. B
ot
h mov ing platforms are protected
by h
andra
ils, made in sections, between which chains
are
hung
so
as not
to
in t
erfere with
the
articul
at
ion
posts are also placed at intervals to assist passengers
to step on or oft' the travelling platform. A few
words shou ld be added about the electric motors
employed to drive the friction rollers. They were
supp
lied
by the
ociote
Industri
elle procedcs
\Vest inghouse, who also fu rnished the pla
nt
for the
power station. This plant, it will be remembered,
was l
ost
in the ill-fated s
hip
Pauillac, so that the
railway company was much inconven ienced, and
even obliged to modify cons:derably the details
7/17/2019 Engineering Vol 69 1900-06-22
http://slidepdf.com/reader/full/engineering-vol-69-1900-06-22 9/36
J
UNE
2
2
I
900.J
of their installation. Figs. 14 and 15 give some
idea of the general arrangement of th e motors of
which
127 are in
sen ·ice for working
the p l a t f o ~
They
a r ~
of the Westinghouse
du
st-proof
type
,
enclosed In a
~ t e e
casing, so as to
protect them
as
Duch as possible from 1ain and du
st;
ventilation
1s u r ~ d by. he h?les made in the casing. They
are
ex01ted 1n
se
n es ;
the
poles are
built up
of
thin
pla
te
s bolted to
the
frame.
Th
e a
rm
atures
are serrated; but
th
e number of
teeth
is small to
reduce the heating of the poles. On another o ~ c a -
sion we shall describe a
ve
ry in te
re
sting accessory
t o
the
tr
avelling pl
at
fo
rm;
t
hi
s is
the te
lephone
se
rvice which is used for communicating through
out the line between the
se
veral stations and
the
offices of t
he
company. For
the
present
we
may
finish th is notice with t
he
remarks that
the
trave
lling plat form works extremely well
and
smoothly, and that it attracts enormous crowds,
who find a great delight
in
this novel means of
locomotion. Often more t
han
90,000 persons avail
th emse
lv
es of it
in
a day, and a-s time goes on, t
hi
s
n u m b ~ r
will d ~ u b t l increase. As the charge
mad
e 1s 50 ce
nh m
es, the revenue is considerable,
bu
t we do not know
what the
working expenses are.
THE YORK SHOW
.
FoR the third
time
in its hi
sto
ry
t
he
Royal .Agri
cultural Society of
England
is holding
its
a
nnual
Sh
ow
at
York.
I t
was t
here in
1848
and
again
in
1883, but in all probability this is
th
e last time it
will vis
it
the capital city of Yorkshire.
As
already
explained in our columns (see pages 258
and
322
ante , the Society is serious
ly
considering
the
ex
pediency of always holding the country meeting at
one place, in
stead
of wandering from
district
to
di
st
rict.
It
is already engaged to go to Cardiff
in
1901, but for all
future
yeard it is free to make
any arrangement
that
commands itself to t
he
council
and members. Vve believe
that
the final decision
has yet
to
be
made,
bu
t
ther
e is good reason to
believe that a permanent show
ground
will
be
establishe d near one of the large towns
in
the
Midl
ands
. The last two
year
s
hav
e been serious
-almost disastrou
s-
for the Society, for they lost
1568l. at Birmingham
in
1898,
and
6350l. at
Maidstone in 1899. The Maid
sto
ne Show was
not
expected to pay, although it was not an ticipated
th
at the loss would be as large as it was. The
Birmingham Show was a
great
disappointment.
I t was held some 9 or 10 miles distant from the
capital of the Midlands, and the small
attendanc
e
was at tributed to the unsatisfactory railway service .
This
experience will need to
be
ke
pt
in mind
in
se
lecting a
perman
en t location. Th
ere
are always
la r
ge
numbers
of perso
ns
ready to attend a show
if
it
is
within
a driving distanc
e,
who will not
undertake
a hot journey in a crowded train, with the possi
bility of
great
delays on
the
way. If we look at
the
results
attained during
the
last twenty
years, as
given in the
annexed
Table, it will be
seen
that
only on
fiv
e occasions has the profit exceeded 3000l.
nam ely, at
Derby
in 18
81 (4528l.) ;
at York in
1883
(5190l.) ; at N
ot t
ingh
am in
1888 (4229l.) ; at
Leicester
in
1896 (3600l.) ; and in Manchester
in
1897 (4074Z. ). The number of persons admitted
varied from
127,996
at
Derby
to
219,980
at
Man
chester, and the lowest was n ot exceeded at
any
oth
er to
wn
during the period except at the Windsor
Show, with its 155,707 visitors. Experien ce of
shows held
in
t
he
neighbourhood of London has
been too
painful to
allow of
the experiment
being
tried again.
Manchester
is not sufficiently central
as a permanent location, a
nd
probably the
sa
me
objection could be urged against York. I t would,
th
erefore, seem that one of
the other
towns we
have ju
st
mentioned will
be
the
loc
1ts of the Show
if it should
be
finally decided to keep to one place.
The views of the exhibitors of machinery
and
impl
ement s
are
by no me
ans
unanimous
in
favour
of the abolition of the
peri
patetic system.
The
large
firms
take
no ve
ry
decided stand ;
the
Show is to
them merely an incident in a very la rge sy
stem
by
which th ey seek t o gain publicity for their goods.
Th ey have agents
in
all di
st
rict
s ; th
ey
attend many
of the County Shows, and in one way or another
they spend large sums
in
advertising
them
selves and their productions. I t matters
but
li ttle
to
them
whe
re
the Royal
Show
is held. Fu rther,
th
ey know
that the man
,v
ho is going
to
lay
out seve
ral hundred pound
s on
an
eng ine will
take
pains to endeavour to get the best return for his
mon
ey. If
he
depends on his own
judgment, he
will travel a considerable distance to compare the
E N G I N E E R I N G.
Co t n try
M
ee
tings
of
the R oyal Agricultural Society
of
Englamd sitncc its Establish ment.
-
- -
Number
Number
Financial
Place of Co
untr
y
of Im -
Resu lt.
Year.
of Persons
M
ee tin
g. plem
ents
(+ = Profit
Admi
tted.
En te
red.
=
Loss.)
£,
1839
Oxford
• • • •
54
• •
- 1,162
1840
Cambridge ..
• •
11
5
-
938
•
1841
Liverpool ..
• •
312
••
- 2,166
1842
Bri
st
ol
• • • •
455
- 1,806
1848
Der
by
•
•
• •
508
••
- 3,164
1844
Sou thampto n
• •
948
••
- 2,142
1845
Shrewsb
ur
y
•
•
942
••
- 2,995
1846
New
cas tle
..
•
•
736
••
- 2,1
38
1847
INor thamp ton
• •
1,321
••
- 1,686
1848
Yo
rk ..
. .
• •
1.608
..
- 2,826
1849
Norwich
• • •
•
1,882
••
- 1,968
1850
Exeter
•
•
1,
223
• •
- 1,629
1851
Windsor
•
•
• •
• •
-
1,
294
185t
Lewes
• •
••
1,
722
••
- 8,218
1853
Gloucester ..
••
1,803
36,245 - 2,084
Lin
coln
• •
•
•
1,897
3'i 635
- 1, 002
1856
Carlisle
• •
••
1,314
37,633
-
860
1856
Chelmsford
••
2,702
32,982
- 1,982
1857
Salisbury
•• • •
2,4
06
37,342
-
346
1
858
Chester
• •
• •
3,648
62,589
+ 1,119
1859
Warwick
4,018
5. 5'" ..
+ 1,433• ••
0
1
I
1860
Can
te
r
bu
ry . .
• •
3,947
42,304 - 2,006
1861
Leeds
••
•
•
6,488
145,788
+ 4,470
1862
Batters
ea.
••
•
•
6,064
124,828
- 3,634
1863
Worcester
•
•
6,839
75,807 -
1,
279
1864
Newcastle
• •
• •
4,024
114,683
+ 1,342
1865
Plymouth
• •
4,023
88,036
-
743
1866
No Show
•
•
•
•
1867
Bur
y
St. Edmunds
4,804 61,837
- 2,040
1868
Leicester
.
• •
6,369
97,138
+
488
1869
Manchester
•
7,
72
4
189,102
+
9,
153
1870
Oxford
•
•
• •
7,851
72,053
- 2,604
1871
Wolverhampton* ..
7,650
107,519 - 2,175
1872
Cardiff . . . .
6,843
85,185
-
602
1873
Hull . .
••
•
•
5,634
104,722
-
4141874
Bedford
• •
•
•
5,931
11,989
- 8,717
1875
Taunton
••
• •
4,214
47,768
-
4,
6i7
1876
Birmingham
•
•
6,4
14
163,41 3
+ 3,424
1877 Li\'erpool ..
• •
6,980 138,3: 4
+ 8,947
1878
Bristol
•
•
•
•
6,887
122,042
+ 1,667
1879
l
{ilburn
• • • •
11 ,878 187,328
- 16,064
1880
Carlisle
••
• •
4,196 92,0
l l
-
638
1
88
1
Der
by
•
•
6,060
127,998
+ 4,528
US2
Reading
•
• ••
6,1
02
82 ,943
+
20
1883 York ..
• • ••
6,058
128,117
+ 6,190
1884
S
hr
ewsb
ur
y
.. 5,241 94,126
+ 2,801
1 85
Preston
•
•
••
5,313
94,192
+ 1,921
1886
Norwich
• •
•
•
4,61\6
104,909 - 1,062
8 ~ 7
Newcast
le ..
• •
3,6
16 127,372
- 2,029
1ass
o t t i n ~ h a m
.
.
4,
717
147,
92
7
+
4,
229
1889 Windsor
••
• •
7,446 155,707
- 4,966
1890 Plymouth
•
• • •
4,143
97,141 - 2,197
1a91
Don
caste
r
•
•
••
5,847 111 ,500
+
104
1892
W
arw
ick
.
• •
6,430
96,462
+ 2,055
1893
Chester
••
•
•
6,527
116,908 + 2,404
J 89 Camhridge ..
• •
6,o:n
111 ,658
+ 1,096
1895
Darlington ..
5,865 100,310
+
668
1896
Leicester
..
• •
6,447 146,277
+ 3,600
1897
Manch
este
r
•
•
7,340
217,980
+ 4,074
1898
Birmingha.mt .
4,938 98,277
- 1,fi68
1899
Maidstonet
4,231
68,676
- 6,382
1900 Yo rkt
• •
• •
4,983
* Exhibition
of
dupli
c
ate
impleme
nts pr
o
hibited
after
1871.
t Exhibi
ts in
special
shedding are
g
roup
ed
together,
anrl do
not
bear
se
parate
numbers.
products of different makers. ·
With
the smaller
fir ms the case is different ; with
them
a Royal Show
is often an
opportunity
of breaking new ground.
Th
ey come in contact with buyers whom they would
not have seen otherwise,
and they
find m
arkets
which t
hey had
not the organisation or t
he
energy to
enter in other ways. The
ir
customers have to be
sought; they wiJl not travel far in search of goods·.
Th
e " Man of
Kent' '
who
runs
a chicken farm will
not go to N
ot
tingham to see
the
la
test thing in
hen
coops; and the
small farmer will
buy
his
plough of the local ironmonger rather than make
a lo
ng
jo
urn
ey
in
search of novelties.
The
sub
ject is surrounded with difficulties. On
the
one
hand the Society
cannot be
expected to face a
succession of losses ; on the other it generally
obtains
2000l.
to
4000l.
from local subscriptions,
and
it is
not
like
ly
that any town will find such a
sum
year
by
ye ar .
I t
is now given- partly,
at
an
y
rate
- as
an
inducement to the Society to
came to a town because
th
e holding of a
Show brings immense sums for accommodation,
board,
and
horse
hir
e. Once the site is bought,
and
t
he
buildings erected, there will be less r eason
for t he townspeople to put their hands
in t
o their
pockets.
The
commi
ttee
who have
the
q uestion
in
hand
have no
light
responsibility ; already the
County Shows are competing very strongly with t
he
Royal for public support, and the latter must do
nothing
to
injure
i
ts
prestige.
THE
EN GINES.
n accordance with custom we commence our '
report with the engines,
but
there is very little to
sa
y. We cannot imitate
th
e c
hapter
on snakes in
Irel
a
nd
by saying
that there
are none, for
the
dis
play is both la rge and important. We
never
saw
better designed or
bett
er made engines, and a
way faring man, though a fool '' could not go
far
wrong in a purchase. I t may
be said
of agricult
ur
al
8
I
engines, as the .American
sa
id of whisky;
I
never
tasted any whisky
that
was n
ot
good," said he,
"alth
ough I have
tasted
some whisky that was
better
than
other whisky."
The
Show is full of
good engines, altho ugh the quality is not uniform.
The
prese
nt
year is no time for t he introduction
of novelties
;
manufacturers are sadly behindhand
with
their
ord ers,
and
all t
heir en
ergies have been
monopolised
in
attending to the needs of their
customers, and not infrequently in framing excuses
for late delivery. In the traction engine trade the
demands of
the
Government for
transport
engines
in South
Africa has added ver y considerably
to
the
ge
neral
congestion of or
der
s. On all sides
there
is plenty of work at remunerative prices, and
consequently no
temptat
ion
to
try new ventures.
Let well alone " is the motto that finds m
ost
acceptance with engineers just now, and when
they have any spare energy th ey devote it to the
improvement of workshop methods, a
subject
which does not come within
the
scope of t
he
present
article. The only firms who are showing
an entirely new design of engine are
Me
ssrs.
Clayton and Shuttlew
or t
h, of Lincoln. We dealt
in
our last issue with
their
compound traction
engine, with J0y valve, and need not now speak
of it
furth
er than to praise its fine finish.
Under this heading we may speak of the steam
diggers, although no
interest
attaches to
the
engines, for one of the merits claimed for th em is
that they can be co
nn
ected to a
ny
traction engine,
and
that
its
u s e f u l n e ~ ~ s for other work will not
he
lesse
ned there
by.
Th
e Society offered prizes re
spect
ively of 40l.
and
20l. for self-moving steam
diggers ;
there
were two
entries by
(a)
the Darby
Land
Digger Syndicate, Limited, of 6, Billiter
street, London, and (b) by the Cooper Steam
Digger Company, Limited,
King'
s
Lynn
. Avery fair
sized book might be written on the evolution of the
Darby
digger ; it has appeared at uncertain intervals
at
these shows, and in several different forms. Last
year it took an entirely new shape,
as
shown in
our
illustration on page 816,
and
became a cultivator
rather than a digger.
Th
e Cooper machine is a
regular feature
at
the shows,
and
has made for
itself a local reputation near
King's
Lynn, where
the
soil appears to
be
suited for its operation:
The
competitive trials came off
near
York, at l{
exb
y,
last week, with the result
that
the
first prize was
awarded to the Cooper Steam Digger Company,
and the
second prize was not awarded at all .
Th
e Cooper steam digger is
illustrat
ed on
page 816, and
its
construction is r eadily
unders
tood
from the engraving, although difficult to describe in
words.
From
the engi
ne
a
train
of spurw
he
els
drives two parallel crankshafts mounted in a frame
at the
rear
of a traction engine, behind the
driver
's
pl
at
form.
There
are four cranks on each shaft,
and the crankshafts are coupled together by rods
on which
are
mounted digging tines
in
two rows,
there being four sets of five tines each in the
front
row, and t wo sets of five and two of four tines
in
the back r
ow
. The whole arrangement is pivoted
and
can be raiRed
and
lowered by
the
driver to dig
from 2 in. to 8
in
. deep. There
are
also slippers
to keep the tin es at a uniform depth
in pa
ssing
over lands, " and should t
he
tines
me
et with rock
they can
lift th
e levers
and
cranks.
Th
e width
dug at each co
ur
se is 9 ft .
The Da
rby
steam l v i n ~ screw-action digger
is
attached to the r
ea
r of an ordinary 8 horse-power
traction engine, as shown
by the
engraving on page
816. It does not imita
te the
action of a spade or
fork
in the
hands of a labourer, but digs by the
action of
stee
l discs, which revolve horizo
ntally
below the surface of the ground, constantly lifting
and
breaking up t
he
soil as t
hey
move.
The width
operated
upon
is 11 ft. 6 in.,
and
it is
stated
that
th e work can be do
ne
at the rate oft acre per hour,
the depth of digging being adjustable from 2 in.
to
10 in .
The
digging discs are arranged
in
pairs,
each disc being on a spindle which has a slight play
in
one di r
ect
ion. Two spindles
project
from a
horizontal faceplate,
and
t
hi
s p la
te
is carried
at
the
lower end of a vertical driving spindle. There are
ten
spindles
arra
nged on two sides of an isosceles
tri angle enclosing the
rear
of the traction engine.
Ea ch
pair
of disc spindles has a revolving motion
about each
ot
her, like a pair of waltzers, and as the
whole machine is t ravelling,
their paths are
in
ter
laced cycloids. Owing
to
the play t
he steel
discs
tilt slightly as
they
c
hang
e from the forward to the
backward motion, and
vice versd,
the result being a.
pulverising of t
he
ground,
an ac t
ion which is aided
by t
he
spindles, which have to pass
through
the
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812 E N G I N E E R I N G.
[jUNE 22 1900.
1200 HORSE-POWER TRIPLE-
EXPANSION
ENGINE AT THE PARIS EXHIBI'riON.
CONSTRUCTED
BY THE
FRANCO-TOSI COMPANY, LEGNANO, ITALY.
I
For De:1cription,
see Page 815.)
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Steam
Cart and
Wagon Com
pany, of Dewsbury-road, Leeds.
These are,
in the
main, similar
to those shown last year. It
will
be
remembered
that
the
leading feature of these vehicles
~ ~ ; : ; ; ; : ; ; ; ~ ; : r t r : ; ; ; ; ; : ; ; ; ; ; ; ; ; ; : ; ; ~ : J J
6
-
A
is
that the cart
or wagon stands
sward,
if any
exists.
The
whole arrangement is
pivoted on the last-motion shaft of the engine,
and is
driven from
it
by bevel gear.
An
inclined
s
haft
carries the motion down to the vertical svindles,
which are driven at
about
20 revolutions
per
minute.
The
weight of the spindles
and their
gearing is car
ried
on a roller mounted
in
a frame.
By
means of
chains passing over pulleys on the frame
and
wind
ing
on a drum,
the
spindles can
be
raised
and
lowered all together.
The
power for this operation
is
afforded
by
means of a pair of cone clutches on
one of
the
driving shafts.
The
travelling speed is
stated to be
about
a mile an hour.
There are three
steam motor vehicles on the
Show ground. Two
are
shown by Mann s Patent
astride of the engine, but de
tachable from it.
The
Act
~ a y s
that
the
weight
of the ellgine must not exceed 3 tons,
and
that, in addition, it may draw a trailing wagon.
Most makers aim at making a complete moving
wagon, with a body or platform, weighing less
than
3 tons. This is a very difficult thing to do,
and
can only be accomplished by
the
lavish use of high
grade steel
and
bronze.
Mr.
Mann, on
the
other
hand, makes a two- wheeled wagon of such dimen
sions
that it
will
stand ast
ride of
the
engine.
Its
wheels
are
of
the
same size as
the
engine travelling
wheels, and of such a gauge that they will stand
just
outside the travelling wheels,
and
can
be
united to them with pins. When the two are
together
the
general effect is
that
of a complete
...
•
•
.
I
•
)
1
Feet
single vehicle ;
but, by
the removal of four pins,
the wagon body can be
run
off on its own
wheels, which, of course,
run
upon studs, and
n
ot
upon an axle. In the case of the cart, the
engine follows the lines of a traction engine very
closely, except that the firedoor is at
the
side of
the
box. Quite a considerable number of these
carts are
in
use drawing bricks
and
coal
s;
they
will hold 5 tons of the former and 4 tons of the
latter.
The
steam cylinders are 4 in. and i in.
in diameter
by
8 in. st roke. The wagon has a flat
top, like a Manchester lorry.
The
boil
er
is of the
portable type,
but
has the side plates of
the
firebox
carried backwards to form a
ba
se-plate for a pair of
hori
zo
ntal compound engines, of
the
same size as
the above. All the gearing is of the spur type, and
there are two travelling speeds.
By
keeping to
the
existing type of traction engine boiler, Mr . Mann
ha
s avoided many difficulties.
The
Lancashire Steam Motor Oompany, of Lay
land, Lancashire, entered a
tip
wagon and
a
lorry,
but the fo
rmer
was
not
ready for exhibition. The
lorry is driven
by
a pair of hori
zo
ntal compound
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•
•
-
JUNE 2 2, 1900.]
N G I N R I N G
•
-
-
I
I
•
STEAM
ENGINES AT
FHE PARIS
EX
Hi
I
BI TI 0 N.
I
Fig 3
.
CONSTRUCTED BY
THE
FRANCO-TOSI COMPANY LEGNANO, ITALY.
(For Descripti
on
, see Page 815.)
n
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r
I
: : : : = : E = = t : : = : : : : : : = : : t : = =
~ : i f
Fr:.U,
0
engines situated below the platform, but very
fairly accessible. The diameter of the cylinders
are 3 in. and 5f in., and the speeds 3 and 6 miles
an
hour. The crankshaft is geared
to
a· second
motion shaft on which is the compensating motion,
and this is geared to the travelling wheels by
Renolds) chains. The lorry platform is 12 ft. by
6ft., and will carry 4 tons. The boiler is of
the
vertical type,
and
is arranged to
burn
coke.
The
lurry is a well-designed and workmanlike vehicle
800 H oR
sE-
PowER QuADRUPLE-EXPANSION CoNDENSING ENGINE.
The last year or two there has been a sudden
activity in road scarifiers-that is, in apparatus for
pl
oughing up a macadam road before new metal is
laid on it for repairs. The ordinary method
is
to
set a number of men to pick up the surface, so
that
there may be no plane of cleavage between
the
old material and the new.
In
some few cases
it
has been customary for the road-roller to tow
behind it a weighted carriage with a chisel in it set
to groove
the
surface. The appliance, however,
was a very makes
hift
affair,
and
required a
lot
of
attention to make
it
work. The idea of affixing
the scarifier directly
to
the roller, so as to take ad
vantage of its weight and solidity, found expression
a year or two ago,
and
an apparatus was exhibited
at
the Show, and each year since there have been one
or two examples. Of those which appear at York we
have described all
in
previous years, except
that
of
Messrs. Marshall,, Sons, and Co., Limited, of Gains-
Fi J
.
6.
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1Jia of qyl .s
.
2:25 32.5 m
m,
SLroJce _ . . 25o
'm
vs
.
p _ 325
Stearn Pre-ss
..
9
aLr1uJs
.
{H it
c
-
I
I
60 HoRSE-PowEit VEttTICA.L TANDEM
Co: IPOUND
NoN
CONDENSING
ENGINE.
.borough. This is a more complete apparatus than
has appeared before, since
i t
can be traversed right
across the back of
the
roller, and will cut in any
position. All the other s are affixed to one side of
the
engine, and
it
is possible in a narrow road they
could
not
reach the centre, and a strip on the crown
would need to be done by hand.
In
Messrs. Mar
shall's engine a heavy cast-iron slide, like tlie cross
slide of a planing machine, is bolted to the back
of the driver's stand, and the scarifier traV'els on
this, there being a long screw for the purpose
The
chisels can, t herefore,
be
moved anywhere
over a range of several feet.
The
se tools are
mounted in a i n g i n g frame, pivoted at its
upper extremity, and ca.rrying two seaments
of wormwheels, gearing
in
to two
w o r m s ~ By
rotating these wo
rm
s with a handwheel the lower
extremity of
the
frame can
be
raised cl
ear
of
the
ground for travelling,or depressed for scarifying.
There are two sets of tools in a rotating tool-box, one
set for forward work
and the
other backing work
there being a lever working in a slotted sector fo;
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effecting the change of position. We hope to illus
trate
this scarifier shortly.
OIL AND GAS ENGINES.
Oil and gas engines have ceased to be novelties at
the Show. The
latter
dropped
out
of the c.ategory
years ago, when the expiration of the Otto patent
allowed all makers to adopt
one
design, and t h e r ~
was no longer any demand on their
ingenuity in
evading its claims. The oil engine is rapidly
settling down
to one
pattern, the variations being
in the working of the valves and small matters of
that
kind,
and not in matters
of
principle. There
are
still, however, g
rea
t diff
erenc
es
in
workmanship,
and buyers
need to exercise discretion
in
making
purchases .
At the
York Show these engines are
principally grouped
at
the right-hand side of the
ground,
and the
visitor first sees
the
display of
Messrs. Richard
Hornsby and
Sons, Limited, of
Grantham,
who won
the
Society's go
ld
medal for
the
se motors
at
Cambridge.
Next
he finds
the
large
stand
of Messrs. Crossley Brothers, Limited,
of Mancheste
r,
who show for
the
fir
st
time a
t horse-power oil engine, with a
pump
for
the
water
supply of farms
and
mansions. Then we have
the National Gas Engine Company, Limited, of
Ashton-under
-L
yne, wit h a fine
and
imposing dis
play of well-designed and constructed gas engines.
Among these is one specially intended for driving
dynamos, with
an
extra large
and
heavy flywheel,
and
with counterweighted crank cheeks. This
engine, which we ilJu
st
rate on page 824, is of
20
brake
horse-power,
and
has
an
o
uter
bearing
beyo
nd the
flywheel. Special att ention has been
paid to lubrication, and brushes are provided
to
catch the overflow of oil from the crankshafli bear
ings, so that none shall be thrown about. One of
the large engines is fitted with a self
sta
rter. This
comprises a hand pump fitted alongside the cy
linder. In using it, the exhaust valve is first
propped open and combustible mixture is pumped
into the cylinder until all t he air is expelled. The
valve is
then
closed. and a further supply of com
bustible mixture pumped in. A valve at
the
top
of the ignition tube is then opened, and_
he
mix
ture
flows
up
the incandescent tube until it fires
and
explodes the charge. The engine then gets
away, and the ordinary cycle is taken up.
Messrs. Tangyes, Limited, of Birmingham, show
their usual types of b
ot
h engines, and so do
their
neighhours, Messrs. Thomas Green and Son,
Li Dited, of Leeds.
At the next stand
is
an
old
acquaintance under a new name ; the "
oil engine is shown by the Shillingford Engineering
Company,
Limited,
of Cheltenham. This engine
was made origina11y by Messrs. W eyman and
Hitchcock ; then the firm changed to the Trusty
Engine Company, and built new works at Chelten
ham,
and now it has amalgamated with the Shilling
ford
Engineering Company, and taken its name,
which is known to most of our readers as
the
makers of the Geipel steam
trap.
MesH3. Allen
and Barker, of Ta
unton,
follow next; and then
come
two
firms who have n
ot
hithe
rto
been seen
at these shows, namely, Messrs. Drake and Fletcher,
of Maidsto
ne, and Messrs. W. J . B
ates
and Co., of
Denton, Manchester. 'l'he former show two engines.
The oil is contained
in
the base, and is raised a few
drops at a
time
by the suction of the pis
to
n, falling
into the vaporiser, and being swept in to the cylinder
on
th
e opening of
the
air
valve.
This
valve is
operated
by a
hi t
-and-miss motion, controlled by
an in
e
rt i
a goven10r, which is wo
rked by
an eccen
tric running at
half
the
speed of
the
. cranksh
af
t.
In Messrs.
Bates
a
nd
Co.'s engine
the
oil ·is drawn
to the air inlet
valve, which is operated automati
cally
by the
suction,
the
governing being effected
by
holding
the
exhau
st va.l
ve open when the speed
is excessive. Messrs. J ames B.
Petter and
Sons, of
Yeovil, show no less
than 10
of
their
engines ; and
next
to them Messrs. George Davies and Co., of
Aber
g.1ve
nny, announce
that
one of
th
.eir P aragon en
gines is used
to
supply water to Sandrmgham House.
'rhis
engine is a modification of the well-known Day
gas engine, which has
an
explosion eve
ry
revolution.
The crank chamber is enclosed,
and
acts as a pump
to
drive a combu
st
ible charge into
the
cylinder as
the previous charge is being exhausted.
t
has t he
advantaae th
at any
leakage
past
t he piston does n
ot
escape
~ t o
the engine-room,
and
hence
there
is
much less of the oil-engine odour than is usual.
Messrs. Cundall and Sons, Limited, of Shipley,
claim
that
they have the largest oil. engine
seen running at a Royal Show. I t
IS
fitted
w1th
th ree lamps, two for the combustion chamber and
ENGINEERING
one for t he igni tion t ube. All three lamps are fed
from an elevated reservoir, and keep
in
action when
the engine is te mporarily stopped. The oil supply
from the cylinder is fed by a pump.
I t
passes
th rough a valve casing controlled
by
a hi t-and -miss
motion
operated
by the governor. When the en
gine is above its n
or
mal speed, the oil flows back
to
the tank in the engine-base ; but
when
the
speed
drops, the governor closes the overflow valve
and
opens a valve
to the
vaporiser, into which
the
oil flows.
There are
two a
ir
valves; one is
adjusted
to
the
r equirem
en t
s of the engine,
but if
it should
pr
ove ins
uffi
cien t,
the other
opens to give
an
addi
t ional supply. This engine is a creditable piece of
construction.
Near
to
them
is
the
stand of
Mr.
John
Robson, also of Shipley, wit h
th
ree engines.
Oil engines are also shown by Messrs. Olayton and
Shuttleworth, Lincoln ; C. F. Wilson and Co.,
Aberdeen; .J. and F.
Howard,
Bedford;
Black
stone
and
Co , Stamford ; and Ruston, Proctor
and
Co., Lincoln.
Under this heading we mu
st
include, we suppose,
the
motor cultivator, shown by
the
Motor Culti
vator Syndicate (per J o
hn
Scott), Duddingston,
Edinburgh. t might be classed as an implement,
bu t it is fitted with a
cart
body for hauling pro
duce on roads, so that it is also
an
agricultural
locomot ive, a
nd
as it is driven by
an
oil engine it
may well be dealt with among them. We can only
give a superficial description of this novel machine,
for many of
the
parts are hidden from view,
and the makers are reticent about explaining
them
in
de t
ail as t
he patents are
not yet
com
plete. The cultivator is carried on four wheels,
two being driving wheels and two steering wheels.
The motive power is
pr
ovided by two cylinders,
9 in. in diameter by 10 in.
st
roke, working on to a
crankshaft. A second motion shaft is driven f rom
this by means of a cotton rope wound several
times round a pair of grooved pulleys, and with a
part of it taken in a bi
ght
round a jockey pulley.
From this seco
nd
motion shaft there is driven, by
bevel wheels, a short vertical shaft on which there
is another mul ti-grooved pulley, geared to a similar
pulley at the rear of the machine by another cotton
rope. The latter pulley is on a vertical sh
aft
geared by spurwheels to four other shafts, the fiv e
standing in a row at the rear end, and each carry
ing at its lower end a pair of prongs for stirring up
and cultivating the ground. These five cultivator
shafts, it will be understood, are
kept
in rotation
as
the
whole
implement
moves forward on
it
s
travelling wheels, and as they can be raised and
lowered, these prongs cut and pulverise the ground
to a depth of several inches. The cultivator was
only just finiahed in time for the Show, and has
not
yet been put to work, so it is like the young
bears ll
it
s troubles are before it.
biPLEMENTS
In the implement department of the Show, the
leading feature was a competition of cultivators.
We have
al
ready dealt with the steam diggers,
under the head of engines. The
ot
hers were
grouped as
general
purpose horse-power culti
vat
ors, " and the pr izes were of 40l. and 20l. respec
tively. For the benefit of those of our readers who
a
re
not agriculturists, we may first say a few
wo
rds
as what a cultivator is. The name is somewhat un
fortunate, as the implement is only one of several
used
in
cultivating land. I t is a developme
nt
of
the harrow,
bu
t instead of scratching the surface
of the land,
it
goes
into it
a few inches, tearing
it
up and st irring the subsoil st rongly.
t
does
not aim at the regular turning-over effect of the
plough, which reverses the top layer of the so
il
and
brings new mould to the light,
but
it pulverises
the g
round,
shaking and
stirring
it, so
that
the
atm
osphere may gain access to it.
t ha
s a
further
use in tearing
out the
roots of weeds and exposing
them to
the
withering effect of the sun.
There
are
many types of cultivators,
and
some have several
sets of tines, which can
be
changed according to
the
nature
of
the
la
nd
and the object the farm
er
has in
vie
w. Henc
e it is a
matter
of difficulty to say de
finitely
wh at
is
the best pattern
of culti vator, unless
it be
unkn
o
wn
exactly under
what
circumstances it
will be used. The early cultivators were very rigid
affairs, a
nd
required very considerable power to
draw them. Of
late
years there has been a dis
tinct pr
ogress to more elastic const
ru
ctions,
and
sp
rin
g tines attached to p ivoted frames, themselves
held down
by
springs, have become common,
the
idea being to allow
the
tines to accommodate them
salves to
the
ground, and
to
rise over obstacles.
(JuNE
2
1900
Curiously, the machines which secured
the
approval
of the judges were rather of the older than
the
newer
typ e. Th e competitors were: Mr. T. A.
Meggeso
n,
Stockton
·o
n-Tees (five implements),
Harrison Patents Company, Limited, Stamford(four
implements), Mr. F. H. Mote, King's Lynn (one
implemen
t)
, Messrs. Coleman and Morton, Chelms
ford (t
wo
implements), Messrs.
D.
M. Osborne and
Co.,
3
Hell-yard, London, E.C.
o
ne implement),
Messrs.
J.
T. Larkwort
hy and
Co., '\
Vo
rcester (one
implement), Messrs. W. N. Nicholsou and Sons,
Limited, Newark
-o
n-Trent (fo
ur
implements).
he first pri
ze
of 40l. was awarded to one of
Harrison
Patents
Company's cultivators, and the
seco
nd
prize of 20l. to one of Messrs. Coleman
and
Mo
rt
on 's. In
lhe
implement which gained
the first pri
ze
, t he tines
are
strong hooks which
are dragged,
point
foremost, through the ground.
Each h
oo
k is held down by a powerful spring,
which allows it a
littl
e play. The
wh
ole of the
hooks can be lifted simultaneously by a lever when
the end of
the
field is r eached, while a second lever
fixes
th
e depth to which t h ~ y will
cut wh
en the
first lever is released. The whole apparatus is
exceedingly simple a
nd
strong. The second pri
ze
fell to an implement described as a drag cultivator.
t
had seven tines, each like a solid share,
firmly fixed
in
the frame. The
wh
ole of the
tines can be raised simultaneously by a lever, and
there is
an
adjunct by which the angles can be
varied. A broad tine needs to be set with its plane
more nearly parallel to
the
soil than a narrow tine ;
el
Re
t
he
wh
ole implement will
tend
to bury itself,
and will put an excessive draught on to the horses.
The same firm (Coleman and Morton) entered
spring t ine cultivators,
that
is cultivators with
tines made of flat ~ a r steel, having a large amount
of ela
st
icity, which gives them a movement of
several inches relat ively to
the
frame. They had
thus the o
ld
er and
the
most recent patterns, and
took
the
prize wi th the old one.
The implements entered by Mr.
J.
A. Meggeson
were manufactured by Messrs. Thomas Brown
and Sons, Cammo Foundry, Duns. These have
tines of finely-tempered steel, adjustable sideways,
and fitted with reversible hard - tempered steel
points. The t ines are fixed in pivoted frames held
down by springs
wh
en the tines are in the ground.
Messrs. Osborne and Co .'s cultivator has no less
than 23 spring steel tines. Each tine is bent to
nearly one tu
rn
of a spiral, and is fixed at one end
to
a rocking s
haft
.
There
a
re
three of these shafts,
which are rotated simultaneously by a lever to
bring
thl3
tines into and out of the ground. Messrs.
Larkworthy entered a cultivator made by Me ssrs.
S. L. Allen a
nd
Co. , of Philadelphia.
I t
had 11
solid hook-shaped tines fixed to a single bar, which
could be raised and lowered. Messrs. Nicholson's
cultivators were all of the spring tine vari
et
y.
A silv
er
medal was awarded by
the
judges to
Messrs. Hugh Reid Griffin and Co., of
1,
Fins
bury-square, London, for a harvester and binder,
manufactured by the Milwaukeo Harvester Com
pany, Milwaukee, U.S.A. The points of this
mac
hine
for which mer
it
is claimed are that
it
is a
close cutter, with a widely adjustable reel ; that it
has a flexible elevator, a powerful compressor,
and a positive kno tter.
t
is designed especially
for low cutting, to leave the stubble as short as
in.
if desired. The flexible upper elevator floats
on t
he
grain, rising to a c c o m m o a large volum
e,
and falling to grasp a sma
ll
amount. The upper part
discharges the grain d i r ~ c t l y
into the
packer. A
second medal was given to Messrs. Relsey and Co. ,
of 41 to 45, Guernsey-road, Sheffield, for their chaff
cutting machine. In
this
the knives are
kept
up
to the cut
by
means of springs acting against a
collar on the shaft. Hence knives can retr
eat
to allow any
hard
substance
to
pass, while they are
always close enough
to
cut the straw c l e a ~ To
prevent an accident
to
the attendant, by
h1s
hand
being caught in the feed rollers, the spindle ?f the
first leading-in roller forms a catch
to
retarn
the
ha
ndle
of the
clut
ch. The forward pressu
re
of a
man's arm against th e roller trips the catch, and
allows a spring to disengage t he clutch.
Th
e
arra
ngement is very simplE', and appears to answer
its purpose perfectly. . .
Messrs. Richmond and Chandler, L1m1ted, Man
chester also show a chaff-cutter,
wi th
a foot lever
by
w h i ~ h
the clutch can be instantly disengaged.
A prize of 2 0 ~ a w a r d ~ d to the. Barton
Gillette Horse-Ohpprng and Sheep-Shearmg Com
pany, Limited, of New r ~ - s t r London,
for a power roachme, ani a priZe of 10l. for a
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JuNE 22 1900.]
E N G I N E I R I N G.
: a
j
P ,
:C
, 4\ 3 e es 1
a
c a
hand-driven
machine. The chief
meri
t
in this
Leade
nhall-s treet E.
C. The l
ea t
h
er
is
cut into th
ree engines,
the
horizonta
l1
200 horse-power engine,
' d · h · F' 1 and
2
page 812
There are
four
machine lies
in
the method of transmitting
the
st
rips, lik e laces of great length, by going roun lS
8
. own
m
Jgs . ' . ·
power
from the sha ft to
the cutter
he
ld in
the and r
ound the hid
e
in
the well-known way.
A
cylinders of the followlDg dtameters :
hand
of
the
s
he
are
r. There
is a
tube made
of a
numb
er of
these are
m
ade into
a w
arp,
a
nd are
One high-pressure
cy
linder .
525
m. (
20.67
in.)
di&.
closely-wound
wire
spiral, covered
with
cotton woven
in
a loom,
other
strips being used for the , intermediate-pressure
braiding. Within this tube is a chain made of weft. In this way a
belt
of any length and width cylinder ... ... .... 25 ,
(32
.48 , ) ,
sh
ort wire links
with an
eye at each end .
That is, can be made
practically
without
joint. 'l
1
hese
belts
Two low-pressure cylinders .975 , (38.38 " } "
each l
in
k
is
a piece
of st r
a
ight
wire
about 1
in.
are
very
light, and,
according
to
a
report by
The length of
stroke
is .1200
m e t r e ~ 4 7 . ~
in.),
long, with an eye
at
ei t
h
er
end.
Th
ese links are Professor Hele-Shaw, of Liverpool, they are ex- and the number of revolutiOns per mmute 1s 107 ..
coupled together and form a flexible shaft, ro
tating
ceeding
ly
strong. We were
informed
that some of As will be seen from
the
illust rat ion,
the
connect-·
within
a flexible s
tationary tube, and they
convey
them are in
use at
the
Wool wich
Arsenal and
at iog
-rod
s
are
coupled to cranks at right angles.
the power
down
to the cl
ippe
r, which is similar in Chatham Dockyard for
dynamo
driving. All the cylinders, except the high pressure, are
principl
e
to that
us
ed
by
barbers. There
we
re
two Messrs.
Sinclair and
Co
., of
19,
Eldon-street,
jacketed,
the
steam passing 1Jlrough
the
j a c k e ~ s
to
ot
her
entries
respective
ly
by Messrs.
Burgon
and
Fins bury
Pavement, E .C., show a
large
liqu
id
the
valves;
the high-pressure cylinder is f u r n 1 s h ~ d
Hall, Limited,
of Sheffield, and Messrs.
Burman
fuel
burner, suitable
for a small
steam
boiler. In with superheated steam.
Ea
ch cylinder has
f o u ~
dts
and
Sons, Limited, of Birmingham.
Th
ese firms
this the
oil
is
vaporis
ed
before it is
burned
with tribution valves; those for
lhe
hi
gh
-pressure cyhnder
use te lescopic shafts, with geared J·oints in them . admixture of
air in
the well-known way. I t is are double-beat valves of relath·ely large dia
meter;
, 1
f h for the other cylinders four-seated valves a re used,
D
AIRY
. a modification
of the Comet
,
amp
o t e
same
in order
to
reduce
the
lift and insure rapid closing
There is
very li
t t
le
that
is
new in
connection
wi
th
dairy machinery this year, and several exhi
bitors
of f
or
mer
years
are wanting .
Ther
e was, at
first, some
inte
r
est in the milking
machines for
which a prize of 50l
Wc\S
offered by the Society, but
when the judges pronounced them of insufficient
merit to secu
re an awar
d,
th
is di
ed
away. f we
remember rig
htly, there
was a machine of this kind
in the 1862 Exhibition , and
very
li
ttle
progress has
been
made
since. There
were
two competitors,
Mr.
William
Murchland,
of
Kilmarnock,
a
nd
Messrs. Lawrence
and Kennedy,
of Glasgow.
In
the apparatus of
the
former an
air
pump is con
n
ected
by
a flexible
pipe to
a closed
pail having
fo
ur compartments.
F r
om
each compart ment
there
ru n
s a
rubber
pipe to
a
rubber
cylinder lar
ge
enough to enclose a cow's teat.
Th
e
end
of the
cy
linder
is
partly
closed
by an
elas tic
diaphragm
pierced
with
a hole which makes a
joint
ro
und the
teat. Inside the cylinder there is a long me tal
cup with a
small
hole
in the
b
ottom
, the
purpose
of t he
cup being
to retain the "milk
around the
teat
for a while, a
nd keep it immer
s
ed in li
quid.
Th
e suction of the pump draws the milk from the
udd
er
into
the
pail. In
the
Lawrence and
Kennedy
mac
hin
e a pu lsat ing
suct
i
on
is
aimed
at. A
stea
m
ejector draws t
he air fr
om t
he
pail,
and
a
tin
y
engine, worked by suction, rapidly opens and closes
a valve, which makes
the
vacuum vary
between
5
in. and
15
in. of
mercury
.
Th
ere
are rubber
pipes and cylinders to connect the cow's teats to
the
pail.
Th
e cows themselves
exhibited
consider
able di
s
like to
be
ing
milked
by
machinery
,
but
it
is
state
d t
hat
t
hey get over
the feeling
in
a sh
ort
ti me. The invention of a rea
lly
successful me
chanical milker would be a great
ad
vantage, as
there is much
di fficul ty
in obtaining
the necessa
ry
lab
o
ur
now.
Thi
s is
not
to
be
wondered
at,
since
the occupation is a very unpleasant one. The
poets who gush
over
the milkma
id
have probably
never
been
in
an
average shippon.
The Dairy Supply Company, Limited, of Museum
st
reet,
Lond
on
, show a new pattern of the Alfa.
Laval cream
separator.
This is called the
Lilliput
.,
and
is
ra ted
at
9
gallons an hour.
They
have also
on exhibition a
Laval
steam
turbine
pasteuriRer.
The turbine works a pump,
and
t hen t
he
steam
passes
through
t he jacket to heat
the milk
to the
required temperature
.
The proce
ss
is continuous.
We may explain that pasteurising is a partial steri
l
isat
ion
applied
to
milk
before it is
separated.
The
object
is
to destroy
t
he
miscellaneous
germs
it
contains. The skim milk
then
keeps the longer,
while t he cream can be inoculated with the
germs
producing lactic acid, to
ripen
it before churnin .
Th
e Mel
otte Separat
or Sales Company, Counter
Rlip, Bristol, show a new size of the
ir
separator,
the gene
ral cons
truction
of which we explained
last
year.
A new
type
of
separator,
manufac
tu r
ed by t he Svenska Centrifug, St ockholm, is
shown by Mes
sr
s. A. and J. Main and Co., Limited,
Ed i
nburgh. Taken altog
et
h
er th i
s h
as
been a
very barren year in
d
ai r
y
applia
nces, which, in
deed, are already so exceedingly effic
ient
th
at
there is very lit tle room for
improvement. What
is w
anted
m
ost
of a
ll is
a
refrigerating plant by
waich milk in tended for market could be cooled
to
ab
out 4 deg.
before
it is
desp
atched
from the
farm. I t is scarcely likely, however, t
hat an
appa
ra
t us
of
t
hi
s
kind
suitable for
the
u
se
of t
he
ordi
nary
f
ar
me
r, and
wi
t
hin
his
means, will
be pro
uc
ed.
MISC
ELLANEOUS .
Among
the misce
llan
eous ar t icles s
hown were
a
m
her
of woven belts,
by the
Woven
Lea
t
her
achine
Belting Company, Limited, of 101,
firm. Mr. W. H . Baxter, Limited, of Leeds, wi thout throttling the stea
m.
Messrs. Tosi claim
showed the
improv
ed stone crushe
r,
which we advantages for their forms of two and fou
r-beat
valves,
illustrated and
described at len gth
in
our issue of especially absence of wear, steam-
tight
closing,
and
May
11. Near
to his
stan
d is a most
interesting
rapid action. The admission
and exha
ust valves of
circular Eaw for sto ne, doing splendid work. I t
the
mean
and
low- pressure cylinders ,
and
the exhaust
was shown by Messrs. George Anderson and Co., valve for
the
high-pressure cylinder,
are
operated by
of Ca
rnou
stie,
Forfarshire.
Th e saw is set cams, which can be regulatt d by
hand
to vary
the
with
diamonds, a
nd cuts it-s
way
through sand-
amount of lead and compression.
Th
e valve ge
ar
for
stone
at
5
in .
per minute,
leaving
a capita
l the high-
pr
ess
ur
e cylind
er
has a
trip
device
patented
surface which needs li tt le grinding to make it by the makers, and for which
the
ad vantage is claimed
perfect. vVe h
ope
to illustrate t his machi nery that with a small eccentric the valve can be raised
shortly,
a
nd
will t
hen
desc rib e it
in more
detail. slowly
and without ja
r from its seat,
and
t hen lifted
F
or the present our
space is
exhausted. Our
r
eport
quickly. The joints and bushings used th roughout
the
valve-gear are of steel, hard ened and ground
is
much sho
rter then
usual,
and
we are glad, for
true
to
sta
ndard gauges. The cylinder pistons
are
the
sake
of
our
friends
the
manufacturers,
that it
made solid, wit h piston rings
in
halves,
set out by
is so, for its brevity is evidence that they are busily fiat springs.
occupied
in lu
crative work.
Happy
is the country The main
shaft
is made wi th central cranks, to allow
t
hat
has no history, and
prosperous the
year that of coupling two
dy
uamos of similar or dissimilar types,
ha
s no novelties. one on each side of the engine, a frequent requirement
150 HORSE-POWER
GAS
ENGINE US ING
" MOND " GAS.
WE illus
trate
on page 805 a gas engine rece
ntly
con
structed by .
Me
ssrs.
J
E.
H.
Andrew and Co., Limited,
of Rsddish, for the Mancheste r works of Sir W. G.
Armstrong, Whitworth, and Co ., Limited, and which
is of interest in
that
the engine has been specially de
signed to work with
Mond
" gas, though ordinary
town gas can be used when
e d .
The engine is
of 150 horse-power, and has a
cy
linder 20 in. in dia
meter by 30 in. stroke,
the
designed speed being
160 revolutions per minute. Our engraving hardly
conveys
an
adequate
id
ea of
its
dimensions,
but
we m
ay state
that
the
flywheels
are
each 10 ft.
in
diameter,
15
in. wide on the face, and weigh
6 tons. The cranks
ha
ft bearings
are 9 in
.
in
diameter
by 16 in. long. whilst the crankpin is in. in dia
mete r by
11
in. long. The crosshead pin measures 7 in.
in diame
te
r by
8
in. long. A special feature of the
engine illust rated in
F i ~ s
2 and
3
is the ignition tube
bracket. This is
PL
'ovided
with
two tubes and
two
corresponding t iming valves, as shown: Should one
tube burst t he
ot
her may be immediately brought into
action without stopping the engine, by changing over
the
tappet
tumbler as indicated in Fig . 3,
eo
that the
tappet
act
ua
tes the t imiog valve belonging to the
spare tube. The engine is provided with self-star
ti
ng
gear, and special attention has been paid to
the
matter
of securing continuous lubrication of all working
p
arts
. The crank sh
aft
is balanced by oast-iron blocks
secured to
the
crankwebs by wrought-iron straps. The
gas inlet
arrc:l.ngem
ent3
are
such
that
the change from
.Mood
to
producer gas can be made in
st antly
by
moving over a handle. This chg.nge can, indeed,
be made whilst
the
engine is
1
unning und
er its
full
load.
THE
P AR
IS
EXHIBITION
ELECTRIC
POWER STATION.*
T HE
FRAN
CO·
Tosi E) I
OI NES.
T H important manufacturing company of Messrs.
Franco Tosi, of Legnano, Italy, has
o n ~ r
t e d largely
to th e power
st a
t ion of th e Paris Exhibition by send
ing three engines. The
fi rst
of t
hee
e is
a
1200 horse
o ~ e r
.horizontal t ~ i p l
e x p a i o n
condensing engine,
'Vh1ch Is u ed to
dr1
ve a continuous-current Schuckert
generator. The second is an 800 horse power vertical
quadruple-expansion condensing engine, driving a
c o n t
dynamo exhibited by
the
Societa
Ese
rc1
z
1o
Bac1m, of Genoa. The
third
is a 60 horse
power tandem compound non - condensing engine
coupled direct to
a
continuous-current dynamo
by Messrs. Geo. Ansaldo and Co
.,
also of Genoa.
We
illus
trate
all three
of these engines on pages 812
and 81
3; i1lu
strations a
nd
des
cr
iptions of
the
dynamos
we reserve t ill another occasion.
The general arrangements of
the
larg
est
of these
See pages 6-17, 712, 746, and
77 ante
•
in electrical plant. A dynamo could be subs
ti tut
ed
for the flywheel shown in the illustration.
The frame is made of two symmetrical p
arts,
right
and left banded, with
a
central line of junction passing
through
the
middle
bearing;
each half therefore
carries one
outer
bearing and half
the
central bearing.
From
each of these a deep channel section of
the
frame is taken direct to the fi&nge by which
the
cylinders
are
attached, forming a fiat guide. The
bedplate is formed by a high s
ur
rounding rib, also of
channel section, wi
th
a fiat cast-iron floor; a deep
crankpit is t hen formed, and is used as
an
oil
tank
.
The
crosshead works on one guide only, this arrange
ment being adopted for convenience, and to avoid any
error in parallelism that may arise with a double
guide und er
the
influence of
expa
nsion
or
cont
ra
ction,
or from other causes. The cra
nk
s
and
c
rankshaft
are of forged stee
l.
The
governor is of the high-speed Porter type, and
is
d r i ~ e n
from the valve-gear shaft by an
end
less screw.
I t will regulate the cut· off in the high-pressure cylinder
from 0 to 70 p
er
cent . ; the cut-off
in the other
cy lin
ders is adjusted by hand . The speed of
the
engine
can be varied by a sliding we ight on the governor
lever, and a special devi<:e has been adopted to ehift
this
weight w1thout the governor lever being affected
during the operation. Instead of
the
attendant turn
ing
the
screw
that
moves
the
weight direct,
an
auxiliary
shaft
and
hand
wheel,
ca
rried
on
t he governor
column, is turned,
and
tran
smits movement to
the
screw through bevel gear which oscillates round the
same centre as the governor lever.
.
T h ~ air
pump, which is dupl?x and single-acting,
IS dn ven off one of
the
cra.n
kpm
s by a connecting
rod and beam. The valves and other parts of th ts
pump are easily accessible, and air and water passages
are
of ample size
to
secure noiseless working
at
hi
gh
speeds ;
the
suction valves
are
omitted, to reduce
the
resistance of t
he
w
ate
r flowing
to the
pumps. All
four of
the
cylinders have
direct
internal lubrication
and the high-pressure cylinder has an additional oll
supply through the steam valve. In all
the
re are
six
dir
ect oil d?liveries f ~ o m sextuple pump drawing
from one
01
l reservOir which,
with the
pump, is
mounted on
the
cross frame between t
he
high and low
pr
essure cylinders ; tb_e pump is driven from the gear
shaft by
two
excentrtcs. All other lubrication for
j o ~ r n a l s
guides, &c., is con
tin
uous by means of a reser
votr
?la
ced lOft. above engine-room floor; pipes lead
the
01l
from
the
reservoir
to the
various s
urfa
ces to be
lubricated, the overflow being collected in pipes and
led to an. filter and reservoir placed at a low level,
.
It
pumped back to
the
supply reservoir.
The
e n g 1 ~ ~ 1s
sta
rted
by a small vertical high-speed
mo
t
or dnvmg
a wo:m
and
wormwheel,
and
a pinion
that can be thrown m and out of gear with the toothed
rim of
the
flywheel.
The second Franco Tosi
exhibit
is
the
800 horse·
po'Ye:
verti
cal eJ?gine illustra
te
d by Figs. 3
to 5.
Th is Is. a · c y ~ tandem
arrangement,
in
which
the cy
hnd
era m ~ a I r are cast in one
pie
ce, with
the
low-pressure
c y ~ m d e r
above
the
high-pressure,
the
pa
ssage for
the
p1
st
on·rod betw( en
the
lwo bf:ing made
•
•
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with an automatic
metallic
packing. The two pairs of
cylinders are coupled to cranks at right angles.
Some of the leading dimensions
are as
follow :
Diameter of first cy
i n ~ e r
. 375 mm.
(14
.76
in
. )
, seco
nd
cyhnder...
525
, (
20.67
, )
, third , . . 675 , (26.
57
, )
, fourth , ... 1000 ,
(39.37
, )
Length
of stroke .. . .
650
,
(25. 59
, )
Number
of revolutions .
160
All
the
cylinders are steam-jacketed except the
high-pressure, which is designed for superheated
steam.
Steam distribution
for all the cylinders is
effected
by
piston valves ; those for the third and
fourth
cylinders
are mounted
on
the
same
rod, operated
by one
eccentric;
the
valves
for the first
and
second
cy
linder
s
have separate rods and eccentri
cs, that for
the
high-pressure
vahre being connected to the shaft
governor
to
regulate the cut-off from 3 to 50 per cent.
[ he
pisto
ns are made of forged-steel discs, with cast
iron
piston ring
s of
the same type as
those for
the
triple-expansion engine already described. The illus
trations show the a rrang
ement
of the crankshaft,
which forged
in
one piece, h
av
ing a fianged
end
for
bolting up to the dynamo
shaft on which
the
flywheel
is mounted: only one dynamo can be driven direct
by this engine, the
other
end of the
shaft
being
required
for the shaft governor gear. The frame is
divided
symmetrically,
as in the
case of
the
triple
expansion
engine,
each
half
containing
the vertical
guide, one outside and half the middle bearing.
The frame
is strengthened by an iron
strut from
the
bedplate
to
the underside of the head frame
carrying
the
cylinders
;
the
cross
head
guide is one
sided,
as
in the case of the
horizontall200
horse-power
engine.
The
air pump,
which
is
single
-act
ing,
and
of
the
same
type as that al read y described, is mounted
at the back of the engine frame, and is driven from one
of the crossheads.
A
device is employed for changing
the speed
of
the
shaft
governor,
in
which a heavy
fluid (glycerine) is pumped
by
band into the governor
weights,
which are hollow.
The
four cylinders and
valves
are
lu
br
i
cated
by a multiple oil
pump
driven
from
the
end
of t
he
cranksha
ft;
the
rest
of
the
lubri
cation is continuous, and comprises a high-level reser
voir,
distributing and
collecting pipes, filters, receiver,
and
lif
ting
pump.
The third engine is a vertical tandem compound,
illustrated by ] igs. 6 to 8,
and representing
the
standard
practice of the exhibitors for high-speed
engines. The cylinders are
cast in
one piece, with
automatic piston-rod packing between the two ;
neither
cylinder is jacketed, but both are covered with
a non-conducting material
and
finished
with
planished
sheet
.
Steam dist
ribution is
by To
si
patent
balanced
pt
s
ton
valves
pla
ced on
the
sa
me
rod, and
worked
by
one eccentric controlled by the
shaft
governor, the cut
off varies from 0 to 50
per cent
. Some dimensions of
this engine
are
given below :
Diameter of high-pressure cy-
linder . . . . .. . . 225 mm. ( 8.
85
in.)
Diameter of low-pressure cy-
linder . . . . . . ... 325 , (12.79 , )
Length of stroke . .. ..
250
, ( 9.84 , )
Number of revolutions ...
325
Indicated horse-power . 60
The frame is of the type, cast in one piece with
the two bearings ; the guides are bored. I t may be
mentioned
that
the
firm
m
ak
e this type of engine
in
sizes
varying
from 5 to 700
hor
se-power,
and with
working speeds of 600 to 180 revolutions per minute.
I t w11l be seen from t he foregoing description
and
illuettra.tion thati Messrs. Franco Tosi
and Co.
have
made an admirable display in Pa.ris, and one which
suggests the rapid progress made in
Italy
of late years
in
me
chanical engineering.
CANADIAN
SHIPDUILDING.-The steamer Otta wa is a bout
to
be launched from the yards of the Be
rtram
Engine
Works Cumpany, Toronto. In her construction about
1200 tons of steel have been u
se
d. H er carrying capacity
is
3300
tons.
Five
more vessels of the same kmd
are
to
be built for
the same parties in the Bert ram yards.
Besides this contract, the company has in hand the i n ~ s -
ton, a passenger vessel for the Ontario and Richelieu
Navigation Company, a sister ship of the Toronto,
turned out by the Bertram Company last spring. At the
Poison
Iron
Works Company>s
yard
a large freight of
barges is being
rebuilt, two fine steam y o h ~
are
near
completion, and several other contracts
are
bemg worked
out.
---
INDIAN
RAILWAY
MArNTENANCE.-The cost of mainten
~ n c e per railway mile upon the Great Indian Peninsula
Railway
in
the second half of J899 was 130l.
17s
. 8d., or
at
the
rate
of 261l. 1
5s.
4d .
per
mile
per
annum.
The
corresponding cost
in the
second half of
1898
was
129
l. 2s. 8d. per mile of railway, or at the rate of
258l. 5s
. 4d. per annum.
The
m a i n t
n a n c ~
charges on
the Madras Railway was reduced . in the second ~ l f
of last year by 5826l., as coml'ared w1th the e s p o ~ d i n g
period of 1
898
. This reduction was effected m sp1te of
the facb that the extraordinary maintenance charges of
the past half-year were 10,493l. mor.e, the heaviest item
being 8788l. expended on strengtheniDg
the
Tungabhadra
• •
•
N G I N R I N
G
[JUN
22 1900
STEAM
-
--·
-
- -
-
•
•
,
•
DIGGERS AT
THE
YORK
SHOW.
-·
(For es
•ription
se
e Page
811.)
- -
-
THE CooPER PATENT STEi l i
r
G }ER. ·
- ---- -
. ..
•
•
.
-
-
---
-
THE DARBY LAND
DIGGJ ll\,
•
Bridge. The s
tr
engthening of weak girders on six lay made in covering sand ballasb on portions of tihe
bridges of the south-west line was completed during the soutb-wesb and north-west lines with broken stone, an
past half-year. The extraordinary maintenance expendi- operation which has proved o. considerable boon to
P ~ ·
ture of the second half of 1
8 )9
also included a heavy out- sengers by preventing dust.
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•
•
}UNE 22
1900.]
E N G I N E E R I N G.
CHEVALET
FEED
W A T E R
HEATER
AND
DETARTARISER.
CONSTRUCTED BY r R . WILLTAM BOBY, ENGINEER LO NDON.
/
•
I
I I
11
COLD
1
WATER
I NLET
•
~
/
\
I I
I I
\
I
/
_
•
1
4
3
HOT
WATER RE.C£./V£R
••••
• •
WE
illustra
te on
this
page a large Chevalet heater
detarta.riser, which has been supplied to the Cent ral
station of the BrGmpton a
nd
Kensington
Ele
ctr icity
Supply Company
by
Mr. William Boby, of 16, Union
court
Old Broad-street, E.C. The
app
aratus illus
trated is used for treating
water drawn
from
the
mains
of
the West
Middlesex
Wa
t
er
Company, which con
tains
in its
c
rude
condition
15
grains of dissolved lime
per
gallon, almost
the
whole of which is in the form of
carbonate. Of this water
the
deta.rtariser in question is
capable of sof
te
ning 45,000 lb. per hour, so that t he
lime remaininR is
reduc
ed t o about 3
gr
ains per gallon.
The
apparatus consist s of a
number
of shallow tr ays
superimposed on each
other
as is
best
seen in
the
sectional view, Fig. 2. Each t ray is provided wit h
an
overflow
at su
ch a
point
that
the water
is maintained
at
a level equal
to
ab
o
ut
half
the depth
of the
tray
and
the
bo
ttom
end of
th i
s overflow pipe dips
beneath
the
surface of the water in
the
tray below.
The
crud
e wa
te
r en tering
through the
valve-box B
flows
through
p
he pipe
L on to the topmost
tray and
filling that to half it s
depth
overflows into the
tray
below,
and
so on
through the
whole
ne
st of
tray
s
till it
is delivered
in
its softened s
tate
in
the
bot-water
receiver shown at
the
bot
tom
of
the
apparatus. The
softening is effec
ted by the
exhaust
steam from
the
engine, which enters
at the
inlet G,
and
flows
pa
st t
he
baffle-plate H
into
the
top
of
the
hot-water receiving tank.
From
t his point
the
steam
passes up
through
the pipe J which it will be seen,
is
co
vered by a sort of bell jar
K the
edges of which
•
•
•
dip
under
the surface of
the
water
in the
t ray.
The s
team
bubbles
out
through
this water
heating the la
t
ter and
th u
s causes
the
excess
of
ca
rbon dioxide
to
be
given off,
and
cons
e-
Hra vru•ro
FsotLI
N quen
t ly
the
lime depo·
rARisco
wAT£1 s
it
ed. A certain
por
-
ro ru . o PUMP
t ion of the steam is
condensed as
it
bub
bles
through
t
he water;
the
remainder, how
ever, flows
up through
a similar
outlet and
bell· jar
arran
g
ement
in
the
tray
above, its course being
shown
by the
arrows.
Any
steam which escapes on
condensed from
the
top tray passes
away
by
the
central
pipe shown
at
the top
of
the
apparatus
. Should
the
water contain sulphate of lime, a s
ui tab
le addition of
sodium c ~ r b o n t e is made
to the water
as
it
en te
rs the
apparatus.
As a
result the
lime is deposited in
the
apparatus
as carbonate,
whilst
sodium
sulphat
e, which
is
pr a
c
ti
cally permanently soluble, alone
pas
ses
into
the
boiler.
The
lime salts deposited
in the appara
t us
require cleaning
out
from t ime to
time
.
This
is com
pa r
a
tively an
easy matter, as the lime is deposited in
a ve
ry
friable form.
I t
should further be not iced that
any oil or grease c
arried
along by
the
exhaust steam is
t
ak
en up
by the
lime
salt
s, so
that the
softened
water
passing
out
of
the apparatus
is pr actically free from
such deleterio
us
impurities.
S
TEEL.-The
exports
of
unwrought steel from
the
United Kingdom in May amounted to 35,155 tons, a s
compared with
30 769
tons in May,
1899
and 22,051 tons
in May, 18
98.
The largest exports made to any one
co
untry
in May were those to Germany, which amounted
to
6480
tons, as compared with
4655
tons and
48
04
tons.
Steel was exported in
the
fir
st five months of this year
to the aggregate extent of 155,902 tons, as compared with
117
833 tons in the corresponding period
of 1899
and
123
,
580
tons in the corresponding period of 18
98. The
exports
to
Germany in the first five months of this year
amounted to 19,902 tons, as compared with 26,949 tons
and
19,017 tons;
to Holland,
to 12,801
tons, as compared
FIG. 2.
with
5240
tons
and
8554 tons; to:British India to 14,922
tons, as compared with 12,141 tons and 14,010
tons;
to
Australasia to
17
5
20
tons, as compared with 11,929 tone
and 116,684 tons;
and
to Canada to 10,999 tons, as com
pared with
2413
tons and
1928
tons.
THE NEW SO
UTH wALES
MINERAL
0UTPUT.-Th6
value of the minerals raised including gold and coal)
during
1899
was
6
157
557l., being
an
increaseof
1 290
559t.
on the previous year,
the
number
of
miners and colliers
employed being 43,000.
The
quantity of gold obtained
was
496 196 oz
.,
an
increase of 155,703 oz. on the year,
and making
the
total production
of the
colony since
its
first discovery something like 12,862,922 oz., valued at
47,546,012l.
The
value
of
the
silver output, including
silver, silver lead, silver ore, and silver sulphide, was
2,070,657l., an increase of 366,602l. on 189
8. The
im
proved methods of treatment at Broken Hill contributed
largely
to the
increase.
The
value of
the
copper raised
was
399,814l.
The
tin production represented
a.
value of
98 428l. In coal there was a decrease in production, but
a substantial increase in value,
the
quantity raised being
4 597 028
tons, valued at
1 325
,
79
8l., a
de
crease of 109,223
tons on
1898 but
an increase
of
53,966 in value.
The
shale mines produced 36,719 tons, value 48,823l. That
the coke industry of
the
colony is assuming considerable
dimensions is shown by
the
fact
that
during 18
99
there
were manufactured 96,530 tons, valued at 77,130l., or
14,3.18 tons excess
of the output of
~ 8 9 8 , .representing
an
mc
rea.se
m value
of
12,
99
5l.
The
1ron
mdu
s
try
still
belongs to
the
future,
but
an
offi
cial examination of
the
colonial iron-ore deposita has been continued throughout
the
year in anticipation of
the
attention which is sure to
be devoted to them before long.
The
to
tal pr
oduction
to
the
close
of 1899
was
4919
tons, value
9798l. The
pro
gress
of t h ~
diamond mining industry was
interrupted
by
the
contmued prevalence of dry weather, which pre
vented
the
suppli
es of water
necessary for washing pur
poses fr?m being b t a ~ e d . During the year 25,874 carats
were ratse
d
representmg a value
of
10,349l.
The output
of
precious opal on
the White
Cliffs field is still well
mamt
ained,
but
the
output
for
th
e year was valued
at
135,000l., which represents an increase of 55,000l. on that
of 1898. There
ha-s
been
an
increase in
the
~ r o d u c t i o n
of chromium
and
antimony,
and
a decrease
1n
that
of
antimony, bismuth, and platinum,
the
value of
the total
quantity of
the
five metals raised during
the
year eeing
27 2 l8l.
an
increase on
that of 18
98.
Limestone cobalt
fireclay, scheelite, wolfram,
and
other minerals ~ e r e a l a ~
obtained to
the
value
of
62,185l. The total v ~ l u e
of the
mineral products of New
South
Wales to
the
close of
1899
was 134,064, 712l.
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-
NOTES
FROM THE
NORTH.
GLASGOW,
Wednesday.
Guugow
Pig-Iron
M01rket.-Dealing
last
Thurs
day for
e
noon was of the poorest so
rt. The ad
verse
reports
from
North Yorkshire as
to
the industrial position
ther
e had
a depressing
effect
on Scotch
ir
on, which sold last
Thursday down to 66s. being a drop of 3d. per
ton. Ab the afternoon
mark
et so
me
7000 tons
were
sold,
and
prices were very fla.t, Scotch
dropping
to
653.
9d
. per ton. In
the
afternoon the
turnov
er
was about 8000 tons. Scotch warrants closed l s. 2 ~ d .
per ton down on the day ab 65s. 8d. per ton
cash. The settlement pr ices
were
: Scotch, 65s.
9d.
per
ton
;
Cleveland,
68s. ;
Camberland
and
Middle
s
~ r o u g h h ~ m a t i t e
iron, 7 ~ s . ~ n ?
8 5 : : ~ .
per ton.
Very
ht
le busmess was done m the pig-uon market
on Friday
forenoon,
but over 7000 t o n ~ changed hands.
Ad
vices
from America. again rea.d badly. Scotch
lost
per
ton, while
hematite iron rose
2 ~ d .
per
ton. A t th
e
af ternoon meeting
of
the ma.rket some
other
7000
tons
wer
e sold,
and
prices were harder, 2d. p er
ton
for
Scotch iron.
The
settlement prices were: 66s. 4 ~ d .• 6 9 ~ . 6d.,
7 6 : : ~
and
85s. per ton. Not more than 7000 tons
were dea
lt
in on Monday
fo r
enoon,
wh en the
tone was
flat.
Scotch
lost 5d.
per ton, Cleveland
2 3.• and hematite
iron ld. per tlon. A t the afternoon market some 1000
tons were sold. Scotch fell other 7d.
per
ton,
and
hema
tite
iron
and
the settlement prices were 65s. 4i d
68s. 4 ~ d . , 7 8 : : ~ .
4 ~ d . ,
and 85s. per ton. A
moderate
amount
of business was
done
on Tu
es
day
for
enoon, probably
about 10.000 tons.
Prices
we
re
all easier, the
amount
of the drop
ranging
from ld. to 6d. per ton. Some
5000 tons
o h a n ~ e d
hands in the afternoon. Scotch rose
5d.
and
hemat1te iron per ton.
The
settlement
prices ab the close
were:
6 5 ~ 9d ., 67s. 6d., and 79a.
per ton. Middlesbrough
he matite
iron was
not men
tioned.
Only
6000
t o n ~
changed
hands this
foren
oo
n.
There
were,
however, plenty of buyers about, and
pr i
ces
were strong. There were several advances in
pr i
ce. In
the
afternoon Scotch ro
se to 68s. p er ton,
and
some 5000
tons were sold.
The
se t
tlement__prices
were
: 67s. l O ~ d . ,
68s. 3d., and
80.3
. 1 ~ d per
ton. The
following are the cur
rent prices
for
makers' No. 1
iron:
Clyde, 86s.
per
ton;
GMtsherrie and Calder, 86s. 6d.; Summerleeand Coltness,
9 0 : : ~ . - t h e . foregoing all
shipped
ab Glasgow;
G l ~ n g a r
nock (sbtpped
ab Ardrossan), 83s.
6d.;
Shotts (shtpped
ab Leith), 90s.
;
Carron (shipped at Grangemouth). 88.3.
per
ton. There are s
till
85 furnaces in full
blast,
being
t w ~ m ~ r e than ab this ~ i m e l ~ t year, Six are making
basic. uon, 39 are . maJung ordmary iron, and 40 are
working on hematite Ironsto
ne.
The
demands for
Mid
dlesbrough
and west
coa-st h
ematite
irons have been
the
prominent feature of the market during the
past
week, due doubtless to the constant drain on the
public
stores, a drain which seems to threaten
their
extinction. Perhaps
the relief to this drain
will
come fr om Am en ca,
where the stoo
ks of
pig
iron
are
beginning to show alarming increases.
Ger
many 's production is also rapidly coming abreast of
it
s
own
cons
umption,
thos
d
ecrea
s
ing
i
ts
demand
s
on this country. Makers' pr ices
here
st ill show a
melan
cho
ly tendency,
and in the
Middlesbrough dis
tr icti
the
absence of fre sh bu y ing is beginning to cause
anxiety. Scotch hematite iron is quite neglecte d, and
is
quoted
.nomin ally at 84s. to 84s. 6d. l 'er ton delivered
at
the
local
steel
works: Th e stook of p1g
ir
on in Messrs.
Connal
and Co.'s
public warrant stores stood at
116,412
tons
yesterday' afternoon,
as
com pared
with
122,424 tons
yesterday week, thus showing a reduction
for
the past
week amounting to 6012 tons. Last week's shipments
of pig iron from all Scotch
ports
amounted to 9238 tone,
8.'3 again
s t 6560 tons
for the correspo
nding
week
of last
year.
They
included :
To Ca
nada, 406 tons; to
South
America., 150 ton s ; to Australia, 643 tons ; to France,
177 tons ; to Italy, 1410 tons .; to Germany, 1103 tons ;
to
Holland,
425 tons; to Belgium, 140
tons
; smaller
quantities to other countries; and 3637
tons
coastwise.
Fi nished
Ir o
n and Steel T·rades :
Threat
to atose the
Work
s . -
Representa.tives of firms
engaged in the
manu
f
acture
of finished ir
on and stee
l iri Scotland held a meet
ing in Gla>Sgow, on Monday,
to
discu
ss
th
e position of the
trade in
consequence of
the high
prices of
fuel
and
other
material. I t wa
s stated thao many of
the
manufa.cturers
were
finding gr
e
at
diffic
ulty in
fulfilling their
contra
cts
without in
curring
heavy loss. At the meeting tlhe opinion
prevailed that in the continu ed absence of a more favour.
able state of matters a wholesale Rhutting d
ow
n of works
would become inevitab le. A propoaal was made that the
Fair holidays should
be begun a fortnisht
earlier
than
usual, but ib was not carried. Ult1mately it was
decided to hold another
meeting
about the end of
the present month with the view of being able th en to
come to some
arrangement.
Th e
probability
is that
when
the G lasgow Fair holidays take place
the
furnaces
will
not be
rekindled for several weeks
after
the
usual
period. lb is believed
that
this action would
result
in a
reduction in the prices of coal, and that it
would
then be
possible
to resume the profitable manufacture
of
ir
on and steel. Already works making finis
hed iron
and steel
have
commenced to
shut
down.
On
e on
the south
s d e of Glasgow has go
ne
on tht days a week
;
and there
ig the case of a l
arge
steel works to
shut
down from
the G lasgow Fair h o l i d a y ~
for
six weeks at least] dur ing
which
extensiv
e repairs
will
be made on the p ant and
ma c
h
inery.
Effect of the Closing-Down Process on the Price of Coal.
- Fo r
a
quantity
of steam
coR.l
a buyer yesterday
had
to
pay
la.
advance on last week's
price. The demand
for
splint coal on
ou
tside order is so great that coa.lmasters
say they could
get
their wh ole
output
disposed of were
works
to cl
ose
down to.morrow. Of course, the output
is not
what is
desired
and
should be. ':Vbe
idling po
li
cy
E N G I N E E R I N G.
of the
men
has reduced the ou tput of coal in Lanarkshire
by
at
least
10 per
cent.
Glasgow Copper M
arket.-
This commodity still remains
in nominal
demand, and
the price is unchanged from last
week, 7ll. loa. per ton.
Meeting
AmericMt
Competiti
on.-Pig-
iron
warrants
have fallen a dozen shillings per ton from the top price.
but at the same time coal and coke
have risen
;
and
should
this pr ocess
continue,
of
which
there is every
prospe
ct ,
the question
must
arise
as to whether furnaces ca.n be
kept
blast,
and whether
mills can
be kept
rolling. T o
meet American competition, the
makers
of tube strips
have out prices 153 . p er ton, but steel plates,
rails,
and
bars makers
affirm
that
they cannot
sh
ade price
s
with
oncost rates so high.
Be
that a s
it may,
the want
of
fr esh orders
to
replace those which are
running
off is
st ill a source of concern, and
merchants state
that
makers are now really beginning to press for forward
orders. The
cost
of fuel is still the
main
difficulty,
and
i t is even said thn.b a further rllie to l5q. per ton at
the pit
will
be made
ere long. I t is now
fully
apparent that n
" ring , has been formed
a m o n ~ s t
the most powerful coal
producers in Scotland, and until th ese coalmasters recog
nise the unwisdom of pressing prices further, there is but
little hope
for the
makers of
finished
iron and
steel
in
Scotland.
.A
Co
mbine
in
the Bolt
and
Rivet
T1·ade.-Ib is
reported
that negot
iati
ons are
almo
st
completed by which several
firms in the Glasgow
distri
ct in
the
bolt and
rivet
trade
will
combine their businesses, and thatl a week
or
so
will
see the combination carried through.
Extension of the Greenock E
lec
trical Works Ab a
Greenock Police Board meeting it has been resolved to
make extensions to
the
electrical plant and cable ways
at
an estimated
cost of
8200l.
Sugar R
efon
ery Contract.-Messrs.
Blake,
Barclay, and
Co ., Greenock,
have
just
received
an order from
the
Japan
Sugar Refinery Company for a l
arge
quantity of machi
nery
for
the extension of their works at
Oaaka.
The
original machinery
was
supplied by the Greenock engi
neering firm
in 1898.
NOTES
FROM
SOUTH YORKSHIRE.
SHEFFililLD, Wednesday.
.Appointment
. M
r. Frederick Brittain,
steel
and file
manufacturer, of Sheffield, has been appointed by the
Board of Trade a member of the Commercial Advisory
Committee.
The Sheffield
Tramw
ays.
A b
the last mee ting of the
Sheffield Oity Council, the chnirman of the Tramways
Committee
reported th
at
the total
takings
for
the
twelve
month
s ending
March
25 were 87,
767l.
14s. 9d.,
and
the
working expenses amounted to 6 ,265l. 53. 6d. , the gross
profits being 23,502l. 9.i.
3d.,
and the net surplus
5409l. 83. 8d.
The
accumulated
surplus
to March 25 last
was
42,806l. 13s.
Of
this
sum
they had
already trans
ferred
in reli
ef of the general dis tri
ct rate
12,OOOl ;
they
had advanced oOOOl. to the Health Committee in
connection with the housing of the working classes,
leaving with that asset, 30,806l. accumulated n
et
profit
s
in
ce they took
the
system
in
hand. The chairman
added
that
the
profit th
ey had made was more satis
fac
tory than he anticipated, and in his
judgment they
had
got over the cri ioa.l time.
Messrs. J ohn
Bro
wn
and Co
. -The
directors of Messrs.
John Brown
and
Co.,
Limited,
Sheffield, in their thirty
sixth
annual rep
ort state that the n
et
profit for the
year
is
273,628l. 15s. 4d.,
whi
ch,
with the balance
of
33,615l. Os. 8d .
brought
forward from l
ast
ye
ar,
gives a
total undivided profit of 307,143l. 16s. They recommend
tbab 100,000l. be appropriated out of the
above
sum
to
wards
the
considerable
extensions which
have
been
made
during
the
past year
in the armour-plate
and other
departments,
and whi
ch
rend
er
them ca
pable of meeting
all probable demands. The
di r
ectors recommend, in
addition to the usual dividend on the preference
shares,
a
dividend of 15 per ce
nt
. per annum on the
ordinary shares,
and to carry forward 30,204l.
Ea1·le s Shipbuildilng
OO mr;wny
. - The dtreotors of
Earle's
Shipbuilding- and
Engineering Company,
Limited,
have, since
th
e annual general meeting, held m Sheffield
in
February,
sought to secure
an alternative
to liquida
t i o n ~
but
their efforts have proved unsuccessfu l, owing
to tne
present high price
of money
and
to the action of
several creditors
in instituting legal proceedings. They
have now
ca
lled
an
extraordinary
gen
er al
meeting
of the
company, with a view to the voluntary winding
up
of the
company . The board trust, however, that i t
will
not be
imperative
to
proceed with
the winding up, exce
pt
so
far
as
may
be necessary for the recon
st r
u
ction
of the com
pany, propos
a
ls for
which they still
hope
to be
able
to
lay before the shareholders . Another fac
tor
which is
stated to have
ca
used the precipitation of the crisis is the
la te and
irregular
delivery of almost every class of
material, and the tabes
required
for the
Belleville
boilers
of the
c
ru i
ser L o
ndon
are
mention
ed as an
inst a
nce. The
last tube of
an orde
r which should have been completed
two years ago only arrived ab the works three or four
weeks since.
YorksJWre Miners .A.ssooiation.-The
annual
demonstra
tion
of
the
m
embe
rs
of
this
association wa
s
held
at
Barnsley
on Monday, when i t was announced that ib
has
now a
membership
of
about
56,000, and
the
total funds
in
hand up to
date 191, 117l. 2s. 8d. The contribut ions for
the
year
reached 67,601l. 12s., and 6076l. 13s. 1d.
was
r e ~ i v e d in entrance
fe
es. The expenses totalled
32,075l. 18s. , the
chief
it e
ms
being st
rike J>ay
10,073l. 18s. 2d ,,
and
look .
out
pay 760l. 18s. 11d. The
•
[}UNE
22 1900.
association
contributed 833l.
6 3
. 8d. to
the
Miners'
Federation,
and it has expended 14,910l. 123. Ud. in
legal
b a ~ g
rents, s a l a ~ e s , public meetings, c. Mr.
? ·
B. P . L C k ~ r d , M.P., sa1d he had calculated with the
m cr
ease
d pr1ces of coal, the owner3 were receiving a
profit of
180
mill
ions
of pound
s
per
year,
and they
could
well afford
to pay
higher wages, and to give better
treatment to the men.
The File
and Steel
Trad
es
Bu
s
iness in the
iron
market
is quieter now than for some considerable time. There
is a wid e-spread impression that prices have reached
t ~ e i r limit and t h ~ t t ~ e d ~ y is not . d i s t a n ~ when they
w11l be e a s t e ~ . Buymg
1s
gomg on
for
1mmed1ate require
ments,
and
httle
more
1s
expected
to be
done during the
p ~ e s e n t
quarter.
There
is a well-sustain
ed demand
for all
kmds
of open-hearth
stee
l, now so largely used in the
heavy trades, but there is no improvement to record in
the. sales of c ~ u o i b l e
cast
steel. F i r m ~ who have a repu
tatiOn
for
high-class steels for cuttmg tools
running
a
great speed
are well off for
orders, but
in the common
brands
there
is much less doing. Firms in the file
trade, who have no Government orders on band
complain of a di
st i
nct falling-off in the demand.
and
some are talking of
redu
cing
their output.
There is
little
change to
note
in
the lighter
indu
st ries of the city.
Cutlery firms who have long devoted s_pecial attention to
the Turkish
markets
re port that busmess is practically
at a standstill,
although
they have been doi
ng
more with
Egypt since the Souda.n was opened oat. The high
tariffs that
have
been put
in
force
by the
P o
rtug
ese
Government has very ser10usly affected some of the local
branches of trades, the tariff
on
certain classes of
cutlery
spades, and shovels, being practically prohibitory.
Coal and
Coke.- The
output of coal of
the
South York
shire collieries has been interrupted this week by the
Miners' Demonstration,
and
it
was
Tuesday
before
the
pits were ope ned. The repo r ts are that
there
is
a
market
for all
coal of
every
description
that can
be offered, and
at
present
f
ull prices rule. The
shipping season
is getting
rapidly
into full swing, and the demand from all manu·
factunngcentres at home is
exceedingly
heavy. Although
the house·coal trade is rather quieter,
owners
have no
difficulty in dispos
ing
of
all
they
ha
ve to spare.
The
demand for blast-furnace coke
is
still
very brisk,
but
for
coke for steel-smelting purposes the demand
ia
rather
•
easier.
NOTES
FROM
CLEVELAND AND THE
NORTHERN COUNTIES.
MIDDLESBROUGH, Wednesday.
The
Clevelam.d
Iron Trade.
-
Yesterday there was a
fairly numerous gathering on 'Change here, bot the
market was
dull
, and f
ew
transactions were recorded.
An uncertain
feeling prevailed with regard to the future,
and
buyers were very
ba
ckward. Middlesbrough war
rants fluctuated in price, and this interfered with quota
tions
for
1llakera' iron. U nfavoura.ble reports from
America
and
troubles
in
the
Far East
also
damped the
tone
of the
market
. Transactions that were reported
were chiefly
for
~ m l l lots for early delivery, to meet
immediate requirements. There
was no
disposition ab
R.ll shown to enter into contra-cts
for
forward delivery.
No . 3 g.m. b. Cleveland pig
iron
sold atl69s. for
prompt
f.o.b.
delivery, and that
was the general
market quotat10n,
and
one at which several me rcha
nts
were
prep_ red to sell, bub
makers, as a rule, put the price at 70a. The lower quali
ties
were fairly plentiful. No. 4 foundry was
about
67s. 6d., and
grey forge
66s. 6d. There was not much
doing in ~ I i d d l e s b r o u g h warrants,
though
they
moved
about
a
g-ood
deal a.t one time, touching 67s.
and closmg 67d. o a ~ h buyers.
East
coast hematite
pig iron was practically
unobtainable, and
some of
the
make
lately has
not
been
of very good quality.
Nominally Nos.
1, 2, and 3
were
87s. per
ton
.
Mid·
dle sbrough
hematite warrant
s not quoted . Spanish ore
very strong, owing to high freights. Rubio was 21s.
ex-ship Tees, and freights Bilbao.:Middlesbrough were
7s . 4 d. to 7s. 6d.
To-day
the market
was
very un
settled.
There
was little or no alteration in
prices f
or
makers'
iron,
though at
one part
of
th
e day they looked
like
ad
vanoing.
Middlesbrough warrants
bounced
up
to
68s. 9d. cash buyers, but they
had
a short reign at that
figure. Later
in
the day they fell to 68s.
and
that
was the
closing
cash price
of buyers.
Manufactured Iron
and
Steel. -The finished iron
and
steel
indu
strie s
show
little
change,
so far as quotations
are concerned,
because
most
of the producers have still a
good deal of work on hand, and
they
are very unwilling
to reduce their
rates. At
the same ti me few now con
tracts
are
being
entered
into,
and
many firms would now
accept
orders and
guarantee
fairly
ea r
ly delivery-an
undertaking they
have
nob of l
ate
been prepared
to
concede. t
is
therefore not
surpri
sing that, though
there is hardly any quotable change in prices, the
tendency
is downwatds. Common iron bars are 9l 10s ; best bars,
10l. ; iron
ship.
plates,
Bl.
10s. ; iron ship-angles, steel
ship-plates,
and
steel
ship.s
ngl es, ea.-oh
Bt
. 7s. 6d.,
and
heavy sec tions of
stee
l
rail
s, 7l 10s . -all less
the
ous·
tomary
per
cent . discount excepb rails, which are net
at works.
Coal
nd Coke.-Gas coal is firm without alteration in
price,
notwithstanding that
we
are now at a period of the
year when
gas
coal
is
u
sually at its
lowest
point.
Banker
coal
was in
pretty good
demand
at
fr
om 16s. 3d. to 16s. 6d.
f.o.b. Th ere
is
no
chang
e
in
manufacturing coa
l.
House
hold coal is very doll at the l
a.
ndsale collieries. Large
quantitie
s of coke continue to be
taken
both for export
and
for
home consumption. Medium bla.st.furna.ce coke
is realising 29s. delivered here, and sellers will not make
contra
cts
for less than six months.
•
7/17/2019 Engineering Vol 69 1900-06-22
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}
UN
E 2 2, I 900.]
NOTES FROM THE SOUTH-WEST.
Cardiff: The
steam
coal
trade
has shown firmness, and
sellers have nob been disposed to
do
busine3S
in
best
qualities
to be
delivered over
the
year for less than
223.
per ton. The best steam coal has made 223. 6d. to 23s.
per ton,
while
seco
ndary qualities have brought 2 0 : : ~
6d.
to
22
3. per ton. As regards hou se
hold
coal, No. 3
Rhondda
large has made
2 2 : : ~ . 6d. to 23s. per ton .
Foundry coke has been quiet at 36a. to 38s. per ton, and
furnace
ditto 33s. to 333. 6d. per ton.
In
the iron
ore
market
the
best rubio has been making 20s. 6d.
to
2la. per
ton.
Th e Ad1niraltp ni
ltii
l
jord -
The Lords
of the Admi
ralty, having
in
view
the
establishment
of a
t e a m e r
re
serve
centre
at l\Iilford
for
the western district, have in
structed
the
au
thorities at Pembrolt.e Dockyard to survey
the Milford D ocks Company's
docks
with a
view to
ascertaining their present and
possible future accommoda
tion; and the7. have also
called
for a report as to the
capacity
of Mtlford Haven
in the vicinity
of
the do
cks
for the s \fe anc3orage of w&rsbips.
Mining in the South Wes
t . In
the coorae of his report
for the past
yea
r on
mines
and
quarries in the
eouth
western district,
:M
r. J . S.
Martin,
Her ~ I a j e s t y In
spector,
states
that the
total number
of
persons emplosed
below and above ground
were: Brec
onshire, 144; Gla
morganshire, 3238; and ~ I o n m o u t h s h i r e
3t,844
. The
quantities of
mineral
s
rai
sed were: Breconshire coal,
25
,481 tons; ironstone, 227 tons. Glamorganshire coal,
1,112,782
ton
s ; fireclay, 4403 tons.
Monmouth
s
hire
coal, 10,103.067 tons; fireclay, 7 >,481 tons; ir
onstone,
12,
7 >
l tons ; ganister, 2988 tons.
Bar
·y Smelting Vo
rks. Two
experimental furnaces in
connection with the Barry
Smelting
Works have been
started,
and
the
wo
rk
s were
visited on Thur
s
day by Mr.
Armstrong and
ot
her members
of
the
board of
directot s.
Smelting
operations will be
commenced during
the coming
week, and, as found necessary, others of
the
eight remain
ing furnaces will be st art ed. The new
works
are
situated
on Sully Moors, in immediate proximity to the
site
of
the
proposed new commercial dry dock.
S wansea Harbour
Tr
ust.
The
monthly meeting
of the
Swansea.
Harb
our
Trust
was held on Monday. l\1r.
F. H. Glyn Price
moved
the
adovtion
of the report
of the finance
committee,
stating
that
in the aggrega.te
there had been a slight
falling
off in the trade as com
pared with
the
co
rresponding month
of l
ast yea
r.
The
chief
decrease
was 10,000 tons in coal and coke, and 3000
tons
in
tinp1ates, steel rails, &c. The chai
rm
an said the
falling off in coal
shipments
was, in his opinion, chiefly
due
to the
num
erous holidays
which
had occurred
during
the month.
Wireless Telegraphy. An expert from the Telegraph
Department,
L o
ndon, has
visited
IJfracombe
for the pur
pose
of making arrangements with a view
to
experiment
mg with wireless telegraphy between Ilfracombe and the
Mumbles, across the Bristol
Channel,
just
over
21 miles.
A
pole, 120
ft
.
high, is being erected. Should
the
experi
ment
be suocesstuJ,
Lundy
I s
land is
expected to be in
cluded, Dfracombe forming the centre.
South Wales Coal and Iron.-The exports of coal from
th
e
£
ve
principal Welsh
ports
in
May
were
follow :
Cardiff- foreign, 1,344.356 tons; coastwise, 190,971 tons ;
Newport-foreign,
223,325 tons; coastwise, 60,352 ton s;
Swansea-foreign, 152.115 tons; coastwise, 45,925
tons;
Llanelly-foreign, 18,256
tons;
coasc;wise, 5322 tons ;
Port Talbot-foreign, 37,955 tons; coastwise, 14,209 tons.
We
thu
s
arrive
at an aggregate shipment of 1,778,007
t o
ns
foreign and 316,779
tons coastwise
.
The exports
of
iron and steel
for
the mo
nth
were: Cardiff, 5156 tons;
Newport,
1388 to
ns; and
Swansea, 1049 tons;
making
t ~ n
~ g g r e g a t e of 7593 tons. The exports of coke were:
Cardiff, 5320
tons; Newport,
2339 tons; and Swansea,
517 ton s ; making an aggregate of 8l76 tons. The exports
of patent fuel we
re:
Cardiff, 26,256 tons; Newport,
4617
tons; and Swansea,
43,109 tons; making
an
aggre
gate of 73,982 tons. The aggregate shipments of coal
from
the
five ports
in
the firat five
months
of this year
were: Cardiff, 6,815,604 tons; Newport, 1,471,187 tons;
Swansea, 949,935 tons; Llanelly, 10B,459 tons;
and
Port
Talbot, 199,992
tons
.
The exports of iron and stee
l from
the five
ports
were: Cardiff, 13,701 tons;
Newport,
10,512
tons; •
Nanse&,
1348 tons;
Llanelly, nt l;
P ort Talbot. ni t
.
The exporl>s of coke were: Cardiff, 30,805 tons; New
port, 15,339
tons;
Swansea, 6539 tons;
Llanelly,
i l ~ · and
Port Td.lbot, nil. The exports of patent fuel were: Cardiff,
160,325
tons; Newport,
39,516
tons; Swansea,
196,637
tons;
L'anelly, nit; and Porb Talbot, nil.
GREAT INDIAN P NINSUJ A RAILWAY.-The receipts per
train-mile
run up
on
the
Great
Indian Peninsula Railway
in the
second
half of 1899 were 6s. as compared with
6s. 41d. per
train-mile run
in the second half of 1898.
The working expenses in
the
second half of last year
were 33 . 10d. per train-mile run.
against
4s. 2 ~ d . per train
mile
run
in
the
second half of 1898. The
total number
of
train-miles run in the second half of last year was
4,579,115,
or
285,256 more than in
th
e corresponding
period of 1898. The cost of maintenance p er
mile
of rail
way
was 130l. 17s. 8d.
in the second half
of la
st
year, as
compared with 1291 2s. 8d. in the corresponding period of
1898.
The
cost of
locomotive
powe
r
in
the
second half
of last year was 352,125l. 9s. 9d.,
as
compared with
323,966l. 2 ~ . 2d. in the corresponding period of 1898. The
ratio of the working expenses
to
the
traffio
receipts in the
second
half of
last
year
was
61.87 per cent., as compared
with 65.87 per
cent.
in
the corresponding period
of 1898.
The neb profit
reali
sed for the second
half
of last year was
5 2,
32ll.
9s.
1d.
•
-
•
E N G I N E E R I N
G.
MISCELLANEA.
Ta& traffic recei pts f
or
the week endiog June 10 on
33 of the
principal
lines of
the United Kingdom
amou
nted to 1,935,284l..
which
wa
s earn ed on 19,86
f>i
miles. For the
cor
r
esponding
week in 1899 the
rec
eipts
of the same
lines
amounted to 1,790,370l. ,
with 19,60i
miles open. Th ere was thus an increase of 14 .9141. in
the receip ts, and an increase of
261l in the
mileage.
The Society of Arts Albert Medal for the pr es
ent
year
has, with the approval of His R oyal
Highness
the Prince
of
Wale
s, Pres1dent of
the Society,
been
awarded
to
Mr. Henry
Wilde,
F .R.S., "for the dis covery and
prac
tical demonst
ration of
the
indefinite increase of the mag
netic
and
el
ect
ric forces
from
quantitie
s
ind
efin
itely
small." This principle is the one on which th e invPntion
of the modern dynamo machine i3 based, and is employed
in all mo
dern
dynamos.
The
trade and navigation
return
s for May show
imports
amounting to 43,876,427l , an
increas
e of 2,9 >9,o99l,
or
6.84 per cent.,
on
the correspo
nding month
of 18 >9, the
exports amounting
to
24,715,930l., an increase of
1,685,690l., or
7.3
per cent. The value of the iron and
stee
l
exports wa
s 3,227,921 ,
against
2,575,155 ,
an
in
crflase of 25.3 per cent. ; and of the coal and coke exports,
3,391,179l. ,
against
2,029,696l., an increa
se
of 67 .00 per
cent. For five months ended
May
31
imports
amounted
to 213,569,770l., an
increase
of 15,166,42lt., or
7.6
per
cent. ; exports to 119,481,429l., an increase of 14,939,602l.,
or 14.2 per cant.; and re-exports to 27,979,137l., an in
c
rease
of 23,
3 ~ t . ,
or . 08
per
cent.
A t a meeting of the shareho lders of
the
Patent Nut
and Bolt Company,
Limited,
ab
Birmingham on
Wednesday of
this
w
ee
k, a
re
solution was
pa
ssed for the
voluntary winding
up
of the company with a
view
to its
reconst
ruction
a-s a
new
company. '£his
new company
will in
the future
be completely independent,
as
Lord
Wimborne
's Dowlais and Cardiff
undertakings have
been
acquired,
affording
co
al
and o
re
supply, as well as
plant
for the
manufacture
of
pig
iron
and stee
l, the cost being
over
a miJlion and a half.
The
new company will have
a capital of 2
million
sterling, divided equally into
ordinary
and preference shares, and there will be
issued
a
million
sterling of debentures. Mr. E . P. Martin will
join the
board
as
deputy
chairma
n.
The
completion
of
the
f
our-thousandth
l
ocomotive
turned out of the Cre\ve Works was ma<le the occasion
for a general holiday there
Jast
Friday. The
directors
further entertained the officials and
foremen
at
dinner
ia
the evening,
whilst
the f
ollowing
day was
marked by
the
presentation of a medallion
bust
of the l
ate
Sir Jo seph
Whitworth to the Crewe M e c b ~ t n i c s Institute.
This
medallion was
subscribed
for
by the
\Vhitworth scho
lars,
46 in number, who had gained their training at the Crewe
works.
The
medalJion
is
a copy of that executed by
l\IIessrs.
Elkington
and Co. for tbe Whitworth
Institute
at JYianchester, and it
was unveiled by Mr.
W. Groves at
a mee
ting
presided over by Mr. F. W. Webb, loco
motive
superintendent to the
L o
ndon
and North-Western
line. The latter gentleman, we may
add,
was
on
the same
day presented with the freedom of the borough of Crewe
In connection with
the proposed
meeting
of the Iron
and Steel
In
stitute
at Paris,
on September 18and 19
next,
it is announced that
Mr.
Henry Chapman, who acted as
ho
norary
secretary
at the
meeti
ngs
of th e In
st
itute in
Paris in 1878 and 1889, has
kindly
pl aced his office, 10,
Rue Lafitte, at the disposal of the In stitute, whilst
his
manager,
lVIr. Henri
V as
lin, who took a
prominent
part
in organising the last meeting at P a r i has consentE'd to
act as
honorary local secretary. Arrangements will be
made for visiting the different sections of the exhibition
of
interest to
members of
the Institute, and
Mr.
Henri de
W e n d e ~ Be3Semer gold
medallist,
intimated
hi
s in
tention of
inviting
a
limited number
of members to
visit
the
works of his firm at J oeuf and Hayange after the
meeting. The transportation and
hotel
arrangements
have been J?laced
in
the hands of Messrs. H enry Gaze
and
Sons, Ltmited,
142, Strand, L ondon, W.C.
In
the
course
of a few weeks a powerful steam fire
float, which has been constructed by M essra. Merry
weather
and
Sons
for
the
Mexican Government, will
be
launched from
their wharf
at Greenwich.
Its
trial
run
will be to 1\llargate, where it will undergo a series of
ex
p e ~ i m e n ~ .
The
boa
t , . which
in
many particulars
is
umque, IS 78ft. long w1th a beam of 15ft., and i t d
raw
s
4
fb.
6 in. of water.
I t
is provided
with
compound
twin-propelling engines fitted with
separate
surface con
densers,
so
a.s
to enable the vessel to proceed to sea when
q u ~ r e d .
~ h e
boilers
c ~ n raise. s t e ~ m to
working
pres
sure m
l
0 m
mutes
from tlme of hghting the fires, starting
all
cold.
The
fire
pumps
are
extremely
powerful,
being
capable of throwing 16 jets simultaneously
with
fire
extinguidhing force, or
one jet
3 in. in diameter to a
height
of
~ 5 0 f t .
A powerful el
ectr
ic searchlight is fitted,
to penetrate smoke to the seat of a £re, thus
enabhng the water
thrown
to be
employed
to its best
advantage. There is cabin n..ccommodation on board
for
eight firemen.
The cutting of
the
sudd on
the
Upper
Nile
and
the
consequent
r e l ~ ~ e
of la.rge volumes of stagnantwater, has
bad
an
unant1c1pated mfluence
on
the conditi
on
of the
river
at Assuan. From reports received by
Sir Benjamin
Baker
from
the
engineering
staff,
i t
would
appear
that
the
absence of free oxygen in the water has ca.used whole
sale destruction of the fish. Within 100
yards
of the
resid.ent.
ene-ineer's o ~ c e at least 000,000 dead fish,
rangmg m s1ze from mmnows to 6 ft. m length are
to be
found, and
although the season is
relatively
cool (the
shade
temperature not exceeding 112 deg.)
the
odour is
unpleasant
and adherent to those who cannot dispense
•• •
8 9
with
their customarr. bath. There id, of oourae, other
drinking
water
available,
.a.t;td
f o r ~ u n a . t e l Y .
no evils
have
resulted from ita use. ThiS
IS
consiStent
wtth
L
ondon ex
perience when it was usual to
pour
crude sewage into
the
stream. The
filtered
water, th.ough clear and colourless,
was
drunk
with impunity, but,
having
no free
oxyge
n,
eels
plunged into it would struggle violently and f i n a ~ l y
die
of suffocation; as, no do
ubt,
has been the
case
wtth
the fish in
the Nile under
the special circumstances r
esult
ing from the long-deferred cutting of the sudd this year.
We
quote below
the ~ e c h made by Dr.
Sandys,
the
Public Orator
at Oambndge, on
the
occasion of present
i n ~
Sir
Benjamin Baker
for
the
degree
of
Doctor
of
Sc1ence. Sir Benjamin
shares with
Sir W. H. White
the
distinction of
b e i n ~
the
only engineers
granted this
honorary
deg-ree. "Quantum miratus
esset
historiarum
scriptor, GalUS Cornehus Taoitus. si providere potuisseb,
fore aliquando, ut Caledoniae
fretum,
Bodotria.e
nomine
sibi notum, duobus deinceps pontibus immensis iunge
retur
Quantum
miratus esset historia.e pater
ipse,
He r
odotus,
si audiviseet
fore
aliquando, ut vir quidam,
ab
insuli
s Britannicis sibi prorsus i ~ n o t i s ormndus,
fiuminis Nili
aquas
reduntante dupli01 mole eb aggere
magno
coerceret,
et Aegypti regioni immensae
irriganda.e
conservaret
Operis
utriusque
magni conditorem magnum
hodie praesentem contemplamur, qui non pacis tantum
triumphis content us, velut alter Archimedes, etiam Martis
tormentorum
inventor
et
machinator a<lmirabilis exstititJ.
Atqui
ne Martis quidem inter
opera pacis
ca.usam revera
deseruit;
etenim scr
iptoris antiqui de re
militari
monitum
non ignotum es t : •
qui
desiderat pacem, pra.eparet
bellum.'
Duco ad
v
os
pa-cis ministrum egregium,
Archi
medis aemulum, equi tem insignem,
Benjamin
Baker."
The French colonial authorities have prepared plans for
the cons
truction
of a r
ailway fr
om Tanan
arive
to
Ani
verano, in Madagascar.
The
place last named is a small
hamlet
on
the
Vohit
ra,
an
affluent
of
the
Iaroka.,
and
accessible to boats drawing nob more than 3ft . 4
in.
This
project, i t is
thought, wi11
suffice for the present traffic
r ~ q u i r e m e n t s , the
continuatio
n
of the
line
to
Tama.tave
being p ostponed till the country is more developed.
The
total length of
the line proposed
will
be
180
miles, and
the
metre gauge is to
be
adopted, with
rails weighing- 47.7 lb. per yard laid
on steel
sleepers
numbering 2000
to
the mile.
The sharpest
curves will be
of 164·ft. radius,
and
the
steepest
gradients will be 1 in 40,
which in
ce
rtain
oases will
be attained even on sharp
curves, owing to the very difficult character of the country
passed
through.
The highest J?Oint of
the
line
will be
4850 ft. above sea leve l, the
termmus
at
Tana.narive
being
itself at an elevation of
nearly
4500 ft .
The
o
nly im
portant bridge will be th&t across the Mangoro, which
will be 328 ft. long, but there will be a dozen tunnels,
of
which the
longest will be 820
ft. The
plans
pr
o
vide
for about 390,000 cubic
yards
of earthwork and 327,000
cubic
yards
of masonry in culverts, re t
ai
ning walls,
and
the
like.
The
trains
will weigh about 75
tons,
and
be
drawn br
24-ton locot;notives,
and
a "commercial"
speed
of 12 mlles an hour
Js
ex pected. About seven years, it
is estimated
,
will
be
needed
for
the
execution of
the
work.
Some intere
st ing figures as to the
cost
of
water-waste
Pl'8vention in Cardiff have been recently published
by
Mr. A. J . Jenkins. Some water works engineers have
expressed the opinion that it is in certain oases
cheaper
to
pump extra water.than to take the steps e ~ ~ r y to pre
ven t was.te. . P ~ s s i b
when
.a water works IS
m
{>rivate
hands thlB optmon may occasionally, all things constdered
be
really
well b a . s ~ ~ ~ in u c h
cases
neither D a . g i s t r a t e ~
nor local authont1es wtll ralSe a finger to assiSt
the
com
pany; whilst,
as
we
have
seen in
London,
the gutter
press
may
actually do
its utmost to
encourage
the
waste.
When, however,
the water authority is a corporation
or other
public b o ~ y ,
the
se e r a ~ l O ~ S h a v ~
less force,
aJ?d the e x p e ~ s e v e d m. mamtammg mama, service
p1pes,
and
fittmgs In
an
effi01ent state
is
but sm all com
pared with
thatJ of
the wa
te r saved. At Cardiff
the
system
of i J ? s p e c t ~ o n in use costs about 500l. per annum,
the popu lat10n
bemg
200,000., and
the
average daily con
sumption 20 gallons per head in winter and 25 5 in
sull?mer. Cardiff
is
entirely a. water-closet town • fact
whtch Dust be taken into account in i n s t i t u ~ g a.ny
companson as
to
consumption
with certain north
? O u n t
towns
,less.
a d v a n c ~ d
in sanitary
matters. The
mspect1on serVIce, m a typ1cal
year,
lE'd to the
detection
of two mains ~ e . q u i r i n g ~ p a i r , 93
ta p
s needing renewal,
and 4525 requumg repatr. Other defects in pipes, cis
te rns, &c., brought up
the
total number discovered by
the inspection
to
5213, whilst consumers themselveQ
re
ported 14,071 defects, and
turncocks
459. The l ~ r g e
numb
er of
re p
orts by o n s u m e r s is to
be
attributed
to
the
fact
that the corporat10n
replaced
washers in leaky taps
f ~ e e
.of charge. Dea-con
meters
are used
in Bix
sub
dtstncts, tests being made
every
six months;
and, on
the
averag:e, everr other test
shows
the
need of
a house-to
house mspect10n. Th e corporation insist on the use of
"out_side"
t o p c o ~ k s ,
which
much facilitates
the work of
locatm.g leaky Jbtmgs. T h ~ stethoscopes used are made
of ~ t r a 1 g h t - g r a m e d
ash,
24
m. long for
inside work, and
36 m. long for street
work,
and give excellent results.
BALDWTN. Loco:aroTIVKS. Th e Baldwin Looomotive
Works
n t m u e
busy. They_
have
delivered 50 out of 165
loc Jm otive3 ordered
by the Baltimore
and Ohio
Railroad
Compa
ny,
and they are making rapid
progress
with the
balance
of
the
order .
T h ~ first i n s ~ a l m e n t
of 10 of an
o r d ~ r for 30
o c o m o t n ~ e s
1s now bemg shipped to
the
PartS and Orleans
Rallway. The engines are
to
go
to
Bordeaux by the
steamer Amazonense.
The
Baldwin
Works have recently bo<?ked an order from the Egyptian
Governme
nt for
29 e
ngmes, half
of
which are
to be
pas
senger and half swttch
locomotives
7/17/2019 Engineering Vol 69 1900-06-22
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7/17/2019 Engineering Vol 69 1900-06-22
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J UNE
22 1900.]
AGENTS FOR "ENGINEERING."
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Also for Adv
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(See next column.) .
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LIVERPOOL : Mrs. Tnylor, Landing Stage.
MAN
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HRSTBR
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hr
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and
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NO
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TUB
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meeting
will co
mmen
ce
on
Wednesday, June 27, aud continue on
the
two su
cceeding
days
. An
in
v
itation
to t
ake pa
r t in
.the
me
etin
g has h
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sent to those
memb
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of Mechnnic
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gineera who may
be
visiting th is c
oun
t ry nt t he
time. The following pa
pe
rs will
be
read as
time
permits,
bu
t not
necessa rily in the or
de
r here give·n:
Adj
o
urned
discu
ss
ion
on '' R
o
ad
Locomotion," a 3hor tsupplementary paper dealing with the recent
tri als will be s
ubmi
tted by Professor ll . S. B ele·Sha w, LL.D. ,
F.R. S., Member, o f Liverpool.
Re
cent Locomotive P ractice in
F rance," hy M. Edouard a u v a ~ e Member, assistant o g i n e ~
chief, Rolling Stook and Running Depar tme nt , Western Ratlway
of F rance. "Polyphase Electrio Trac tion," by Professor C .A.
Oarus·Wilson , of London. " Obser vations on nn Imp rov
ed
Glass
Revealer, fo r Stu dying Condensation in Steam
~ i n e
Cylinder s,
and Rendering the Effects Visihle," by Mr. Bryan Donkin,
Member of Council, of London.
The
outline program me is as
follows: Wednesday,
Ju
ne 27, 9.30 a m. , Institution ope n.
10. 30 n.m., recep tion of
members
of the Americnn Society of
M
ec
h
anica
l
Enginee
rs at
the
I
nstitution, St.
Ja mes
's
Park , by t
he
PresidE'nt,
Cou
ncil,
an
d M
embe
rs of t he I
nstitution. Readi
ng
and
d isc
us
sion of papers. Afternoon \'isi
s
t o
various
works.
7.30 for 7.45 p.
m.,
lost itution dinner in the Hotel Cecil (GJa
nd
Hall
) . -Tbu
r
sday
,
June
28, 9.80 a.m.,
In
stit
u
tio
n open. 10.30a.m.
Re
ading
and
dis
cussion of papers. Afternoon visits to
va
r ious
works.- lt riday, June 29, a lte rnative excursions
dow
n t he ri ver
to
Southend
and the Nore ; down th e river to Cor
y's
coal
tips,
Beck
ton
Oa.s Works, and Ba rk ing sewage ou tfnll ; up t he river to
Stn ines reservoirs, the inl
et
works and
pumping
station at Hnmp·
ton, or hy rail to Willans and Robinson's works at Rugby.
ENGINEERING.
FRIDAY,
J UNE
22, 1900.
DEFEN
CE
EXPE
NDIT
UR E
.
..
all
pla
ces ab
road
:
Th
in paper copies .. . . . . . . . . £1
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Post Office Orders payable
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Wben foreign Subscriptions are sent by Post Office Orders,
advice should be sent to the Publisher.
IT is t·eally marvellous how :..pathetic the average
Bri ton is on the vital ques tion of our national
defences. We are content to see our mini
ste
rs
"muddle along the phrase has become stereo
typed- well knowing
that
they are muddling along,
and yet we take no steps. The sums spent by the
Empire on the mar itime
and
l
an
d forces are enor-
Foreign and Colonial Subscribers receiving incomplete copies
through
newsagents
are r
equested
to
communicate the
fa.o' to
the Publisher,
together
with the
age n
t's name
and address.
. mous. H ow much of the money is absolu tely wasted
it is impossible to say ; we only know
that
it must
boa large proport ion of the whole. Routine, red
tape, vested
interests, P arliamentary tactics, and
the indifference of the public all contribute to one
end, the
re
s
ult
of which has only feebly been
shadowed for
th
by a
co
n
test
with two small States
that
a few months ago were not thoug
ht
to be a
serious factor in the military P owers of the world.
Where o
ur
muddling would have landed us had we
been opposed to t hat " possible combination against
u
s"
of which we have so often spoken of late years,
probably few have ventured to imagine; but of one
thing we ought to be convinced,
an
d mu
st
be con
vinced if we are to keep our place in the world's
estee
m,
that we mu
st
muddle along no longer.
01Bce
for Publication and Advertisements, Nos.
36
and
86, Bedford-street, Strand, London, w.c.
We desire to
call
the attention ef
our
readers to
the fact that the
above 1s
our SOLE
AddreM, and
that
no connection extsts
between this Journal and
any other publloatlons
beartng
somewhat
s tmnar
titles.
rar..ea.APmo ADnaBSs-ENGINBERING LONDON.
Tat.Rl'BO
NB
NUlfBKR- S66S
Gel ral d.
I t is
by
no means easy to
ga ther
from official
r
et
urns what is actually
spent
on the military
forces of the Crown.
For
instance, the expendi
ture on naval works has never reached anything
like the sum wh ich has been ant icipated in
the yearly statements of the
First
Lord of the Ad
miralty and of the Chancellor of the Exchequer.
The amount named by Mr. Goschen thi s year as
expendit t,re of the Mother Co untry on the Navy is
30 millions ste rling. To this may be added roughly
a million for naval expenditure of the Empire, in
cluding India, outside the Un ited Kingdom,
making 31 millions in all ; but it is possible, as
Sir Oharles Dilke said in the p aper on
' 'The De
fence Expenditure of the Empire, " read by him
at
a mee ting of
the
Stati
st
ical S
oc
iety on Tue sday
last, June 19, that tho actual expendit ure will
not ultimately be found to have reached 30 millions.
I f Mr. Goschen continues as fruitful in excuse
for holding back
cont r
acts, it may, we thinks
even fall below
that
fi
gure.
Thi
s, however,
is
a
subj ect we have recently dealt with
at
some length.
CONTENTS.
PAOB PAOB
The Reflective Power of The R oyal Society . . 828
M e t a l ~
nnd of Metal· Fr ench
Sta
te Manufactures
Bn
(
ked Glasses
(l llus.)
. . 803 at the Paris Exhibition . . 824
The Rhine ·Elbe Oanal Pro· No tes
.. ..
. . . . . . . . . • . .. . •• 826
ject . . . . .
..
.
. . . .
.
..
.
. . . .
804 Indian Railway P roper ty
.. 826
Paris
Exhibition Railways Royal Me
te
orological
Society
827
f ll
mtrated)
. . .
.. 607 Wor
kmen
's
Comp
en
sa t
ion
The York Show
(l
Umtrat
ed)
8
11
Cases . . . . . . . . . . . . . . . . . 827
160
Horse
. Po
we
r OaR En· Notes
fr
om
the United
States 827
gine
u s i n ~ " Mond " Gas Not
es
fr
om
Japan .. ..
. . . . . .
fllustrau4)
.. 815 The War
in
South Africa . . 828
T
he Pa
ris Exhibition Elec· Caledoninn Locomotives . . 828
t r io Power St
ation
( I llus- Gut ta·l'eroha .
. . . . .
. .. . . . 828
t rated) . . . . . 816 The Cable-Laying
Steame
r
OhevaletFeed Wate r Heater "Y on Podbielsk i " (Il lm
·
and Detartariser ( l llm .) 8
17
trated). . . . . .. .. . .. . 829
Notes from the
o r t b
. . . .
•. 81
8 Triple-Expt\nsion Eng-ines
Notes from South Yorkshire 818 fo r
St
eam Trawlera
(IUttB·
Notes from Olevel
D.nd
and
trate4)
.
.. .. ..
. 830
the Northe
rn
Counties .•
81 Indust
rial Notes . . . . . . . . • . 830
Not es
fr
om the South-West
819 The Open·llearth Oon tinu·
Misc
ellanea.
. . . . . . . . . . . . . . . 19
ous Steel
Process . . . . . . . . 832
Deft nee Expenditu re . . . . .
b2
1 Boiler Explosion at Welling·
Tbe Law of Compe
ns
at
ion .. 822
ton
. . . . .. .
. ..
. . . . . • . . .. 836
The Trans
·
Siherla
n
Rai
lwny 822 Launches
and
Tri
al
Tri
ps . . 836
Th>i Trarie and Industry of " Engineering'' Patent
Re·
l long Kong .. . . . . . . .. . . . . 823 cord
IUmtrated). . . . .
. . . 837
With T 1 1 > 0 · P Q ] ~
Bw;ravi'll{l of
THE TWIN·
SCREW
CA.BLE.
LAY J/ \G S TEA.MER
VON
PODBJELSKI, FOR TIIE
N RDDM r 'l'SCB E E E ~ E L J V E R E E AJ(TJE Y·
Gh' ELLSC8
It has recen tly been stated in the French
Chamber, on high
auth
ority, th
at
the expenditure
on the British F leet was equal to that of the Con
t inental P owers upon
the
fleets of
Eu r
ope. - So far
as the effective fleets of
Eu
rope go,
th
is, Sir Charles
Dilke thinks id near
ly
tr ue.
But,
he later adds,
" we count 'our non-effective expenditure." In
foreign countries it. is n?t .easy to get at this, and
if we t
urn
to our sh1pbu1lding vote, or our vote for
new construction and repairs of ships, we find t
hat
our expenditure, instead of being equal to
that
of
the
Continent, is equal only t o t.hat of France and
Russia combined. These are Important matters
bearing strong
ly
on the question, and it is well we
have a statistician so well versed as the member f
or
Chelsea to point out t he t rue value of facts and
fia
ur
es which, though
ab
so
lu
te
ly
true
as
stat
ed,
a;e
e s s
exceeding
ly
misle
ad
ing in the
gross.
Turnin
g to the Army figures we find ot
her in
stances of a similar nature. The normal peace
expendi ture Sir Charles
x c l u d e ~
.a
ny
considera
tion of actual warfare- on the BntiBh Army from
home estimates, with the allowances from
othe
r
departments, is, in r o ~ n d figures, 24,030,
l , and
the estimated expenditure from loan money m t he
year 1,085,000l., and on barracks 76,000l. But
here again
there
is a difficulty which arises through
not beina able to find out what is the amount of
p e n i t ~ r e on capital account which is, or is not,
covered by annuities charged on the Estimates. If
we are n
ot
careful on
this
head, we a re warned, we
may count works expendi ture, or barrack expendi
ture, t wice over.
The
above figures, however, have
been describ ed by the Chancellor of the Exchequer
as being ' ' exclusiv
e"
of
ann
ui
ties charged
on
est imates.
Th
e question of
the
value of
the rupe
e has a
considersble influence on expenditure in India,
but
it is one altogether t
oo
complicated
to ente
r in to
here. The Treasury holds t h
at
the rupee, spent in
India, is sti
ll
wor th 2s.
th
ere,
and
this would bring
the expenditure on the Indian Army to something
over
25
millions sterling, in place of 16 or 17 mil
lions counting the rupee at its average value. The
Uni ted Kingdom and India spend annually on
military services in peace 50 millions, if we accept
t he Treasury estimate of the value of
the
rupee,
or 42 millions
i f
we
take
the rupee at its average
value.
H ere , however, we are
by
no means at the end
of oru, difficult
ie
s, for, we are told, there comes the
cur io us fact that we spend a large amo
unt
of money
upon military services through votes of the Imperial
Parliament
bo
rn
e upon the Civil Service Es
ti
mates.
The Foreign Office have the military forces in
Uga
nd
a, which are indist inguishable from forces
paid for f rom Army Estimates; the Colonial Office
have the West African Frontier
Forc
e ; and it has
been officially stated, under pressure of questions in
the House,
that
20,000 to 25,000 men, costing
about
a million a year, are bo
rn
e on the Civil Service E st i
ma
te
s. That would b
rin
g the figures above stated
to a total cost for the land forces of either 51 millions
or 43 millions ste rling, without counting t he mili
ta
ry expend iture of the self-governing colonies
and
of t
he
Crown colonies. Without go
in
g in to se
pa r
ate
items for t he colonies, we find th
at
t he expenditure
of the
land
forces of the
Empire
in a normal
year
of peace is 52l millions sterling or 44l millions
sterling, accordi
ng
to the value put
upon
t he rupee,
and
the total defence expenditure of the Empire
is 83i million po
un
ds
ste
rling, or 75 millio
ns
sterling.
What do we get for this e normous expenditure
?
F irstly, a fleet which Sir Charles Dilke says is
"probably
at
thi
s moment the
eq
ual
in
war to the
fl
eets of the P owers which control the Northern
Coasts of
Europe
and Asia from Gibraltar to t he
Behring Sea " ; and, we may add,
that
we get this
at a far less proportiona l cost
than
t
hat pa
id for the
navies of any foreign Powers. I t is a fleet, however
no lar
ger than
that of Continental
Powet
·s in fact '
it is far smaller-in compar ison with the n t e r e s ~
it has
to
pro
tect
.
As
regards land forces,
Sir
Charles Dilke con
s
id
ers the resul ts less satisfactory. The enormous
expenditure
' 'yi
elds to the Empire about a
million men,
bu
t witho
ut
any common training
equipment, or command- a het erogeneous mass'
out of which it is di fficu lt to evolve more than
army
~ o r p s Indi
a for service, composed of
one-t
hud
and
tw?
th
trds na
tive
troops;
and,
a
part
from Indta, the
ktnd
of force which we have
placed in South Africa, amounting on the whole to
200,000 men,
but
ins
uffi
ciently supplied with ar ti l
lery and with
t h ~
~ o u n t ~ d branch generally, and,
moreover, wantmg 1n so
hdtty
of organi
sati
o
n.,
We agree with
Sir
Charles Dilke in " feeling
7/17/2019 Engineering Vol 69 1900-06-22
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certain that a
ny
man of business, given the s
up r
eme
control of such gigantic funds, would produce a
be tt er result; but where the reform is to com
mence it is difficult for even the b
est inf
ormed to
indi
cate. Some say less centralisation, some say
more; but whichever party may
be
right , it is certain
more permanence of ma
na
gem
ent
is needed. What
prospect of success would t here be for a commercial
und
ertaking-say a big railway company- if the
b oard of directors were
split up into
two d
is t
inct
parties, bne of which was always trying
to
t rip
up
a
nd
ou
st
the othe
r,
so as to
get in
its own
chairman, manager,
engine
ers, &c.,
and
was always
t rying to make capital out of every mishap, or
magnifying trivial disasters, or even inventing
t hem when t hey did not exist ? I t is
true
that
the
Army and Navy are not
commercial
und
ertakings,
but the
ana
logy is quite sound
to
the extent that
in bo t
h cases success depe
nd
s on a
certain
return
in
efficiency for a given sum spen t.
One
thiog
is plain,
in
a
ny
case. To
get
t
he
b et ter result,"
respon
sibility must be brought
home
to
those
re
sponsible.
There
must be no
easy condonance of
duties
perfunctorily carried
out; no easy excuse allowed
in
high qu
arte
rs for
administrators, civil or military, having allowed
impor tant
ma t
ters to drift to
in
efficiency because
no rule has been violated. I t is impossible to
provide
cut
-and-dried
regulat
ions for every d
eta
il
of a vast
and
complex organisation. Any code
mu
st
be insufficient.
The
only way
to
secure
n
ava
l
and military
effic
ien
cy is
to appoint
the
best
men as heads of departments, to give them a free
hand
in
organisation, and make t hem responsible
for the working of their de
pa r
tments. I t is a
position t h
at
will not
be
accepted r
ea
dily
by
many
who now perfunctorily fill positions in which they
are incapable of carrying out
du
ties they are sup
posed to perform.
The
fir
st point
to settle would be
to
whom should
t he executive civil and military
offic
ials be directly
responsible; who is to judge wh
et
her they have
perfo
rmed
or neglected
their
r
ea
l
duti
es
? Any
mere
Parliamentary figure-head,
in
office one day and,
perhap
s, gone
the
next, is incapable of carrying out
the task. He is only an amateur
in
the hands of
ro
utin
e officials who think little of fighting efficiency
and
much
of precedent and the sacred regu
lati
ons ;
and
who, moreover, are safe whatever happens.
F o
ur
men have
just
been c
ru
elly slain
at
Aldershot
by
the
wor
se
th
an
blundering,
pr
obably
not
of some
one,
bu
t of some dozens of people. Who is to
blame ? ' ' No one ; it is the system. , That is
probably t
ru
e
;
we know nothin g of the
deta
ils.
But,
if it is
the
system, that is the more reason
why the system should be altered, as altered it
must
be, for the killing of these four unfor
tu
n
ate
soldiers
in
peace t ime is only
an
example on
a
small
scale of the killing of
hundr
eds
that
will
take
place,
and
has taken place, in war-time, to say nothing of
lost battles,
and
dangers
to
the Empire.
It
may be
th
at in
t he
pres
ent
state
of
publi
c
opinion it will be found expedient
to
produce a
vict im to t
he Alder
s
hot
disaster ; if so,
the
result will
be
exceptional. What we should
lik e to see would be a system
in
which t he
superior re sponsible for the appointment of
a man who blunders would be called
up
on to
give good reasons for
the app
o
in
t
ment. Was
the
man's
reco
rd
good ?
Had
he
made blunders
before If so, why was he
not rem
oved
in
favour of some one more capable We sha ll
never
have efficiency u
ntil
we estab
li
sh respon
sibility, and to do tha t we must sweep away
much of t he hampering routine t hat now exists. I t
may be
th
at
violence
must be
done
to what
we
are
pleased
to
consider n e c e s s ~ r y adjuncts
to
Const itu-
tional Government, but It seems
to us that
the
Constitution would be best served by pu tt ing the
country
in the
way of
gett
ing
the
best
return in
milita ry power for whatever t he sum may be that
P
ar
liament votes for
the
forces of the Crown.
There
is
another
as
pect
to
this
question, to which
only a few words can be given here. The military
officer should look
on
his officership as a profession,
not as a means of giving him social or
because
i t
is
the
tr adit ion of the family. Th e
British Army
offic
er
ac
ts up to hi
s idea of
duty in
fullest
measure,
but
hi
s idea is
imperfect;
t hough
in
justice it should be said, it is endorsed
by
t
he
bulk of popular opinion. His code is ' ' to do
his
duty
whe n the time comes " ; that .is to
sa
y, .he
will risk his li
fe
and undergo hardsh1p on active
service.
Th
at is not sufficient. In o
rd
er
to
be
competent in
war, t he soldier
must study
dili-
•
E N G I N E E R I NG
gently his profession in peace. Incompetence
and
blunders
in
manoouvres mu
st
cease to be looked on
as a huge joke, and the chief feature in a field day
to get
the
ope
ra
t ions over in time for dinner. Of
course, if the profession is to become as
ser
ious as
this, we must
not
expect officers to
pa
y from their
private income for t he privilege of adorning it.
THE LAW OF CO
MPENSA
TION.
IN the recen t case of Masters v. the
Great
Wes
tern
Railway, which came befo
re
Mr. Ju
st
ice
Darling
and Mr.
Ju
st
ice Cha
nn
e
ll in
t
he
Queen 's
Bench Division, a very curious and important
principle was laid down in co
nnection with the law
of compen
sat
ion for compulsory purchase of land .
The
facts, so far as it is necessary to
state
them,
were sho
rtly
these :
The
plaintiff was a
tenant
of
cer ta in mining property, from
und
er whieh he was
entitled to dig and remove coal . By a term in the
lease he was
pr
evented fromsinking a shaft anywhere
on a cor tain
part
of
the
la
nd
without giving n
ot
ice to,
and ob taining
the
consent of, his landlord, such con
sen t, however,
n
ot t o
be unr
easonab
ly
withheld."
After he had been
in
occupa tion for some years, the
defendant rail way company gave notice
to
the land
lord
to
treat in respect of part of th e land, including
that portion
in
which th e
tenant
was not
to
sink a
shaft, except upon
the term
s before mentioned.
On
th
e
sa
me day that his landlo
rd
entered in to an
agreement
with the
compa
ny
,
the te
nant gave the
necessa
ry
n
ot
ice.
The
railway company, who,
by
virtue of
the
transfer now became his landlords,
refused
to
allow him
to
sink t he s haft ; and in the
arbitration proceedings which were inst
ituted
for
the
purpose of assessing
the
damage to which he
was en titled, he claimed compensation for
the
in ter
ference with his
ri
ght
to
ca
rry
his intention into
effect. The arbitrator awarded him t he sum of
100l.
in
re
spect of
th
e compulsory
pu r
chase, and
8900l. in re spect of the damage occasioned by the
in terference with his right
to
sink a shaft .
Th
e railway company a
pp
eal
ed
to the Divisional
Co urt.
The
grounds of their appeal were (a) that
they were
not
bound
by
the terms of
the
agree
ment between the landlord and the tenant ; (
b
that even i
th
ey were so bound, they were entitled
to
refu
se
to
allow
the tenant
to
sink
a
shaft up
on
the ground in que
st
ion, and th at therefore he had
no
right
to claim compensation.
Th
e Court,
howeve
r,
upheld
the
decision of t
he arbitrator
:
being of opinion, in
the
first place , th
at
a
ll the
rights and liabilit ies of the landlord had become
vested
in
t he rail way company ;
and
in
the
seco
nd
place, a refusal
to
allow
the
shaft to
be
s
k might
well have been unreasonable on the
pa r
t. of
the
company. In t
he
re
su
lt, therefore,
the
plaintiff
obta
in
ed 9000l. as compen
sat
ion for his loss.
I t is not difficult to realise t he impor
ta
nce of
the
principles enumerated
in
this case. A tenant is
e
nt i
t led to exercise an option. For some reason,
be
st
known to himself, he delays to exercise
that
op t
ion until
the
reversion of his tenancy is about
to pass
into the
hands of a company, whose
object
in
acquiring the land is to use it for a purpose
wholly foreign t o
that
to which
the
tenant has put
it. For damage thus sustained, it seems that the
Co
ur
t is willing to allow substantial recompense.
Upon
the authority
of
the judgment
delivered
by
Mr.
Ju
st
ice Darling,
it
is
apparent
t h
at
the
tenant
can even declare his
intentio
n after the
ac t
ual
tran
sfer had taken place.
Let
us apply this doctrine
to
another case.
Suppose a manufa
ct
urer holding a lease of a mill
f
or
a particular purpose, is en ti tled, with
th
e
co
n
sent of his l
and
lo
rd (
such consent n
ot
to
be
un
reasonably withh eld ), to exte
nd the
field of his
o
pera
t ions,
or ap
ply the premises fo r the promotion
of more lucrative industry. Making due allowance
for
the
fa
ct that
t
he
Lands Clauses Acts confer
peculiar benefits .upon t hose who hold land near
railways, we see no reason why t he principle of
Ma
ste
rs v.
Great We
s
tern Ra il
way should not
apply to a manufacturer, who und er
the
above con
ditio
ns
is compelled
to
" tr
eat
with a local au
thority or company vested with Parliamentary
powers.
Th e clearing of space for a new street, the estab
lishment of a new w
ate
rw
orks
,
are
among t
he
causes which,
in
recent years, have often compelled
manufacturers
to
come
to
terms and ' ' move
on." All who
are lik
e
ly to be
affected by muni
cipal enterprise, or by the compulsory purchase by
a railway or other company, will
be
glad
to
learn tha.t a new item may be
adde
d
to
the
•
f} UNE 22 19< 0.
bill for compensation which they are entitled to
send in.
might be ~ h t t ~ a t
th
e judges, in deciding
th.ts_case, and that we,
1n
the humble capacity of
cri tiCs, have overlooked the fact that in
the
case
under review the tenant was bound to obtain the
consent of t he landlord . True, he was bound to
obtain the landlord ,s consent, but that consent
was
not
to
be unreasonably withheld. The meaning of
these wo
rd
s is
that, if in the
opinion of
the
tenant
the landlord acts un reasonably
in
withholding his
consent,
the
tenant may do what he wants, and
allow
the
la
ndlord to
show th
at
he had some re
a-
sonable gro
und
f
or
opposing him. This principle
has b
ee
il laid down over
and
over aga
in in
disputes
between landlord and tenant. Apparently, the
arbitrator
a
nd
the judges were of opinion t
hat
the
railway company could not have reasonably opposed
the tenant
in his desire to sink a shaft.
THE TRANS-SIDERIAN
RAILWAY
.
SATISFACTORY
pr
ogress continues to be made upon
this
great
overl
and
rou
te
to
the
East, and the work
at the mo st difficult part, in the vicinity of Lake
Baikal, is being tackled with energy. As ia pr
et t
y
well known now, the line continues the European
Russian rail way from Cheliabinsk across Siberia
to
the
Pacific
at
Vladivostock,
and
to
the
new
Ru ssian seaboard at Port Arthur, the distance being
quite 4000 miles,
and
t he estimated cost, likely
to
be
exceeded, being 34,700 000l. I t was divided
into six sections, on which wo
rk
was to be
co
m-
menced simultaneously. These were Cheliabinsk
to the
Obi via Omsk, 885 miles ; the Obi to
Irkutsk
via
Krasnoiarsk, 1169 ;
Irkutsk
to List
venitchnaya and Mysovsk, on Lake Baikal (wi th
ice-breaker, pier,
harb
our,
and
t rain f
er
ry " across
lake), 195; Mysovsk to Stretensk (the Trans-Baikal
section),
673;
Stretensk to Khabarovsk (the Amur
section), 1333
; and Khabarovsk to Vladivost
oc
k
(the Ussuri sectio
n,
which is completed), 486 miles.
This
plan
has, however, been considerably modified;
part icularly
in
regard to the abandonment of the
pe
rmanent
" train ferry " crossing of Lake Baikal,
in favour of a line round the southern edge of the
lake. In rega
rd
to section five (
Str
etensk to
Kh
abarovsk)-
the
lon
gest
a
nd
certainly
not
the
easiest of all - the adoption of the :Manchurian
rout e
to
P
ort
A.rthur
and
across to Vladivostock
has re
ndered this
n
or t
hern
detour by the Amur
unnecessary.
The
route round the south end of
Lake
Ba
ikal
in
vo
lves tunnels 2 miles in length :
but with this exception the line is completed as far
as St re
te
ns
k, and ther
e remains
the
length fr
om
tha
t place
to
P ort
Arthur
to complete, and opera-
tions
are
being car
ri
ed o
ut
from bo
th
ends and
from the middle, so that th e work will be c
om
pleted
by the autumn
of 1902.
As to t he work completed, Mr. A. R. Colquhoun
gave some
par
ticulars in his paper, read
at
a
recent meeting of t
he
Royal
Un
ited Service In
stit
u-
tion.
Ther
e are many bridges across the Siberian
waterways, which
run in
general from south to
north, at right angles to the railway line. The
fo
ur
m
ost
impo
rtant
bridges, all now completed, are
those over the Irtysh and Obi, each about 930 yards
long ; and over the enisei
and
Selenga, each about
1700 yards
in
length.
Th
e Obi bridge is a par
ticularly fine
structure, be
ing
at
least 50 ft. above
the river
at
times of flood, a
nd
on ordinary occasions
80 ft . The bridges are
co
n
st r
ucted of iron, with
stone
piers suppo
rting
spans which in some cases
measure as much as 300 ft.
in
length, and across
which a single line is laid t
hr
ough la
tt
ice -girder
work.
Th
e stations,
built
on sidings, are 25 miles
apart
; men are stationed with green flags to signal
line clear, "
bu
t the speed is very lo
w,
as
the
rails
are only laid on notched sleepers a
nd
clamped down
on the
inside.
Th
e line, too, is insufficiently bal
lasted, and bad mat erial and waste have tended to
unduly increase costs. The present intention is
to re-laythewhole of the central a
nd i k a l i ~ n
sections with much heavier rails than those now 1n
use. n add ition to t
hi
s, 1429 wooden bridges are
to be replaced by stone a
nd
iron ones. A recent
o
rd
er
pr
ovides
fo
r the construction of additional
sidings every few miles, the total additions amount
ing
to
91.
In
point
of
ac t
ual
rate
of construction,
the
Siberian
maximum is far behind
the
American one, though
it
must
be considered fast und
er the
circumstances.
Th ree miles and three-quarters per diem is the
highe
st
ever reached by
the Russians-a
poor
record when compared with the 10 miles credited
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•
I
•
JuNE 22, 1900.]
E N G I N E E R I N G.
•
to America.n brain and Chinese labour on the San
that
the left-hand eye sees only the image cast
Francisco section of the American line. But the by the right-hand tube, and vice versd.. By making
Americans, on the other hand, took nearly seven the a.lterna.t·ions sufficiently rapid, s t e ~ d y vision is
years to complete a distance of 1800 miles ; whereas secured, and
the
object stands
?ut
1n absolute
in Siberia. nearly 1000 miles beyond
that
amount solidity. A leg of mutton in w h 1 c ~ a bullet v.:as
was accomplished
in
less than eight years. In embedded appeared in perfect rehef, but . qutte
sheer length the Trans-Siberian will be almost transparent, showing
the
bullet a couple of 1nches
double
that
of the Trans-American continental rail- in front of the bone. The latter, further, was broken,
way. The maximum altitude of 3608 ft., overcome and every detail of the fracture stood out with mar
by very gentle gradients while crossing the vellous solidity. The bones of the e x p e r i m ~ n t e r s
Yablonoi c•r Apple Mountains " (so called from hand were equally clearly i s p l a y e ~ _and the lnst.ru
their rounded contours , cannot, as Mr. Col- ment must prove of the greatest uttlity for many lm
quhoun said, be compared with the giddy preci- porta.nt surgical operatioru;. The essential feature of
pices of
the
Sierra ·Nevada,
or the
6500
ft.
the
mechanism is
a
new type of contact breaker, con
ascent of the Rocky Mountains. And although the sisting of an inclined shaft carrying at its lower end
Siberian plains are, perhaps, as scantily populated a metal T-piece, the ends of which dip into a trough
as were those of the
Far
West in 1860-70, they of mercury as the shaft is revolved by an electro
include no such waterless tracts as the Utah and motor. To reduce oxidation, the mercury is covered
Nevada wildernesses. Leaving Trans-Baikalia and with a layer of water or paraffin. Near
the
middle
Manchuria out of
the
question,
the
Siberian line o£ its length
the
shaft is provided with a commu
was an exceptionally easy one from an engineering tator, which completes alternately
t h ~
circuit
point of view. Beyond the U
ra.l
s the rails could through each of the sparking tubes, a nd at 1ts upper
be laid in straight lines over immense plains. end is further coupled to a revolving shutter, which
Between the Obi and the Yenisei there are but obscures each eye-piece
in
turn as one or other of
gentle undulations to be overcome. After crossing the circuits is completed. This form of contact
the Y enisei, a series of hill
never exceeding breaker is stated to work well at all pressures from
2000 ft. - are traversed at right angles. In the 12 to 100
vo
lts .
whole distance from Cheliabinsk to Irkutsk, Lake n interesting collection of drawings and photo
Ba.ika.l- nearly 2000 miles - no single tunnel
occ
urs, graphs obtained during the recent solar eclipse was
no gradient is steeper than 17 in 1000, and no also on view, and attracted much attention from
curve sharper than a 270 yards radius. Convict the astronomically-minded section of the visitors.
labour was found unsatisfactory ; but the
Ru
ssian A model of much technical interest showing how
peasant followed the work, obtaining short periods completely
it
is possible to balance the inertia
of release
to
visit his old home. A few
Eng
lish forces of a four-crank engine was exhibited by
engineers are employed on
the
ice-breaker and Professor Dalby. Since the more general adoption
dock at L ~ k e Baikal ; bu t otherwise all officials are of high rotative speeds,
it
has been necessary to
Russian. pay much more attention to this ma
tt e
r of balance.
THE ROYAL SOCIETY SOIREE.
WEDNESDAY l
ast
was the
ladies'
night at the
rooms of the Royal Society, Burlington Rouse, and
the Fellows provided, as usual, a very interesting
display for the entertainment and instruction of
t heir visitors. One of the most beautiful exhibits
co
nsisted of a series of vacuum tu bes charged
respectively with samples of the various new gases
which Professor W. Ramsay and Dr. Travers
have succeeded in separating from our atmosphere.
These gases are five in number, viz., helium with
an atomic weight of 4, neon with one of
20,
argon
wi th an atomic weight of 40, krypton with one of
80,
and
xenon with
an
atomic weight of
128.
The
colours brought out by the passage of the electric
spark, in part icular the crimson glow of neon,
were remarkably rich and pure ; and, as we
have said, the collection formed a very attractive
exhibit.
The apparatus employed in separating these
gases from each other and from
the
air was
also on view. The process is one of fractional
distillation. A comparative large vacuum vessel is
filled with liquid air.
Into
this liquid dips a
narrower tube sealed at the bottom and connected
at its upper end with a mercury aspirator. In this
narrow tube impure argon is liquefied, and on then
operating
the
aspirator, the more volatile impurities
distil over first, and can be collected for further
examination or purification. Xenon is of interest
as being the heaviest simple gas known, its density
being 64, or about
4t
times that of ai r. Even
amongst compound gases, t here is,
we
believe, but
one denser t han this, viz., hydriodic acid .
An exceedingly interesting exhibit is the X-ray
stereoscope which was aga in exhibited by Mr.
J. Mackenzie Davidson, M. B. As everyone
knows, R ontgen ray photography has proved
extremely serviceable
in
military s u r ~ e r y but it
suffers from the drawback that the image ob:
tained is merely a plane projection of the limb and
embedded bullet, affording little or no indication of
the depth of
the
foreign body from the surface. By
taking two photographs with the sparking bulb at
different points, and combining the two in a stereo
scope, the image is seen
in
relief and the precise
relative position of the intruder made clear. Such
a procedure is, however, tedious and troublesome,
and to simplify matters Dr. Davidson has
hit
upon the plan of using a fluorescent screen, on
which a shadow is projected alternately from
each of two suitably situated Crookes' tubes.
The
screen
is
viewed through two eye-holes,
each opening
in
which is also alternately obscured.
These obscurations are synchronous with t he pas
sage of sparks through the corresponding t ubes, so
•
Some of the earlier three-crank torpedo-boat engines
gave rise to such vibration that, according to the
legend, they loosened the stopping
in
an inspect
ing officer's teeth, but by the adoption of the four
crank system the trouble has been greatly modified,
and theory shows
that
with a six-crank engine the
balance possible may be almost perfect. With the
four-crank there is still a certain degree of vibra
tion arising from
the
secondary forces, but as
Professor Dalby's model shows, this may be made
very small.
An exhibit, which had at least a secondary
interest for engineers in view of the large amount
of pioneer work falling to their lot in fever-stricken
countries, was one by Professor Ray Lankester
showing enlarged models of
the
malaria-producing
mosquito, Ottlex pipien s and its innocent cousin,
Anopheles macttUpenm ?s. Other models exhibited
the life history of the malaria parasite after its
introduction into a white corpuscle of
the
blood,
which it fina.lly ends by destroying. The models
were beautifully executed
in
wax by Miss Delta
Emett, and say much for her patience and
dexterity.
At another portion of the principal library Pro
fessor Hele-Shaw and
Mr.
A. Ray exhibited appli
cations of Professor Hele-Shaw's stream-line models
to
the
mapping out of magnetic fields containing
masses of iron.
From
a mathematical point of
view, the flow of magnetic induction through a
field of varying permeability is iden tical with that
of the flow of an ideal fluid th rough varying
resistances. In the models exhibited
the
liquid
used was glycerine, of which, owing to its
viscosity, the flow, when in sufficiently thin sheets,
partakes of
the
character of
that
of a perfect fluid,
all tendency to eddy being destroyed by
the
great
fluid friction. This liquid was caused to flow
between two parallel sheets of glass, of which one
was covered with a thin and perfectly even layer
of paraffin. In this paraffin near the centre of
the
sheet, holes were cut through to the glass backing,
thus providing spots
in
which the resistance to flow
was much less than elsewhere. The stream lines
were mapped out by the device
o(
introducing into
the general flow filaments of c9loured glycerine,
in
the manner which has already been described
in
these columns on several occasions. The stream
lines crowd
in
towards these hollows, as spots of
least resistance, and thus map out the similar
crowding
in
of the lines of force
in
the magnetic
analogue.
In the
archives room on
the
ground floor , Mr.
Richard Kerr, .F.G.S., had on view an improved
model of
the
clock controlled
by Hertzian
waves,
which he exhibited at the last conversazione of
the
Society. The receiving instrument consists of a
coherer working a relay which in
turn
drives
the
•
clock whilst the transmitter consists of a sparking
arrangement operated by a standard clock which
thus may be made to give
the
time to any number
of subsidiary timepieces.
During the evenina a very interesting demonstra-
o'
•
tion of most of the properties . of ertz1an wa' es
was given by Professor Flemmg. The H ert ztan
experiments have generally ~ ~ e ~ h e l ~ to be of too
delicate a character for
exh1b1t10n
w1th success to
a large audience, but
the
lecturer proved that he had
surmounted mosb of the difficulties involved. The
radiator used produced a wave about 8 in. in length
which was allowed to strike on a coherer, asso
ciated with a
re
lay
and an
electric bell.
The
passage of the radiation was proved
by the
ringing of the latter. The imperviousness of all
conductors and the transparency of all non
conductors, was shown by int
er
posing metal or
other conducting screens in the path of
the
beam,
in
which case
the
silence of the bell proved
the
absolute opaqueness of the obstruction. Non
conducting screens, such as wood, glass, and slate,
on
the
other hand, allowed
the
beam to pass.
Water, being a conductor, ac ts like metals, whereas
turpentine, paraffin, and the like prove quite
transparent. A comparatively small amount of
moisture suffices to stop the passage of the beam,
a wet brick being opaque, whilst a dry one is trans
parent. Similarly a package of moist tobacco stops
the radiation, whilst dry t o ~ a c c o lets
it
pass. Re .
flection and refraction of
the
radiation were proved
by
in
terposing metal plates
in the
path of
the
rays
for the former and prisms and lenses of paraffin in
the
case of
the
l
atter
phenomenon.
The
polarisation
of
the
radiation was shown by the fact that a
screen built up of parallel wires, if placed so that
these w
ir
es were also parallel to
the
direction of
the spark, proved opaque; whilst if placed
in
a
perpendicular direction,
the
radiation was un
impeded.
Another interesting lecture, though
not
of
technical interest, was delivered by
Mr
.
Fred.
Enock, F'.L.S., and dealt with
the
life history of
the common tiger beetle, giving the results of 17
years' researches. The various phases
in
the life
of the insect were illustrated by a beautifully
executed series of coloured lantern slides.
THE TRADE AND INDUSTRY OF
HONG KONG.
ALTHO
UGH
Hong Kong was originally Chinese
territory
it
has for a
great
many years
been
a
British colony under the direct administration of
the Crown, and, therefore, at the present day when
so much is being said about new openings for
trade and industry in China, we must take care
that
the interests of that
part
of Britain which is
situated
in
China are
not
overlooked, for Hong Kong
is not only important on its own account, but also
because it is an importa
nt
centre of distributi<n
for the whole of
the
Fa r
East
. Probably Manila,
in the hands of the Americans, will become an im
portant rival, but the increase of
the
trade of
Manila should
not
mean the decrease of that of
Hong Kong. The Pacific area, as we have more
than once pointed _out, is destined to become the
greatest commercial and industrial area
in the
world, and there will be room for many important
centres of production and distribution.
Fifty
years ago,
or
even less, to be
sent
to
Hong Kong, was to be
sent
practically
out
of the
world. The means of communicat.ion were so
im.
perfectly e v e l o p e ~ ~ ~ a t
it
was, to la;ge extent,
cut off from
the
c1vihsed world, whlle Its climatic
conditions were such, but that the chances of sur
vival were small. Now, however, Hong Kong can
be visited
in
an ordinary holiday tour and
the
im
provements
in
san itation have made
'it
one of the
healthiest settlements within
the
tropics. The
fatal effects on
Eu
rop eans seem to have been
caused by
the
peculiarities of
the
surface soil which
im r o ~ e d drainage has to a large
extent
e ~ o v e d .
The climate of Hong Kong for five months in
the
year is very good, though
the
temperature is
rather
subject to sudden fluctuations.
The
summer
months are .trying to o ~ e a ~ s o w i ~ ~ to
the
damp
heat, but with care
there
lS little difficulty
in
pre
serving health. In his l
ast
r
eport
the Governor
states that the death rate was 22.3, or excluding
deaths from plague, only 17. 7. He admits how
ever,
that
the
sanitary
conditions
are
still
f ~ r
from
p e r f e c ~ and
the
Government were directing iheir
a t t e n b ~ n to
the
necessary improvements.
The
tota.l ra.mfall for 1898 was 57,025 in., while in 1897
•
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•
it was 100.03. The average monthly temperature
t
hr
oughout t
he
year was 72.2 deg. F ahr. , as com
pared with 71.7 deg.
Fahr. in
1897.
The
maximum
•
E N G I N E E R N G
GAS
ENGINE
}
UNE
22, 1900
AT THE
YORK
SHOW.
nwnthly temperature was, in July, 81.7 deg. Fa
hr
.,
t he min
imu
m
in January with
60.1 deg.
Fahr.
Th e
highest recorded te mper
at
ure was on May 30 with
91.5 deg. Fahr. ; the lowe
st
on
Janu
a
ry
25 with
CON T
RUCTED BY
TH E
NATIO
AL OAS
ENGINE CO
, L
TD
A HTON UNDER-
LYN
46.1 deg. Fahr.
(For
Desc? ·iption,
s
Puge
814.)
Th e public
fi
nances of
the
colony seem to be in a
satis
f
actory
co
ndi
tion, the revenue for
the
year
1898 having exceeded the expenditure by 76,354.04
dols.,
but
we need not
enter
in to details of the
accoun ts, as t hese can be consulted in the report h)
t hose who
ar
e i
nterested in them
.
The
fact
th
at
H ong Kong is a free port makes it a mat ter of un
usual difficulty
to
give any thing like a complete
st atement of the amount of its trade. In the
absence of a Custo m H ouse it is nec essary to rely
up
on
returns
which may be only approximate ly
accurate, but which will probably be found useful
in giving a general idea of the present state of
Hong
K ong commerce.
Th
e tax on opium renders
that art icle of commerce the only one on which
claar r
eturn
s can be given, but our readers are
not specia
lly
interested
either
in thes e
or
in the
q uautities of rice imported on account of t he local
fllmines
in
the Kwan
gtung and
neighbouring pro
vinces. The increase in the dealings in coal was
due partly
to
the ordinary increase in s
hip
ping
traffic
and
the gro
wth
of manufact uring industry
in t
he
colony. and partly
to
the large purchases
m
ade by
for eign gove
rnm
ents durin
g t
he
pe
ri
od of
impending war. The import trade of the colony
was increased during 1898 from all parts of the
world ; and this increase amounted in the agg
re
gate to 659,833 tons of cargo discharged. The
ca
rgo
in
trans
it
was
during the
same period ad -
vanced by 167,860 tons. In expo
rt
s generally
there was
an
increase of 1205 ships and 229,151
o n ~
of cargo.
The Governor expresses the opin ion
that
the
present
prosperous st a
te
of the industry and
manufactures of th e colony, especially of the cit)
of Victoria, seems like
ly
to cont inue. A survey
of the industrial
returns
for the last five years
shows
an
increase
in
the
nu
mber of workmen
•
•
•
•
0
emp
loyed
in
n10st of
the
colo
ni
al
indust
ries,
and
the growth in the number and variety of the
manufactures themselves show
that
Chinamen are . u ~ ~ a : i · J
not too conservative to turn
th
eir capital
and
-
bilities
in t
o new directions.
Th
e chief indu
st
ries
1 t w ~ n
are sugar refining, the ma
nufact
ure of cem
ent
,
- -
b b
d
t t
. . d
British
..
paper, am oo
an
ra an ware, carving In woo
and ivory, working in copper and iron, gold-bea ting
h i n e s ; j ~ ~ t ;
and
the production of gold, silver
and
sandal- German ..
wood ware, furniture making, J inricksha makin
0
r
, J apanese · ·
Ohinese ..
a
nd
large
industri
es connected with kerosene oil,
No rwegians
..
cotton, and matches. But while most of t hese in - French.. ..
du
st
ries are subject
to
considerable fluctuations
fr
om y
ear
to year, chiefly on account of absence of Danish . . . .
capital to enable
the
t raders
to
t ide over a pe
ri
od
~ ~ ~ ~
of s
lu
ggish bus
ine
ss, one of the forms of
indu
strial
Dutch
.. ..
activity which seems to be uniformly and increas- Russian . .
ingly prosperous is ship and bo
at
building, and ~ ~ ~ ~ ~ ~ ::
especially the building of steam launches, to
ge t
her Siamese ..
with all the minor indu
st r
ies connected with docks
Swedish · ·
• •
••
• •
• •
• •
•
••
• •
• •
• •
••
• •
••
••
• •
• •
••
• •
• •
and
s
hipy
a
rd
s, such as
ro
pe a
nd sa
ilmaking.
Total
• •
••
•
•
•
•
•
-
--
-
1897.
1898.
-
Ships. Tonnage.
6,783 8,268, 766
67,349
3,813,576
1,364 1,637,571
304 699,276
396 511 ,608
85
288,994
290 341,564
226 U 8,766
64 133,1
88
145
70,810
28 39,414
8
16,512
8
6,576
10
29,170
••
• •
11
4,816
6
3,242
26 24, 136
77,293 15,938,174
Ship
s.
7,466
68,5 71
1,4 86
481
424
410
314
231
61
137
28
14
12
4
2
6
2
Tonnage.
8,705,648
4,013,047
1,789,575
1,
005,455
623,667
377,893
361,796
179,534
132,396
86, 461
39,6i 8
27,710
17,678
7,796
4,348
2,694
618
- 1
79 ,629 17,266, 780
The manufacture of cotton is a new ind ustry ,
bu t one which may become among the most i
m-
por
tant
.
The
J{ong C o t t o ~ .
Spinn
ing,
The
nationalities
in
this Table
are arran
ged
w ~ a v i n and Dyei
ng Co
mp
an
y, Limited, corn- according to the rel ative amounts of tonnage carried
menced the
erection of a
la
rge mill
in
1898, w
hi
ch
und
er the various flags
in
1898. As compared with
will provide for the working of 50,000 spindles. the figures of 1897, it •will thus be seen th
at
four
The building has now been completed,
a n ~
12,000 countries, Norway, Hawaii, Holland, and Be
l
sp indles are a l r e a ~ y at wo rk . .
The
. eng1nes and gium, have improved their relative posit ions, and
machinery havo
g1
ven full sa t1sfact10n, and
th
e that France and Russia have gone down one and
Chin e
se
have shown much ce
lerity
a
nd
deftness
in
two places respectively. Sweden, in 1898, deserted
acquiring a knowledge of their work. Some of the the por t altogether, taking 24,436 tons with her. A
industries
menti
oned
ar
e carr ied on
to
a greater or very no te worthy
in
crease in tonnage
wa
s ac
hi
eved
less extent all over the colony ; many are confined by Japan, the shipping of which coun try sprang
to t
he
ci
ty
of Victoria ; a
nd
t here seems to be a from less than 600,000 tons in 1897
to
over a mil
te
nd
ency towards greater
indust r
ial
act
vity i.n lion tons
in
1898. The Norwegian
in
crease is also
Ko wloon. One indus
tr
y-
that
of tannmg - Is noteworthy. No other features call for special
pr
actically confined
to
K owlo
on
.
Th
e number of remark. British shipping and
to
nnage preserve
fi
shin a and other boats frequenting the harbour their supremacy, the tonnage being nearly quiD
and bays of
Hong
Kong
~ u r i n g the
year under tuple th
at
of
the
next na tionali
ty
(omitting t he
review may be roug
hly es t
1mat ed at
about
5000. Chinese junk trade), namely, Germany.
There are no means of ascer ta ining the proport ions
in which
th
e differe
nt
kind
s of fish a
re
caug
ht,
nor
the quantities ; and is therefore impossible. to FRENCH
STATE MANUFACTURES
AT
give even an appro:nmate value of the
fi
s
hm
g THE p
ARIS EXHIBITION
.
indu
st
ry.
The cosmopolitan nature of .
he
trade . of Hong THE French Ministry of Finance has under its
K ong is shown
by
t he
f o l l ~
analys1s of
the
c
har
ge
th
e Manufactures de l
Etat
, the two gr
eat
sh ipping
entered
and cleared 1n 1897 and 1898 : State monopolies, of tobacco and matches, which
•
•
•
•
•
•
•
•
\ .
.
have, the one since 1810, and the other since 1890,
been wholly Governme
nt
indu
st
ries in France. At
the Paris Exhibition of 1889, the tobacco manu
facturing depa
rtmen
t, was r
ep
rese
nt
ed by a pavilion
in which specimens of home grown and foreign
leaf were shown, toge ther with the processes and
machines empl o
yed
in
treating
it, and af
ter
wards
in manufacturing it into snuff, smoking tobacco,
cigars, a
nd
cigarettes. At
the
present Exhibition
the
same department
S\gain
has
its
pavilion,
wh
ere
the processes exhibited are of equal interest. But
in
addition
to
the tobacco monopoly, the other great
Government industry,
that
of the match manufac
ture, is also well represented, so t
hat
the pavilion
has a wider
in t
er
est tha
n
that
of the 1889 Ex
hibit ion. We have no intention of attempting any
detailed descrip tion of
the
machinery exhibited,
but we
think
a brief review of the two industries,
and of
the
principal processes followed, will be
read
with interest. F or our information
we
are
indebted to M. Lauren t, one of the chie
fs
of
the Tobacco Depart men t,
but
who, since its
e
sta
blishment
in
1890, has
had the
control of
the match monopoly. In connection with the
Gover
nment
exhibit, M. Laur
ent
has issued a
Government report from which we obtain
information. Although, foll
ow
ing t he usual class
i
fication of the Exhibition, tobacco and ma tches
would not belong even
to
the same group, it was
necessa
ry that
the official exhibit should be placed
in one pavilion, and in accordance with this neces
sity both the indu
st
ries have been included in one
class 91 of Group XI V. Not long
~ n c e
we
viewed the histo ry of the tobacco Indu
st
ry m
France,
a
nd
we may repeat
so
me of the facts
we
then gave, and which are illustrated by diag rams
forming part of the o
ffi
cial exhibit . .
Tobacco was int roduced in toFrance by
Jean
Nicot,
Ambassador of F r a n ~ o i s
II.
to the Court of Portugal,
about 1560 a
nd
for a
num
ber of years after
was
held
in much repute for its alleged medicinal qualities.
Its
more common use, however, gradually in
creased, and by 1629 the amount ~ m p o r ~ of
sufficient impor tance to form an obJect of taxatiOn.
Ne
ar
ly fifty years later the first monol?oly was
established, and the profits of ~ n u f a c t were
divided batween the French Indian Company and
the
fe rmie rs
gene ·ct tb
X. Probably to avoid this
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} UN E 2 2 I 900.]
taxation, tobacco culture was in
tro
duced in to
France early in the seventeenth century, and so
largely did the industry increase,
to
t he damage of
t he revenue, that in 1720 the culture in France
was prohibited ; all the same it was continued on
a large scale
in
Alsace, Flanders,
and
the Franche
Oomte, and much smuggling followed, which was
as far as possible checked
by
the revenue
office
rs.
With the Revolution came a period of free trade,
and in 1791 a law was pa-ssed decreeing freedom
in the cultivation, manufacture, and sale of tobacco
throughout France, wi th certain limited reserva
tions referring to the imposition of a small tax.
In
1805
there
were 16 depart me
nts
in
France
where
tobacco was grown ; in 1808 the number was in
creased to
4
departments, in which 15,000 hec
tares were devoted to tobacco culture,
the
pro
duction from which amounted to 22,600 tons. The
freedom then existing applied only to the cultivator;
the manufacture
st
ill remained vested in t
he
hands
of a few Government concessionnaires, and in the
com·se of a short time
the
consumption-at le
ast the
tax-paying consumptio decreased considerably.
To improve matt ers, t he Government, in 1808,
placed the culture of tobacco under strict sur
veillance,
an
d in 1810 fresh laws dealing with
the
whole question, and establishing a monopoly, were
enacted. This wa s t he t urning point of t he French
tobacco industry,
and
since th
at
date
the
reve
nu
e
from t his source has steadily increased.
Th
e total
receipts, which were abo
ut
62 millions of francs in
1817, amounted to no less than 404 millions in 1898.
I t
is worth noting th
at
in
1817, the total production
was 11,600,000 kilogrammes, of which nearly half
was made in
to
snuff, while in 1898,
the
total pro
du
ct
ion was 38 million kilogrammes, of which less
than 5 millions were used for snuff. Cigare t tes
(to t he of 12,000 kilogrammes) were first made
in 1848 ; in 1898 this quantity had been increased to
1 millions of kilogrammes. By a law of 1817, the
number of departments
per
mitted to grow tobacco
was limi
ted
to eight; this was afterwa
rds
increased
to 16 departments, and again in 1868 to 22 depart
ments; at the present t ime the number is 25. I t
was not until 1830 that machinery was employed in
the tobacco industry ; and the methods that are now
in use, and which have
not
only fa
ci
litated
the
manu facture in all its branches, but have also re
moved its insanita
ry
conditions, are due almost
wholly to French engineers. One of the latest and
most important modifications dates back about five
years, a
nd
consists
in the
impregnation of home
grown leaf with
the
sa
turate
d solutions of foreign
tobaccos, in such proportions as to impart special
characteristics and improve the quality.
There are
at
the
present
time 20
State
tobacco
factories in France, at all of which work is carr ied
on at high pressure to satisfy the ever-increasing
demand. Between
16,000
and
17,000 workpeople
are employed, of whom more than 15,000 are
women. Most work is done
by
the piece, and
the 10-hour day is universal. The men earn
5 francs 36 centimes as a maximum, and the
women 3 francs 34 centimes. The employes rank
as Government servants , and are entitled to retire
on pensions at sixty years of age, and thirty years
of service; the mi
ni
mum pension is 600 francs per
annum for men, and 400 francs for women ; widows
a
nd
orphans also receive pensions, while well
organised hospi
ta
ls, creches, a
nd
savings banks,
exist for the benefit of the workpeople. The total
receip
ts by the
Tr
easury during the
te
n years 1890-
1900
ha
ve been 3 milliards 810 millions of francs,
and the net profits have been enormous. Nearly
all
the
38 millions of kilogrammes of tobacco made
in France are consumed in the country, but in very
varying quantities in different localities. Thus, in
the
department of the Nord, the consumption
per
head
a
nd
per annum is about 5 lb., and in the Lozere it
is only .81lb.
Speak
ing generally, t
he
inhabitants
of the north-east fron tier, and
the
Mediterranean
litt
oral, are the largest consumers ; those of
the
central regions a re t he lowest . The net cost of the
tobacco leaf varies within wide limits. Home-grown
crops realisefrom87 to90francs
per
100kilogrammes.
I t is in
the
foreign growths where the wide differences
pr
evail. Thus, Guibec leaf is worth about
30l. per
cwt. ; Sumatra,
26l. ;
Havana, 12l . ; and Kentucky
a little over
2l
per cwt. ;
or
not a gr
eat
deal more
th
an
the French-grown leaf. It is
wo
rthy of note
t
ha
t nearly a
quarter
of the tobacco grown, i
s-
according to M. Lau1·ent- produced in Europe. · His
figures a re as follow :
America. ... . .
As\a (?) ... ...
.
.. .
661 million lb.
... 960
,
,
•
E N G I N E E R I N G.
Europe .
...
...
...
551
million lb.
A frica
• • •
... . ...
110
,
,,
Australia ... ...
...
,,
Total
. .
2286
, ,
We have said enough to indicate the very
interesting character of
the
State tobacco exhibit
at Paris
that has been arranged under the super
vision of M. La.urent, and may now pass on to the
display illus
trat
ing
the French
Gove
rnment s
second
monopoly : that of matches.
French matches
t
he product of a Government
monopoly since 1889- have deservedly enj oyed a
bad reputation, which, however, is being rapidly
improved, thanks to
the
continuous labours of M
Laurent, under whose care this monopoly is carried
on, and who is responsible for the complete and very
interesting exh ibit in the pavilion. Following the
data. which form a part of th e exhibit, we may
give a very bri ef summary of t
he
history of t
he
subject as
set
for th by M J Jaurent. I t seems diffi
cult to realise t hat flint and steel were t
he
o
nly
means of procuring light in the days of the First
Empire. This primitive con
tr i
vance, which had
been in use for centuries, was displaced as a doubt
ful luxury, by
the
hydrogen b
ri
qu
ette
of Doberein,
and late r by the compressed air device that ignited
tinder . About 1812 was introduced
the
clumsy
cont rivance of a
jar
filled with asbestos
sat
ur
ate
d
with concentrated sulphuric acid, and into which
the match, tipped with sulphur a
nd
chlorate of
potash, was plunged. In 1816 came the phosphorus
device
due
to Derosne
and
Cagni
ard
de
La t
o
ur
;
the phosphoruRwas contained
in
a flask usually her
metically closed; into t his the sulphur-tipped match
could be dipped,
and
on i
ts wi
thdrawal came into
contact wi th a roughined surface that caused igni
tion.
Th
e Congreve match was of
a
la
te
r date; it
was a splint coated at t he end with sulphur, and
then tipped with chlo
ra
te of potash and sulphate of
antimony. All the se devices were costly, and more
or less dangerous both in fabrication a
nd
use ; they
were larg
el
y employed, but by no means displaced
the primitive fl in t
an
d steel. I t wa.s
iu
1833 that
the
pr
otot
ype of the modern match was introduced ;
the splin ts were tipped with a mixture of chlorate
of potash and white phosphorus . This was a dan
gerous and explosive affair, modified by Pr esche11,
of Vienna, in 1837 ; he substituted peroxide of
lead for chlorate of potash, and thus removed the
explosive characteristic. This m
et
hod, with gradual
impr
ovements and modifications, was adopted gene
rally throughout Europe.
In
France, prior to 1870,
the
indus
try
of match
making was chiefly carried on in workmen's homes.
It was highly dangerous, and the numerous acci
den
ts
due to explosion, and mortality arising
from necrosis, would have brought about Govern
men t
in t
erve
nt
ion, even
if
financial reasons h
ad
not
pointed in the direction of monopoly.
Th
e
first step tak en was to impose a
mat
ch tax, and
th is was followed by leasing the monopoly as a
concession to a company, which proceeded to con
centrate 80 small works in to six large factories. Th e
concession expired at the end of 1889, and from
that
date t he
indust
ry passed into the hands of the
State, under certain conditions prescribed by the
Government, the most important being, that as far
as possible, all the wood used must be of French
origin. Great difficulties accompanied the under
taking at the outset. The companies' factories
taken over
by the
Government, were not only in
adequate,
but
were
ex t
remely unhealthy and pos
sessed primitive and insufficient plant.
Th
e in
du
st
ry for supplying prepared timber
did not
exist
in
France ; and, in short, the work had to be und er
taken, under the new regime almost de novo. In
spite of all that could be done the terrible
necrosis could
not be
subdued; on
the
contrary,
it increased, a
nd a means for dispensing with the use
of white phosphorus became more
than
ever
ur
gent.
A
first step taken in this direction was
the
issue
of a cheaper type of match made with amorphous
phosphorus, but
the
public did
not
approve of this.
fhe Government engineers then devoted themselves
to designing new machinery, by which greater safety
would be i
nsured
; such machines were in use
both
in the Un ited States
an
d Sweden. They also
sought. to discover some new igniting paste wi th
out white phosphorus, and at the same t ime free
from the danger of explosion. B
ot
h
these
pro
bl,ems have n
ow
been solyed in France by
MM
and. C ~ h e n . · C o n t m u o u ~ and very perfect
machinery IS
m
use, a
nd
the Igniting paste is a
mixture of sesquisulphide of phosphorus and chlo-
•
rate
of potash,
prac
t ically harmless
both
in ma
nu
facture and use. To-day, therefore, the F r e n c ~
match industry, as
re
prese
nted
.in the
State
PaVI
lion, has been brought to a satiSfactory standard.
During the nine years of m o n o p ~ l r the gross re
ceip
ts
have been over 236 mlllions of francs
(about 9,500,000l.), the cost of working has been
59,897,000 francs, so
that
a profit to the
State
of
about 6 millions sterling has accrued.
There
a
re
six match factories in
France,
spe
cialised mostly for certain products.
Thu
s a.t ~ a r -
seilles wax matches are
produced;
at Sa1ntmes
(department of t
he
Oise , only Swedish and Vienna
matches are made ;
at Tr
elaze (Maine
et
Loire),
common amorphous matches a
re
the on
ly product;
at P antin (Oise) only sesquisulphide matches ; at
Begles,
near
Bo
rd
eaux,
and
Aix,
the
products
are
mixed. Excepting for a portion of t he wood,. prac-
tically all
the
materials employed in the ma.ktng of
matches come from France, contracts being made
by public tender from t ime
to
time. The indust ry
is broadly divided into
three
branches-the pre
paration of the wood, the fabr ication of the match,
and
the manufacture of the box.
Th
e wood used is
poplar, and the
st
icks are ?ut in t? the p r o p ~ r
lengths and sizes by very rap1d:workmg t i C
machines, and
ar
e afterwards dr ted. The most Im
portant
pa
r t of the work is that of
p ~ e p a r i n g
t ~ e
paste, for which the Government factones have therr
own formula.
Th
e mixture, although
not
poisonous,
is explosive, a
nd
precautions a
re
necessary
to
avoid
accident . p l i a n
c e s
used are, besides the boilers
for preparing
the
gum, a series of
re
ducing
m i l l ~ .
The friction strips pasted on the boxes are made
m
a separate department . The work of making the
match commences
by
placing
the
s
plin
ts in frames,
each splint being separated from the ot
her
; they
are then r eady
to
be
treated
with su
lphur or
paraffin,
and for the final t ipping ; they are afterwards
dri
ed.
Wh
en finished they are removed from t
he
frames for packing either
in
wooden boxes or paper
cases. In France this packing in to boxes used
to
be
done by machine,
bu
t now it is
by
handwork.
Paper-cases are largely used in France, because
sui
ta
ble wood
is
difficult to obtain ;
the
cases
are
made for the State factories by private indu
st
rials.
For making
the
wooden boxes, automatic machines
are employed t hat can
tu
rn out 40,000 boxes a day ;
by these machines t he boxes are delivered, filled
with matche
s. The State employs
in
this industry
over 2000 workpeople, of whom 1450 are
women;
the men
ea
rn
5.90 francs a day, a
nd
t
he
women
4. 33 francs .
Matches a
re
sold in France under t
he
same regu-
lations as tobacco;
it
is not possible to give
statistics on t he consumption in different districts .
The depart
ment
of the Seine is, however, the
la
rg
est consumer per head of population. The sale
of wax matches, made only
in
Marseilles, is chiefly
in the south ; the demand for this class is on the
increase. On
the
other hand, the demand for
amo
rph
ous phosphorus matches is declining,
and
was 3. 5 per cent. less in 1898
than
it was in 1896.
The total sale of matches
in
France dur
ing
1898
was 34,481 millions , representing a
tota
l of nearly
30 millions of f
ra
ncs,
and an
average consumption
per head and per day of 2.45 matches. This is a
very low average. In Ru ssia it is 4 matches per
head and
per
day ;
in
Germany,
5.4;
and
in
Au
st
ria 7. 9. To mo
st
people it will
be
a surprise
to
learn
that t
he
Government match factories do a
lar
ge
export
t
rad
e, which
in
1898 reached t
he
fi
gure of 326 millions of matches. In the fore
going brief rev iew we have only touched on the
important points connected with
the
French
tobacco and match monopoly; far more detailed
information is available for the visitor in the
pavilion of
the
Ministeres des
Finance at
the Paris
Exhibition.
Swrss
RAII
.WAYS
.-Th
e dividend
of
the Ju
ra.
and
pion Railway Company for the past year is officially
~ d e d the rate
of
4 per cent. per annum, full pro
vtston h e m ~ of course, made for all fixed charges and
139,
600l. bemg also carried to the sinking fund. '
I
NDIAN
LocoMOTIVE RENEWALS
In the
seco
nd half
of
year six new locomotives were renewed by the Madras
Ra.1lway
Company
at
the
cos
t of revenue and
at
an e x ~
pense of 18,553l. There was no debit to ~ v e n u e account
on
account
of new. e.ngines.in the
c o r r e a p o n d i n ~
period of
1
898
.
t
wa.s
ongmally
m
tended that the
Sl X
.
engines
should ha
ve
renewed ab the rate of two in each of
the half-years ending. J nne, 1898, December;· 1898 and
June, 1899; hub. owing to the
gr:eat
engineers' strike
in
Enfland the engt.nea were not avatla.ble until the second
hal of 1
899
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•
NOTES.
COPPER.
WE do not believe that the stars in their courses
are
fighting for t
he
small
group
of Americans who
hav
e
obtained control
of
the
copper
market, but
certainly several things have happened to aid their
movement. The latest is the fire which
has
broken
out
in the
Calumet
and Hecla mine,
one
of the
largest independent producers in
the world.
The
.
Calumet
and
Hecla has
steadfastly dec
lin ed
to
have any
d
ealing
s
with
the copper combine,
on
t
he
ground
that
the
objects
of
that
body
are inimical to the true interests of the in
dustry,
and on several occasions it has
done
things
which have upset the calculations of the
trust:
as, for
in
stance,
when at
the beginning of
the
year
it sold some
big
blocks
at
a
reduction
on
the
price
fixed
by
the
se
lling
agents
of
the
Amalga
mated Company. I ts annual production is about
40,000 tons, and consequently it is in a position to
act
independently
if, and when, it so desires.
As
a
result of the fire the output of the
min
e has
fallen off by 50 per
cent.,
and
as
a message sent over
this
week
states
t
ha
t the conflagration is
still
raging,
it is quite possible
that
the fact will be used by
the
combine to strengthen its own position, which
has
of la te
been
growing very weak. For the evidences
of
incr
eased mining activity, coupled
with
a
falling off in
the indust
rial demand, have compelled
the
'' corner men
"
to support
the
market to an
extent
which was becoming dangerous
to them,
on
account of the stocks which they were forced to
lif t in o
rd
er to keep down the visible supply.
Their
representatives
have, of
late
weeks, in
fact, allowed
the
market
to
look
after
itself
pretty well.
Their object
may
be to
l
et
t
he
price
go down so
that they may buy on
the lower level
again. On the other
hand,
it may be that they
hold
already more copper than they
can handl
e
with
c01nfort. The
quantity
in sigh t in
Europe
at
the
end
of M
ay
sho wed an
incr
ease of
about
2000
tons on
the one month,
and
of 5600
tons as
com
pared with
the beginning of
the
year. Th e im
provement
is
maintained in
the mid-monthly
statistics,
in spite
of the withdrawals of standard
copper
for shipment to the States ; and the price
is
going down
grad
ually, being now 7l. lower than
at the end
of March.
THE TELEGRAPHONE.
The
telegraphone,
or
magneto-telephonograph,
the invention of
V.
Poulsen, of the Telephone
Company, and of
P. 0. Pedersen,
is
an
instrument
which produces an invisible magnetic
telephone
record
on
a
stee
l
band or
wire,
and
reproduces
the
sounds
after
the
manner and
with the
distinctness
of the phonograph. The principle of the new
instrument s simplicity itself. The firm of
Mix
and Genest, of Berlin, which is
interested
in the
inv
en tion, shows the following
experiments
among
others. A wire of
steel
or nickel, 1 millimetre
in
diameter,
is wound spirally on a
drum in rheostat
fashion, the
drum being turned
by
an
electl'ic motor.
tiny electromagnet, with
pointed
iron wire cores
just embracing the
steel
wire, slides over the wire
as the drum is rotated, so that successive portions
of
the
wire
are brought into
the field. Before use,
t
he
whole wire has homogeneously been magnetised
crossways
by
connecting the coil
with
a
battery.
When
receiving a message, the coil of
the
electro
magnet forms t
he
secondary of an induction appa
ratus whose
primary
comprises the microphone
and
a battery. The current
n
the
magnet
coil fluc
tuates
in accordance with the sounds received
by
the microphone,
and thus
a varying magnetic
stress
is
impressed
on
the
coil wire,
and pr
oduces perma
n
ent
poles of greater or less st rength. The elec
tromagnet
is now coupled with a telephone,
and
the drum turned in the same direction as
before;
t
he
microphone
ourrents
are then
r e p r o d u c e ~
by
inducti
on in
the
coils of the magnet,
and
trans
l
ated into
sound
in the telephone. Th
e con
versation may be repeated
up
to 1200 times, it is
asserted. When the wire
ha
s done its
duty,
the
ma.anetisations
are deleted by
coupling the electro
magnet
again with. i.ts
own ene
rgising
b a t t ~ r y
which
restores
the ong1nal homogeneous magnetisa
tion. For
longer
c0nversations
the steel
wire is
replaced
by
a
reel
of
steel
band, 3 millimetres
w ~ d e
and 0.05 millimetre in thickness. The multiple
transmitter of
Poulsen
consists of an
end
less steel
band stretched over
two pulleys, the recording
elect romagnet,
if
we may use that
term,
a series. of
transmitter
el
ec t
romagnets,
and
finally a deleh
ng
•
•
E N G I N E E R I N G.
(JuNE
22
1 9 ~ .
electromagnet. From
experiments,
conducted by
centres.
The total weight of the locomotive was
Dr. K.
Strecker,
in the Imperial Telegraph 2 tons; b ~ t the motor was so placed
that
only one
Department at Berlin, it would
appear
·that the fifth of
this total
came on the accessory rail. The
ordinary telephone
cu n·ents are not always
st
rong la.tter, however,
ha
s to
take
the vertical component
enough
to
produce a sufficiently powerful field. of the tension of
the
tow-rope.
Th
e motor provided
But
the a ~ e f
t
he
m
ost
promising
kind,
was
~ u c h
tnore
J?OWerful than
necessa
ry
for the
and t
hey
. estify mduectly to .the excell.ence 'work In
hand,
as It was capable of working
at
the
homogeneity of
modern
steel
wue.
The Ingenui
ty
rate of 14 to 15 horse-power. Since however
of the
inventors
has already solved the problem
t h ~ s e experiments
were merely p r e l i ~ i n a r y o n e ~
of
duplex
telephony,
sending
two messages simul-
intended
to test the possibilities of electric trac
t ~ n e o u s l y
over
the
same
wire.
Imagine inst
ead
t i ~ n
f.or
l a . r ~ e
barges,
this
e x c e s ~ .power.
wa
s sup
of the one
l e c t r o m a g n e ~
two electromagnets,
phed ~ t e n t w n a l l y and
the requisite
re
si
st
ance to
placed
the one
clo
se behind the other. When
call
forth the
full powers of
the
motor was
n
some
they are coupled in series, any two consecutive of the
experiments
provided by rafts. These ex.
spots
of the moving
steel
band will
be
affected in
periment
s showed 'the system to
be
capable of
the same sense; when connected aga.inet one meeting all needs, working, as it did, with safety
anoth
er, the r
ema
nent magnetism at t
he
first and economy.
spot
will be weakened,
and
t hat of
the other
========
strengthened\ or vice versd To separate the
two
superimposed records, we want two telephones,
in
circuit, the one
with
the two electroma
gnets in
series, the
other
with the two electromagnets
in counter-connection. If we
listen
at t
he
la tte r,
the
induced
currents
sent from
the
two consecutive
spots, magnetised
in
the same sense, will
neutralise
one
an
other.
ELECTRIC TR A
C'l'10N
FOR
CANALS.
Some
interesting experiments on boat
traction
by
means of electric locomotives w
ere made
on
behalf of the
Prussian Government by
Messrs.
Sieme
ns
a
nd Halske,
of
Berlin
.
The
sce
ne
of
operations was a short length of the
Finow
Canal, which forms a portion of the waterway
between
Berlin
and Stett in, and is
traversed
ever
y y
ea
r
by about
25,000 to 26,000 boats each
way.
The craft
used
are in
the
main
tow
barges,
about
132 ft. long
by
15 ft.
6
in. beam,
carrying about 150 to 175 tons on a draught of
49 ft. There are also a few
steam
barges employed
which
carry about
150 tons, and
can
tow a second
barge. Th e traffic to
Berlin
is much heavier than
towards
Stettin,
and
as
a consequence
three
q
uarters
of the barges
return
lig
ht
from the metro
polis.
Traction
is generally effected
by
hor
ses ,
there being a towpath on each
bank,
but on the
down
journey man trac
t
ion
is not infrequently
relied on.
In any
case the speed is low,
and,
including stops, does not
a ~ e r a g e
more than
about
1 miles per hour.
The
section of ca
nal
chosen
for the
experiments
above
ref
e
rred to
was selected
owing
to its
physical difficulties, presenting as
it does several reve
rse
curves, whilst in one
curve of but 32S ft . radius the waterway is
s
panned by
a railway bridge.
The line
la
id
down for the towing engine was of 1
metre
(3.28 ft. )
gauge, the
outer
rail weighing 1S.2 lb.
per
yard,
whilst the inner, which was fixed on the inner
edge of the towpath, weighed 9.1 lb. per
yard.
These rails which were of the flange type, were
laid
partly on
sleepers, ballasted
with
gravel, and
in
part on blocks of concrete, weighing 220 lb.
each,
in
t
he
case of
the
heavier principal rail,
and
half
this
for the
other
rail. ,
This
arrangement
cost 50l. to SOl more per mile than the ar range
ment with sleepers, but proved less expensive
to maintain. A
stee
l
rack
bolted · to the web
of t
he
principal -ra il provided
the re
sistance
necessary for haulage, t he weight of t he loco
motives used being insufficient
to
give
this by
adhesion.
Thou
gh no
wharf
actually existed
on
the
l
ength
of canal
experim
ented on, the
arrange
ments
necessary,
had
such existed, were fully
tested
. At one
point
the
line
was raised to a
height
of 9ft. 6 in. above the level of the towpath, being
car
ri
ed on
posts
and
brackets,
this elevat
ed por
tion being connected w
ith th
e level line
on
each
side of it by gr
ad
ien
ts
of 1 in Si. 'l'he carrying
posts were 12 in. in diameter, and were spaced
a.t
1S ft. Si n.
centres
. A cap piece, S in.
by
10 in. in
section,
spanned the
gap between consecutive posts.
Th
e principal
rail
was laid
directly on this
cap
piece, whilst
the
ot
her
was carried
by a
.
stringer,
supported
at
each
post
on brackets. The conductor
for
the
c
ur r
ent was
supported
on pine postE', 23 ft.
long, spaced at 35 to 44
yards
apart. I t consisted
of S-millimetre wire, CalTied
by
porcelain insula
tors.
The potential
used was 500 volts.
The
prin-
cipal rail served as conductor for
th
e
return
cur
rent. The
source of power wa s a 15 horse-power
portable
engine, driving a 9 -
kilowatt
dynamo;
and
a large sto rage battery was also provided. 'l'he
extreme
dimensions of the towing locomotive were
6 ft.
10
in. in
length
by 4 ft. 10 in. wide.
I t
was
mounted
on four wheels, spaced at 3 ft . 6 in.
INDIAN RA.ILWAY
PROPERTY
.
THE course of Indian railway property during the
last six months has not been ent irely satisfactory, a
blow having been given to Indian railway credit by
the cold and unsympatheti c spirit shown by the
Anglo.Indian authorities in connection with the
proposed
pur
cha
se
of the Great Indian Peninsula
Railway by
the
Secreta
ry
of
St
ate for India
in
Council. The time has arrived when the
Secretary for India has a right to exercise his
privilege of purchasing the Great Indian Peninsula
Railway,
if
he deems it a d v i a . b l e to
do so.
The
requisite notice has been given,
but
the terms
of
pur
chase proposed are regarded as so extremely
unsatisfactory
that
the matter is to be argued out in
the
courts. The t ffect of this upon the Stock
Exchange has been nothing short of disastrous.
At one time a quotation was even suspended for
the stocks of
the
Grel).t Indian Peninsula, the
:Madras, and the Bombay, Baroda, and Central
India Railways, while other Indian railway stocks
were symp
at
he t ically affected. A quotation h
as
since been restored for
the
stocks, whi
ch
had been
for a time unpriced ; but the quotation has not pre·
vented the dealers from insisting upon a wide range.
Altogether Indian railway credit has sustained a
shock from which it will not recover all at
once,
unless, indeed, the terms
of
purchase prop
os
ed to the
Great Indian Peninsula. Railway are revised, and re
vised in a liberal spirit. The Indian official world
appears to ha.Ye forgotten that the original investors
in such concerns as
the
Great Indian Peninsula, the
Bombay, Baroda., and Central India, and the Madras
Railways, rendered
a
service to their
co
untry in
making what was regarded at the time as some
thing of a leap in the dark, and
that
their making
the leap gives them a claim to kindly considera
tion. I t may be rejoined, in the words of M.
Alexandre Dumas, that in business there are no
friends, only corre sponden
ts; but
it is not always
d v i ~ b l e to stand on the
st r
i
ct
letter
of
one 's rig
ht
s,
and
to
make the h
ar
de
st
possible bargain.
At
the
eame time, the fact must not be overlooked that the
amount of stook i
ss
ued by the Great Indian Peninsula
Railway, and upon which a.n interest of some kind has
to be provided when
the
line is taken over by the
Anglo-Indian Government, is 20,000,000l.; and .of
course
the
Anglo-Indian Treasury has to
c a e d
wt th
caution in dealing with a total
of
such
m a g n ~ t u d e ..
The Anglo Indian Government
so
me ttme smce
bought up
the
East Indian Railway, and the t erms .of
purchase in that case were regarded as reasonably satis
factory. The matter appears to depend very muc h
upon t he manner in which the right
of h a ~ e
1s
exercised. The Anglo-Indian Government can either
buy up Indian railway property right
off, it
can pay
for
it
by annuities.
f
the annuity system
a d o p t e ~
it must be based upon the average rate of mterest In
London during the two preceding y e a r ~ upon pubhc
obligations of the Government of India and other
public obli
gat
ions paid in London by the Secretar.y
of
ta.te for
lndi
a in
Co
uncil, the rate to be ascertamed
by
re
ference to the aovernor or deputy-governor
of
the Bank of England
0
for t he time b e ~ n g T b ~ hard
ship of the annuity system clearly 1s that It loses
sight of the current value of the stock of the purchased
railway.
For
example, if the Stook Exchange
~ a s
pri ced
the
stock so that it yields
b u y e ~ s
a quo tatiOn
interest o
f,
Eay, 4 per cent. per annum,
It
1s e.xtremely
hard
to
co
me
down all at once to an annuity based
upon the prices of Indian Government stock yielding an
effective interest of on ly 3 per cent. per annum. The
question is one of considerable moment, as the Anglo
Indian Government has a right to purchase also the
Madras systeD) in April, 1907 . The "ecretary
of
State
for India. btJ.s also the power to take over the Bombay,
Baroda, and C
entra
l India Railway at the
close of 1905.
The Great Indian Peninsula, the Bombay, Baroda, and
Ce)l-tral India and the ~ l d r s Railways were con
structed upon' the guarantee of interest system,-:-a
guarantee of 5
per
cent. from the Anglo-Ind1an
Treasury with half surplus profits, and all u r p ~ u s
profits after the
a.d
va.nces made by the
AngJo-Indi D
•
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7/17/2019 Engineering Vol 69 1900-06-22
http://slidepdf.com/reader/full/engineering-vol-69-1900-06-22 25/36
•
}UNE 2 2 ,
1900 ]
in fulfilment of its guaran
tee
w ~ r e repaid.
The
guarantee system
may have giv
en the
s
toc
ks of
the three
c
ompan
ies a
slight
ly artific
ial
va
lue; but
th
e question which now has to ba solved is
whether
there
is
to
be a rude
unmitigated drop
from a
system
of li berality and encouragement to the
hardest
pos
sible
ba
rgaining which can l:e devised
and en
forced.
In connec
tion with the impending transfer
of
the
Bombay, ~ a r o d a and Central
Indian
Railway
to
the
Anglo-Indtan Government
another
question h
as
arisen.
Th
e
Bombay,
,Ba.roda,
and
Cen tr al I
ndi
a R1.ilway,
by
agreement w1th the
Secretary
of
State
f
or
India in
Council,
works
the Ra.jputana
anu Ma
l
wa
, the
Cawnpore and Achnera, and the Godhra, Ru tlam,
and
Nagda State
lin
es f
or
t he
Indian
' Govern
ment. Under t
hi
s agreem
ent
the comp
an
y receives
one-fifth of the s
urplu
s profits of the li nes re
maining
after
the r ay m
ent to the
Secr
etary
of
State
,
out
of
the
net earnings, of
inter
e
st
upon
their
ag
reed capi tal cost, a.t
th
e rate of 5 per cent. per
annum
in
the
cas£s of t
he
Rajputana.
and Malwa
a od _he Godhra, Ru tlam, and Nagda lin es, and
4
per cent
. per annum in the case of the Ca.wn
pore
and
Achnera
line. The
agreement e?CPiresat
the
close of June, 1900 ; and t he
quest
ion has ' arisen what
is to
be done with the lin es between June, 1900, and
Decem
be
r, 1905,
when the
Anglo-
In dia.
n Gove
rnm
ent
has t he right of purchasing t he Bombay,
Baroda
and
Cent
ra l
India
Ra il way. A good
dea
l of cor
spondence has pa<Jsed upon the subject
betw
een
the
Bombay, Ba.roda, and Ce
ntral
India Ra ilw
ay and
the Secr
etary
of
State
for
India in
Council.
The
Sec
retary of State ul tima tely ag reed to continue th e
manageme
nt
of the th ree
State
lines
by
the company,
and to a ~ c e
a
pr
o
posa
l
made by the dire
c
tors
that
the
workmg ex
penses of
the
whole
system, in
c
luding
all
branch and
su bs
idi ary
lines,
except those
of different
gauge
to
the por t ion of the main lin£s with which they
a ~ e . connected, should be charged
to
one account,
and
dt
nded pro 1·ata
over
the
various component sections
f the sys tem, in o p o r t
to
t heir respective shares
m t ~ e g ~ o s s e a r m n ~ a .
The
)ength of this
group
of
hn
es
1s
8 1 3 ~
m1le
s,
the length
of
the
original
~ y s t e m being 461 miles. The company also wo
rks
470 m:le3 of lines for other nat ive
State
s
or
corn-
•
pames. .
The
Bombay, Baroda,
an
d Central India. R ~ i l w a y
has re
c
ently
opened
its
T
apti
V all
ey
section to
Amalner, a
length of
155 miles; a.t Amalner the
c t ~
on
mee
ts
the G
reat
Indian Peninsula. Ra il way
sect10n
fr
om J
a.
l
ga.on
. Seve
ral other similar branch
lines and extensions of exi
s1
ing branches,
to
be co
n
st ru
cte
d
by native
States
or pri
vatc companies,
have
been laid
out
and have been pa rt ially cons tructed, as
fa nine
relief works. Th
ey in
c
lude
extensions of the
Gae
kwar
of Baroda,
2ft.
6 in. lines from l\tiiyagam t o
Sin
ore,
and
from B9.ha.darpur
to
Garda, as
well as a
line
of
the same gauge in
His
Highness
's
territo
ries
from Kosa.mba, near Bulsar, to Zankavao, 25 miles
in le
ng
t h. .Besides these, the
earthwork
is in progress
on branch
hoes
on a
metre·ga
u
ge
from Sa.ba
rmati to
Dholka, 33 miles, and from N adiad
to
Kapadvanj, 30
miles. The Great Indian
Peninsula R9.
ilway has been
making
good pr
ogress
in
connection wi
th the
con
str uct ion of its
Kandesh
Railway extensions.
Su
rveys
ha
ve
been co
mplet
ed by
the Madras Railway
of
the Tirupattur and
Kr
ishnagiri line. The survey
party .
has
since been transferred
to
a propos
ed
ex
tens
10n to
Mangalore of
the
Cali
cut
and Balia.
pa.tam line, now
under
construction. Nearly t he
whole of the land required for this latter line
b ~ t w a e n
Ca
lic
ut and Tellicherrv
has been
handed
over,
and good
progr
ess
ha.s
been made with the
earthwork
and
br id
ging
. Serious
delay
in
the
completion of
the
line was threatened
by
t he reduction
by
t he Govern
ment of Ind ia. of the authoriEed
outlay
on the
work
s
during
- 1 .
An
increased
expenditure
h
as now
been pe
rmitte
d,
b
ut
t he
temporary
check
enta
iled
the
postponement
of orders for
permanent way, &c.
, and
even now
only
a
limited am
·
ount of work
can be
under
ta ken
or
materials cont
ra
cted for. The
Ma
dras
Railway
has
und
e
rtaken the constru
ct ion for
the
Cochin J?urba.r of a .m
at
re-gauge
line
from S
horanur
to
Cochm.
Land
m the Cochin
State has
been
ra
pidly
m
ade
ove
r, but in the
T
ravan
core
State
considerable delay has occurred . The n
et
w
or
k of
the
Sou
the
rn Ma.hratta. R.ail
wa
y has
been in
creased
by the opening of
the Birur
and
Sh
imoga
Branch
of the Mysore
State
line; tho length of line opened
for tr a
ffic,
or work
ed
by the
Sout hern
Mabratta
R ~ i l w a y ha
s been
carried in
conseque
nc
e
to
15
95
mtles. The plague has
told
ra t
her
severely
during
last
three yea
rs
up
on the passenger traffic of
the
My
sore State lin e and other lines worked
by
t he Sou thern
Mahratta .Railway, although goods traffic h
as kep
t
up
well. W
Hh
t he exception of
the Turtipar Bridge
over
t ~ e
Gogra, and the completion ·of c
ertain
new
Doa.b
hoe
s,
th
e Bengal and North
-Weste
rn Railway
has
not
much cons
tr
uction
work at pre
se
nt
on
hand
.
In consequence of the
recent
openi
ng of
the
Elgin
Bridge, the wagon stock of the Ben
ga
l and
North
Western
Railway now runs
away
for
hundred
s of
miles
to
Western India, and
it
has become neces
sa
ry
E N G I N E E R I N
c;
to provide
another
1000 t ruo
ks to
me
et
traffic require
ment
s. More engines are also
requi
red
by the Bengal
and
N
orth-Western Railway to
co
pe with the
s
teadil
y
growing business of the company. The length of line
wo
rk
ed
by
the Bengal and North-We
stern
Ra ilway at
t he close of last .
year
wag 1085 miles, of which 743
miles were owned
by
the company. The Bengal
and
No
rt h-
Western
Railway
ha
s no
guarantee
of
in te
r
est
from the Aoglo-Indian Government ; but
it
contrives,
notwith
stan
ding
,
to ea
rn 5 per ce
nt.
per a
nnum
upon
its sto
ck.
NOTES FROM
THE
UNITED STATES.
PHILADELPHIA
June
14.
Now that Bessemer pig has been reduced
to
20 dols.
at
furnace,
there
rem
ains
only one m
ore step to
pr
e
pare th e market for activity, Yiz., the red uc
tion
of
b.illets to,
at highes t
, 25 dole. The declining
tenden
cy
in pri
ces conti
nue
s,
and
before long b
otto
m will be
reached, when a reaction will oceur, j
ust
as one took
place from
the
extremely high pr ices of last
winter.
Pig iro n is cheaper in Alabama, No . 1 found ry is
wired to-day, 16 dols. from 18.50 dols. T here is
quite
a scramble for
orders at this reduction
. At Chic
ag
o
foundry and machinemen are buying from
hand to
mouth.
Several large impleme
nt
facto
ries
h
ave
shut
down.
Labour tr o
ubles
there have greatly depre
s3ed
the demand for structural mat erial in that loca
li
ty
.
Repor
ts
fr
om Cinc
inn
at i, Ohio,
indicate the
blowing out of a good many furnaces of small capacity,
and
i t is probable they will
never
blow in again.
Vulcan n1ig
ht
as
well bid them
an
eternal
ad
ieu.
At
Pittsburg foundry irons hav e dropped one dollar.
The
Re
public I
ro
n Co
mpany
, which owns 40 bar
mills, will
shut
down
several
mill
s
to pr
e
vent any
further
re
cession in pr ices. One fact
must
be
kep
t in
mind to under
stand
the American ir
on
and steel
m
arke
t, viz., t hat demand has fall en abnormally.
Scarcely
any material
has been bought f
or two or
th ree
month
s. Stocks in con
su
mers'
hands are nearly
all
used up. What ·buying is done is done for now.
This
means
that
as soon
as
prices
touch bottom,
and they
will
touch
it
lik
e a
b:1.le
of
hay
falling
fr
om
a 10-
storey
building, th e
re
will be a r
eact
ion in
pri
ces.
There
is no help for
it,
because
pro
duct ion
being repressed, so as
to
preven t any accumu
lation
of stocks.
Everybo
dy will want iron
and
s
tee
J,
and
th ere will
ther
ef
ore be another
or i t .
This
c
annot
last long, unless im
pr
obabtht
les should occur. The loc
om otive
builders
an
d
car
b
uilder
s
are all overwhelmed
w
iLh
wo
rk.
A
ll
the great consumers of
&tee
l a re staying out of t he
mark
et as mu
ch
as
possible.
Th
e d
eve
lopment of oil
producing territory in half-a-dozen States, especially
in
Ca
lif
ornia
,
is
l
ea
ding
to
a heavy
demand
for
tubes
and
pip
es
and
oil-we
ll
goods. The
steel
-
rail
mills
hav
e a l ~ t he
work
t heY: can do, and a te lephone mes
sage thts
moment
recetved from
the
Camb
ria Stee
l
Co
mpany
says
there is
no
red
uction in
stee
l rails.
As things are
drif
t ing manufacturers will soon have
the adva
ntage ov
er
buyers
. The latter
will not order
largely
at
prese
nt,
and when prices start upwards
they will be obliged
to
pay
stronger
figures or go
ma teria
l. The
ti
npla.te
indust
ry is very
stron
g
and ac tive.
With
th
e
new
device for using
molten metal right
from
the blast
-furnace,
instead
of
pig
iron
and scrap
t here will
be
a co
llap
se in scrap prices. '
All
the big
independent iron
and
steel producers
are expanding capaci ty while the combines are stand
ing
sti ll.
ROYAL METEOROLOGICAL SOCIETY.
TH
E seco
n?
afternoon meeting of this Soc
iety
for
the
present sess
10n
was held on We
dn
es
da
y,
the
20th
inst
.
at _7q
, V i c t o r i ~ - s t r e e t .We;stminster, Dr. C.
Wllba.ms, Prestdent, bemg m the chair.
Mr. N.
Marriott
read a.
pap
er on .RcWnfall in
the
West a
1t
d East
of
En
glctlfl d itn
Relation
to
A ltitude above
Sea Level.
This
wa
s a discussion of the mean monthly
a . n ~ annual rainfall for
the
10
years1
881
-90 at 309
stations,
which the .authors had grouped according to the altitude
of t ~ e stat10ns above sea level.
The
weste
rn
stations were
cons1dered to be those which drained to the west and the
easte
rn
stations those which drained to the east of
the
country:
The
~ i a g r a m s exhibited showed
that there
is a
r a l m c r e R . S e m the annualamountof rain as
the
altitude
mcreases, a
nd
.
that the
rainfall is considerably grea
ter in
the west ~ h a . n m the a . s ~
The
.monthly diagrams brought
out promme
ntly
some m t e ~ t m g
~ e a t u r e s
among wbioh
were (1) that the monthly ramfa.llm the west is subject
to a much
g r ~ t e r
range than n
the
east; (2) that
in the
the m a X I t i ? U ~ at
all alt1tudes occurs
in
November,
but
m the e ~ ~ t 1t 18 generall y in October;
(3) that
in
the
w
est
the
sprmg
o n t h ~
Ap n
l, May, and
June
a
re
very
dry; and {4) that both m the west and east there is a very
great
increase
in the
rainfall (row June to
July.
A
J?ap
.e
r
by
1Yir.
J.
Baxendell was also read, giving a
d
eso
r1pt10n of a. new self-recording rain gauge designed
by Mr. F.
L . .
a . l ~ i w
l l , of
t h ~ Fernl
ey
Ob
ser
va
tory,
So
uthp
orb.
ThlB
ram gauge, whtcb. the author believes
a . p p ~ o a . c h e a . very close
ly
to
a.n
ideal standard, has also
the
mer1t of bemg constructed a.t a. moderate price. ·
•
•
•
· . -· - .. - .
.
. . -
....-- . --.._--
WORKMEN'S COMPENSATION
C.ASES
.
Stead
v.
Moore.- Th e hea.ring of this appeal was re
sumed
on
Saturday, J one
16,
in the Court of Appeal. lb
appeared that the claim was originally made by
Po
lly
Stead
for compensation for
the
loss of her husband, who
met
w
it
h
an
accident whil
st
following his
trade
as a
joiner in Neill-road, Ecclesall-road, Sheffield. The
man
died on J a.nuary 4, and
the
claim was for
260l.
The re
sponde
nt
s were Ma.lthouse and Ward, the building owners
on
th
e property in question, and E nos Moore, contrac
ting
joiner,
wh
o was do
ing the
jo
inery
wo
rk a.t the
houses
in
question,
and
in whose employ
the
deceased man
wa s.
The case was hea
rd by His Honour
Judge
Waddy, Q.C., at the Sheffield County Court, on
March
30,
who fou
nd
on
the
f
act
s
that
Moore wAS the
l ijdertaker as defined by
the
Act
.
Th
a.t deceased was
Moore's serva
nt a.t the
time of
the
accide
nt
, employed by
Moore on his (Moore'd) work.
That
Ma.lthouse and Wa
rd
were building owners, and not contractors within
th
e
meaning of the Act,
and that
the
appl
icants w
ere
en
titl
ed
to judgme
nt
. As against the respondents Malthouse
and
Ward, His
Honour
dismi -lsed the
a.pplicR.tion,
but
made no order as to their costs.
Th
e respondent Moore appealed.
Mr.
Danckwerts, Q.C.,
and IYir.
Sims appeared for
IYia.
lthouse
and
Ward; Mr. Ruegg, Q. C., and Mr. Hex
tall for Enos
Moore; lVIr
. Wilberforce for
th
e
applicant
Stea
d.
Mr
.
Ru
egg, Q
.C
., having argued in
support
of
the
appeal.
Mr . k v . : Q.C., argued follows :
Th
e appli
cant, m brmgmg
an
appeal to this Cou
rt
, so
far
as it
relates Malth?use and Ward, my clients, is one
day
ont
of
t1me. Th18
Court has no power to
exten
d time
unless there is good reason for doing so.
[Va.ughan WJlliams, L
.J .: You
said in
the
Cou
rt
below
that
you would not press for costs if they undertook not
to appeal.]
There
IS some
thing
here which disent
it l
es
the appJjcant to have an extension of time.
Mr. Wilberforce, for
the
applicant, said that
the
award
wa.s made n d ~ ; r.
26
of
the
Workmen's ComP.ensation
Rules. Th1s award " was not perfected unttl signed
and
the
le
arn
ed Judge's sign
atur
e
wa
s
not attached untii
May
1.
Th
erefore the appeal was
not
out of time.
[Romer,
L. -:
We are against you on
that J?
Oint. You
must submit that we should extend the ttme. A. L.
Smith, L J. : We
are
aga
inst
you
on
that point also.]
Counsel
th
en proceeded to argue
that
Moore was liable
and that
the decision of the County Court Ju dge w a . ~
co
rre
ct.
Mason
v.
ea
ne . I n
this c1se, Moore, who u
nd
ertook
to do
th
e joinering, is in
the
same p
os
ition as
Deane in the
c ~ e
of Mason
v.
Deane [(1900) 1
Q
B , 770
]. Th
e contract
with Moore was for a very considerable amount and
th
ere was no supervision exer
cide
d over them. '
The q u
es t
ion is, did the building owners contract to do
~ h e whole work. [Romer, L .J :The point
in
your favour
IS that the learned Judge finds, as a fact,
that
Moore
was
an
undertaker, n
ot
a
du
b-cont ractor.]
¥r. Ruegg, Q.C., m rep
ly:
The Judge decided the
n n t
of law wrong on
th
e facts.
No doubt
Enos
1 o o r e
did a large pa
rt
of
the
wo
rk
on his owu account
and
inde
pe
nd
ently of the m i l d i n g __owners,
but th
e scaffold which
he used ' a.s butlt by
Ward
a
nd
Malthouse. [Romer,
L .J . : Th18 contract was for the . whole of
th
e joinero'
work. ]
The Court dismissed
th
e appeaL
A. L. Smith, L .
J.
:
The
Legislature has not
left it
to say
wh
e
th
er
the
Oou
nty
Cou
rt Judge
's find
n;tg
18 one a.t wliich we ~ h o u l d ourselves ba.ve ar
nved.
o
nly q':lea
tion we have to decide, as we have
often sa1d b ~ f o r e 18 whe
th
er there was any evidence to
su
pp
o
rt the
Judgment of the
Court
below. In
thi
s case
the man who m
et
his death was in the employment of
Moore.
The
controversy was wh
ethe
r
Mo
ore was an
und
e
rt
aker. h a t was
he? I t
is
quit
e
tru
e
that
Ma.lt
and
Wara were building certain o u s ~ bu t
the
eVIdence was not conclusive
that
Ma.lthouse and
Ward
had undertaken the construction of the whole of these
~ ~ u s I t appears
that th
e whole of
the
carpe
nt
ers a
nd
Jomers work to the value of 515l. was to be done by
M
oo
re. In that
state
of facts it is
imp
ossible to say
that
was n
ot
an
Ul}d
e
rtak
er of a m
ate
rial
pa.rb
of
the
b u i l d u : ~ g that
h o ~ e v e r is a question of fac
t ; and up
on
the
evtdence before
the
County Cou
rt Judge
it is
quite
clear that there wa.S some ground for his so deciding
The
appeal
must
be dismissed. •
Va.ughan Willia.ms, L .J . : I agree.
Th
e County Court
Judge has u ? d .
that
l\ofoore was an undertaker, and to
mmd Ib 1a
Impossible
to say that there
was no
evi?ence upon the County Court Judge could
a.rrtve.
at that
concluswn. · 1v1essrs.
Ward
and
Malth
ou
se
no d o u ~ t put
up
scaffolding, not only for the purpose
of
e r e c t m g . t h ~
r 1 0 k w but for M essrs. Moore
as
well,
who used
1b lD connect10n with the joinery. This fact,
however, hardly enables one to say as a matter of law
that
Moore was n
ot an undertak
er
Lord
Justi
ce Romer agreed. '
F R E N CAN;AL . A proposal has been made for the
con
st
ructl
_o
n of a. canal to pass through
French territory
and t? umte theScheldt and the Meuse. The canal would
practiCally red,uce ~ h e a n ~ e be tween
Dunkirk
and
~ a . u ~ e u g e by m1les,
while
Ib
would
take 25
miles off
t e
d ~ s t a n c e
m
Dunkirk to
Nancy.
Th
e distance from
D?ua1 to
M e l . H
_would al
so
be
brought
down
fr
om
203
i
t? 12li mlles,- ~ ~ d t h a ~ from Douai to Na.ncy from
?9•i miles
to 272
i miles.
I t
18 claimed for the
ca
nal that
W?uld enable
the ~ l l i e r i e s the
N o
rd and the Pas de
. ala.hlS
to
c o m p e ~ e s e r t o t ~ s l y Wlbh Belgian coal and coke
In
t e va.lle
ts
of the
Sa.
m bre, Meuse, and the Oise
•
I
•
7/17/2019 Engineering Vol 69 1900-06-22
http://slidepdf.com/reader/full/engineering-vol-69-1900-06-22 26/36
•
NOTES
FROM JAPAN.
(FROM
ouR
owN CoRR
ESPONDENT
. ) ·
IM
PORT
business in
Japan
is once more hampered
through
the high
price of money here.
I t
is hard to
say what
the
ruling
ra
tes are exactly, but Japanese
banks offer 7 per cent. on fixed deposits and over
4 per cent. on daily balances. When
money
was
high,
about 10 years
ago
, the universal panacea was a
foreign
lo
an
;
this was tried,
and,
coupled
with good
silk,
tea,
and ri
ce crops,
the
preisure was re
li
eved,
but now money seems dearer than ever.
The general local opinion is
that
the
Government
made
a
mi
stak e
in
i
ssuin
g a 4 per
cent
. loan, a
nd
would have been wie
er
had t
he
y made i t a
6
per cent
.
at par,
and
that a second l
oa
n would be difficult to
place on
reasonable
terms
at pr esent. There seems
to be no likelihood
of money coming
in t
o the country
against priva
te
und er t akings, as t he security offered
does not convey with it any
rights
to acqui re la
nd.
The sto
ck
of metals
held by
the lo
cal merchants in
Tokio, Yokohama, Osak a,
and
Kobe is
more
than
equal to the demand
for s
ome
l
ittle
time
to
come.
In
fact,
outside
of ord
ers for the Gov-ernment and the
special requirements of some of the manufacturing
concerns, very few orders
will
go abroad
for
metals
for
t h ~
next six .months. Th e
re
is plenty
of
talk
about new railways
and
t
ramways
be
ing
started, b
ut
I
thin
k very
littl
e will be
done
in this line this ·year .
Then, again, a great number of profess ional men
have gone abroad th is year, and
it
will not be before
they return that the
sche
mes in which they are
in
terested
will materialise. Everyone who
cou
ld get
away seems to h
ave made the
Paris Exhibition an
ex
cuse
for
a
trip
to ~ u r o p e .
There has
been
a
good
deal
done
this year in open
ing out the mineral oil wells on the we
st
coast
of
this
island. The opinion is that oil is plentiful
and
the
mere
getting of
it
does not need
much
capital,
but the
.
scarcity of money prevents the refining process being
gone
into in a proper
and paying manner.
Attention has been very strongly to the
Hokkaido this year through
the gold and oil finds in
that
is
land.
The Hokkaido certainly has a future
before it as a mineral and
ag
ricultural centre. For
mosa,
too,
is -
not being
lost sight of, and many J apa
nese capitalists made money there. The Gove
rn
ment Railway
on
that island is be
in
g pushed forward
with
vigou
r.
The
Formosan
cam
phor monopoly
was
sold by
th
e Government the other day by public
tender.
STEEL IN
SWEDEN The production of Siemens steel in
Sweden
in the
first qua
rter
of
this
year was 47,600 tons,
The
correspondi
ng
production
in the
co
rr
espo
nding
qu
a
rt
er of 1899 was 39,500 tons.
GREAT GRIMSBY
-The
Great Central Railway Com
pany has
provisionally agreed, through
it
s
cha
irman,
to
build a deep-water dock at Great Grimsby if a subsidy
of 5000l.
per annum
f
or
seven yea
rs after the
completion
of the dock is guaranteed. Four-fifths of this s
ub
sidy
has been already a r r a for, and
it
is proposed
to
seek
the necessary constru ctiOn powers next session. The new
dock will probably be
built
on
the
West
Fitties,
adjoin
ing the present Royal
and
Alexandra Docks.
CAL
EDONIAN
RAILW
AY P ASSENGER LOOO
iOTI
VES :
ERRATA. -There were one or two slips in our article on
the performances of Caledonian locomotives
in last
week's issue (page 771 wnte) . Thus, the train which
made
t
he sp
lendid
run
from
Ca
rstaira
to
Carlisle,
described ab the top of the third col
umn
on page
771,
consisted of 10,
not 20,
eig
ht
-wheel bogies
and
three
twelve-wheelers ; but the weight was correctly given in
our article as 329 tons, so that the e
rror
would
not
mislead
the reader. In
Table II.
on page 771 the note "Two
mil
es
per hour
slow
ed to
30
miles
per
hour " between
milepost 167 and 163, should
read
' 'Two miles
relayilng.
slowed to
30
miles per hour. " In Table III., page 772,
the
last run
but one was from Carlisle to
C a r s t a 1 r s ~
not
to
Carlisle. On the sixth line from the end of tne first
column of page
772 the
figure ., 8" in 18 minutes 15
seconds got damaged in printing, and thu s in some copies
of
the
paper the
time may appear
to
read 13 minutes
15 seco
nds
instead of 18 minutes 15 seconds.
CaTA L
OGU
Es
We
have received from Messrs. Alldays
and
Onion
s' Pneumatic
Engineering Company, Limited,
of the Great Western Works, Birmingham, copies of
var ious sections of their new catalogue, in which are
listed .Root's blowers, brazing hearths, portable forges,
vices, s
to
oks, and dies, and most
kinds
of n ~ i n
e e r s
sundries. - Cresswell's Asbestos Company,
Lumt
ed, of
the e l l i n g t o ~ Mi Js, Bradf?rd, have.sent us p a m p h l
describing theu boiler cove
rmg
s,
~ u b n t o r s ,
and lu
.b
n
c
ants
and their
leather
preservatives for u
se
on beltmg.
- M ~ s s r s L. Smit and
Zoon, of Kinderdijh, Holland,
have recently published a small
cata
logue containing
illustrated descriptions of certain of the electric launches
built by
th
e
ir
firm.-
Th
e Canadian
Mot
or Company, of
Toronto, who are
n ~ e d
here by Shippey ~ r o t h
Limited of 13
and 14, Kmg-st
reet , E .C., have
tSSue
d .a
small
p ~ m p h l
describing ·the " St ill "· type of electnc
autocar of which
they u p p l y a
variety of patterns.
Mr. A: A . Tatteraall, of the Mill-Hill Tool
Work
s,
Bl a
ckburn,
has
se
nt
us a co
py
of his
new
catalogue of
emery grinding and polishing machinery
•
E N G I N E E R
I
N G
THE
WAR IN SOUTH AFRICA.
To
THE
EDITOR
OF
ENGINEERING.
SIR,-When the history of the war comes to be written
by
some one who
has
access to all docu
ment
s of an official
nature, and
to many
of the private letters of officers at
the front
who
are competent to
form
op
inions, we shall
arrive
ab a period less tainted than is the
present
by the
hurried,
and
only too frequently the inaccurate, jeremiads
of the average war correspondent.
He cannot
be blamed.
Hi
s writings
are most
interest
ing
a nd we, the people
at
home,
are
so intensely con
cerned
in
the war that news of some kind we insist upon
and pay
for.
But the history of a war should never be com_Piled from
the
newspaper reports, if accuracy
and
justlCe
to the
tro ops and the commanders be aimed at by the his
torian.
History
should
be
sim
ilar
in accuracy to a geo
metrical plan,
drawn to
scale,
and
from which the
examiner
can
measure
the
various
in t
erlacing forces which
produce the several a9tions. Newspaper
rep?rts
.are
similar to bold and dashmjS' sketches rattled off m bright
colours, seldom
drawn
With any attempt
at
scale, and
always exaggerating points of interest unduly, and conse
quently utterly
bewildering
and
mischievous
in their
ntlu
enceon the brains of those who desire to
get
.at the.root of
things,
and to
under
stand the war in the
real bearmgs
<;m
the future, and especially as regards the reorganisationand
improvement of our
military
forces. The
United
Service
Institution
has
offered its gold ' medal for 1900 for the
best essay on the above subject, but we must hope
that
the Government will have commenced
the
said reorganisa
tion before such essays
can
be examined. As a fact the
war itself has already reorganised
our
army.
I t has
shown
that
after a given
tilme the military resou
rc
es of
the Empire can
be collected
and
harmoniously worked to
subdue a common foe. The time required is an im
portant
factor,
and another
of supreme importance
JS the command of the sea. f ab any future time we
allow
the
E uropean so-called concert
to
own conjointly
naval forces
against
which our own
Navy
(assis ted
by allies on whom we can depend for naval aid) could n
ot
hope to successfully contend,
then it
follows that snch
European
concert would be able to dictate to
Great
Britain
whether or nob
she
should be pe
rmitted to
wage a
war, such as
that
with which we
are
now engaged in
South
Africa.
Now
the predominance of armed force on the sea is
far
more easily obtained
and
retained
than any
predominance
of armed force on land. The
war
in
South
Africa demon
strates
the immense efforts, the huge cost, and great loss
of life entailed
by
land fighting for supremacy, even
where the contending forces are very unequal
in
number
s,
discipline,
tr
aining
and
organisation.
On the other hand Naval supremacy, if already
possessed, can easily be retained,
and the
fighting is soon
over, and is principa lly bloody for the vanquish
ed
.
This
was di
sti
nctly shown in the
late
war between
Spain
a.
nd
the U n
ite
d States.
The
commencement of the
South
African war therefore
proved two very
importa
nt
·r
eq
uirements
in
order
that
a
similar war may be possible for us
at
any future time.
These are: 1. Naval
s
upremacy;
and
2.
A
standing
force
in the British Isles available for immediate employment
pending
the time
r
eq
uired for collecting
at the
menaced
point the military forces of the British Empire. ·
A
day or
two since the
p a ~ e r s
informed us that
Lord
Salisbury received the Russian, German, and other am
bassadors
in
audience,
and
that
Mr.
Goschen was present.
I must confess that I read this announcement with great
alarm. I t seeem
ed
so evidently aimed at
an attempt to
try
and
make England agree
to
a reduction in the build
ing programme for our fleet. As you, Sir, pointed out in
a recent leader, we seem
to
be lagging behind already
in
the building of battleships as compared with the pro
gramme of our neighbours, and, therefore,
the
first re
quirement of such a war as the one in South Africa,
viz., naval supremacy,
may
become a thing of
the
past.
The intense jealousy
and
unfriendliness in this
co
untry
of the peoples of
the
Continental Powers of Europe has
been amply displayed duri
ng
the
past
few months,
and
nothing would more certainly assist them
to
combine
than
the possession of a p ower
to
conjointly do
Great
Britain
some overwhelming damage when
the
suitable
time
a
rri
ves. This could only occur
by
means of a
Naval
coalition, and this will be possible and even probable
when,
and
as soon as,
their
combin
ed Naval
forces could
defeat ours. Mr. Gosch{m pretends
that
the building
force of
the
country is already occupied
a ~ d at
full time.
f so, then we cannot keep ahead of our n vals by peace
ful means.
But it is absolutely necessary for the continued exist
ence of
our Empire
to maintain o
ur Nava
l su
pre
macy,
and
consequ
ently Mr.
Goschen's .stateme
nt
(if true) car
ried
to its
logical conclusion from a
Briti
sh
point
of view,
spells out a
great Naval war in
the
near
future; f
or
it is
incontestible
that
England must continue supreme on the
sea
, and,
th
erefore,
if
she cannot do so
by
construction
it will be necessary for our self preservation to
re
sort to
destruction.
B
regards
point
(2) it has become evident that
the
system of linked battalions, a system whereby the
battallion on foreign service alone is fit for immediate
act
ive service, is
not
a system which meets our require
ments, for the simple reason that the battalions
at
home
are not ready for active service until the reserves are
called
out:
and, further,
that
it
is
n
ot
possible for a
Ministry to simultaneously call out the reserves and
co
n
tinue
e ~ o t i a t i o n s
with a vie' an amicable
s e t t
of any p ~ t e . Mr. C h a m b e ~ l a . m a c k n o w e d g e ~ that. he
waited
until
he had the umted country
behmd h1m.
Time
passed
during
this education of the country ; the
reserves were
not ca
ll
ed out
until
the
education was
complete, and the British
South
African Colnnies would
[JUNE 22, 1900.
have been overrun
had
not a force been sent from India
in
the nick of time, The war came, we
were
not
ready,
and then
followed week upon week of
the
most intense
anxiety.
f
a Minister cannot
arm and
negotiate simultaneously,
we
must
arm beforehand. ·
The
present
system does
not
give us an armed for
ce
at
home.
t
only gives us )a number of cadres on which
an armed force can be quickly grafted, but not quickly
enough for
the
necessities of modern warfare.
It, therefore, comes
to
this : that if we really require
a
military
force ready in
England
for active servi
ce at
short notlCe, it must be a long-service fe>roe- i t mu st be
a force
not
requiring
to
be built
up
from the reserves.
This, however, is a very big ques
tion;
and, if prove
d,
must
figure in
another
letter. ·
General Buller's action on Sunday, the lOth inst., which
terminated his campaign
in
the mountainous district
of
North
Natal, was brilliant alike
in its
strategic conception
and its tactical execution. The Boers are about sick of
Buller
and
all his ways;
and
appear to have cleared out of
their
very strong positions With a celerity that does not
promise
any
lengthened resistance now that the main
objects of the war have been achieved.
The Natal Field Force
will now co-operate with Lord
Roberts
in
the subjugation of the Transvaal; and, no
doubt,
its
first Transvaal business will be to clear the
railway to Pretoria,
and
'thus open
up
another line of
communication between Preteria and the sea.
This
railway is only a narrow-gauge
line-and
has many
steep gradients and sharp l e s s it will,
no
doubt, be very usefully employed as an
alt
ernative com
munication
to
the flea.
Mr. Kruger
is said
to
be living
in
a railwa-y train
on
the line from
Pr
etoria
to
Delagoa Bay:. This line will
probably be a chief objeoti
ve
in Lord Roberts'
o p e r ~ t i o n s
in
the
near
future. Delagoa
Bay
has been a thorn m
o u ~
side for
many
a day,
and
a British
entry
ab
Komati Poorb
is extremely desirable.
Yours faithfully,
June
17,
1900.
FIEL
D OFFICER
IN
'84.
CALEDONIAN LOCOMOTIVES.
To TH EDITOR oF ENGINEERING.
SIR,-
Your correspondent on Caledonian Railway
Passenger Locomotives," mars an otherwise excellent
article by
t
tendency
to
travel beyond the limits of his
subjept, and to run his engines on metals for which they
were never
in te
nded.
I t is expected of a locomotive
s u p e r ~ n t e n d e n b
that he
should build
the
engines best adapted to the requirements
of his own railway. Since the requirements of every
railway differ in some
re
spects.
f r o ~
those of every other
rail way, the types of locomotives m use upon different
lines vary accordingly. A comparis
on
between these
different types would involve a consideration of all the
factors which enter into the question. To argue, how
ever, that
the
Ca.ledonian engines
wo
u
ld
run better than
other engines on the Caledonian Railway, and on
sms-JI
sections of other railways where the conditions
a ~ e
similar, is
to
argue what most
e r : ~ o n s
would be content
to
assume as self-e
vident· and
if the Great Northern
engines compare unfavourably in this respect, it is
eQ,ualJy
obvious that
ib
is
pr
'ecisely because they were destgned
for another
and
a different class of work.
It
is di
fficu lt to
see
what
useful result
is
to be obtained
from such a
meth
od of comparison as your correspondent
employs.
I am, Sir, yours truly,
H. R.
GUTTA-PERCHA.
To THE EDITOR
oF
ENGINEERING.
SIR
- I n
your
article
on
"The Future
of Gutta-Peroha"
(page'754 ante , you gave some f i g u r ~ h o w ~ n g the inini
mum
quantity
of
u t t a - ~ r c h a
used for msulatmg purpos
es.
Now, as I recently, while experime
nting
with some of the
was
te
products from paper mills, found
that
a
good
prod.ucb
could be made from the paper sludge, from gum ammoma.c,
and gutta-percha, it may interest all those of your
readers who use
~ u t t a - p e r to
know of .a means of
making an insulatmg compound
that
consists
of
only
about one-third of
its
composition of gutta-percha. So
far I have not experi
ment
ed with the compound as
regards a s c e r t a i n i n ~
its
perma lency. when used as
an insulating material for electrical wues under
w a ~ e r .
As
I have already published
the
method of produomg
this compound (in a
re
c
ent
u m ~ e r
t ~ e
World's f O pe_r
r d
e Review ),
I have no .hes1tat10n m also makmg It
public
to
your readers, as
Ib
may.be of v a ~ u e to them,
frarticularly so as the compound 1.8 most stmply m ~ e .
Thus,
melt
2
parts
(by weight) of
u t b a - p e r c ~ a ,
and while
in a molten state mix in 1 part (by weight) of gum
ammoniac,
and
when the gum has melted and
becolll;e
incorporated with the u t t a - p e r c ~ a add 1 part (or ~ o r e 1f
desired) of paper " sludge.''
wh
tch has been .
pr
ev1ouslh
dried
and
pulverised, st ir the mixture well until.thoroug
incorporation takes place,
then th
e compound
s ~ e d
to cool
and
is ready for use. I t
~ a y
be rolled out
sheets while still hot
or
pressed
mto m o u l d ~ , o
., or 1t
may be remelt
ed by ~ t i n g
for use.at any time. After
exposure to the air for a week or so
b
.becomes very
£rd
and tough, yet still elastic or pliable, a
nd
can
be
use or
a variety of purposes.
Yours
trug,
H. C. STAN
DAGE
, o n s u l t i ~ g and
· Manufacturing ChemlBb.
• • •
une
1
3, 1900.
•
R ussiAN METALLURGY.-The production of pigin Russia
in
the first
quart
er of
thi
s year amounted
to
13,327,160
poods. A pood is equal
to
36 lb. English.
-
7/17/2019 Engineering Vol 69 1900-06-22
http://slidepdf.com/reader/full/engineering-vol-69-1900-06-22 27/36
•
JuNE
22, 1900.]
THE
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•
E N G I N E E R I N G.
CABLE-L
'A
YING
STEAM ER
VON
PODBIELSKI . ' '
BUILT BY
MES
SRS.
DAVID
.J.
DUNLOP, AND
CO., PORT G
LA
SGOW, N.B
•
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•
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•
•
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•
I
. .
•
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•
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•
•
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•
WE i
ll u
sLrate above,
and
on
our
t wo-page plate, Ger
many's first cable-layiog steamer, the V on Podbielski,
designed
and
built
by
e s s r ~ . Da.vid J. Dun op
and
Co.,
at the Inch Works, Port Glasgow, for theNorddeuts che
Seekab elwerke Actiengesellschaft , under which
title
two of the former cable-constru cting firms of Germany
amalgamated 1\l.st year. The Land und Seekabe
l
werke," of Cologne, had been formed, in 1898,
to tak
e
over the increasing cable business founded by Mr.
Franz
Clouth, of Cologne, with a view
to
laying down
a
f ~ c t o r y
for the manufacture of submarine cable on a
large
scale. The place selected
wa
s Nordenham on
the Weser, a small
town
lying on the west bank of
the river,
about
6 miles
fr
om Bremerhaven. The
well-known firm of Mess
rs
. Felten and Guilleaume, of
Ka
rl
swerk, Mulheim-am-Rhein,
had
also
intended
to
build a submarine cable factory of their
own
and,
to obviat e having two submarine cable facto ries in
Germany,
it
was thought desirable to combine the
two compet ing
intere
sts,
with
t he result that the
present company- the Norddeutsche Seekabelwerke
wa.s founded on May 27, 1899,
to
continue the building
and equipment of the fa
ctory at
Nordenham. In
this
company the principal
in
t erest is held by Messrs.
Felten and Guilleaume and the Deutsch-Atlantische
Telegraphengesellscbaft, the
L Llld-
unci Seekabelwerke
also
ha
ving an interest in the company. The technical
co
ntrol
is in the hands of Messrs. Felten and Guil
leanme. The bank of
the
river has been raised for a
length of
i
kilometre
to
a height of 3 metres, all faced
with stone, and 3000 cubic metres of sand was dredged
daily from below
the
river bed, so as
to
mak e a good
found
ation
for th e factory buildings. These buildings
are
n.ow
being
ere
cted ,
and
the
ste amer
now completed
will form an imp ortant ad junct.
The Von Podbielski, propelled by
tw
in-screws, has
been specia
ll
y designed for cable-laying and repairing
purposes, and all the detail s of her arrangements
and
construction have received the most careful considera
t ion at the hands of the owners and builders,
with
a
view to fulfilling satisfactorily all
the
requirements of
the
service in which she is t o be more particularly e
m
ployed. The following are the
prin
cipal dimensions :
Length between perpen.
diculars .. . . . . 255 ft. 0 in. (77.7 m.)
Breadth moulded . . . . 35 , 0 , (1
0.
7 , )
Depth moulded to underside
of main deck ... ... 16 , 0 , ( 4.9 , )
Depth moulded to underside
of spar deck . . .. . 23 , 6 , ( 7.2 , )
The vessel has been constructed
under
the rules of
Germanischer
Ll
oyd
to
obtain
their
highest
class
in
steel a-s a spar-deck steamer,
and
when fully equipped
for sea, she has a deadweigh t carrying cap9.city
of about 1300 t ons on 16 ft. 6 in. draught of water.
The
speed of the steamer, when laden with
5
tons
del.dw
eigbt
, will be 13 knots. The Von Podbielski,
•
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•
= ~ ~ ~
_ _
-
as shown
in
the e n g r a v i n ~ annexed, and on the
profile
on
the
two
-page plate, has a culiwater stem
and elliptical ste
rn,
t he paying-out
and
picking-up
gear fitted on t
he stem and
stern being so
arranged
as
to reduce ns far as possible the rubbing of the cab le on
t he hull when it is handled.
Th
e rig of the ste amer
is that of a two -masted fore-and-aft schooner, the
masts being of steel; and at each mast is provided a
suit able steam winch, with all appliances for working
the derrick when handliug buoys, grapnels, &c.
The deck arrangements will be readily
under
stood
by
a
re f
erence to the plans reproduced on the two
page plate (F igs. 4
and
6). The
upper
deck is flush all
fore-and·aft, giving an unob
st
ructed lead from the
different cable tank s to t
he
picking-up and paying-out
machines at
the
bow and stern. The spar deck is of
teakwood, and
the
main deck of pitch pine.
The
tween
decks accommodate al l the necessary hands for work
ing the steamer efficiently, and
the afte
r portion is
fitted for the cable officers, and includes a well-appor
tioned
and
handsome saloon
in
hardwood, French
polished, and spacious state-rooms. The
entrance
to
th e cab le office rs'
apartments
is approached from a
la r
ge steel k h o u having a double-way stair. A
teak ornamental
skylight
gives light
and
ventilation
to the saloon, and an electrically driven fan is provided
for specially ventilating these quarters.
The
alley
ways alongside the engine and boiler space
are
sui tably arranged for the accommodation of the
navigating officers and marine engineers, with
all the
necessa
ry
conveniences
and
n i t r y
appliances. For
ward of the boiler-room
bulkhead in
the
t
ween
de
cks
(Fig, 6), accommodation is provided, in a
compartment
64 ft. long, for all the cable hands, with a
la r
ge testing
room for electricians, workshops,
sta
te
-rooms, &c.
The quarters for the seamen
and
firemen are
pla
ced
abaft
the
collision bulkhead on the same deck, and are
suitably fitted
up
with a view to insure the
utmost
comfort.
The
cable machinery,
to
which reference
will be mado
la t
er, has been supplied
by
1iessrs.
Johnson
and
Phi1lips, of Old Charlton, London. The
main
forwa
rd
portion, comprising engines and picking
up gear, occupies the t ~ p a c e between the crew's quarters
and
the rooms for cable hands. On the spar
de
ck
forward of the boiler cas
in
g a large house is fitted
up,
the
after part containing a steam steering gear
by Messrs. Alley and ~ c L ~ l l a n and the fore
part
a
large room for
the
nav1ga
tmg
officers. Overhead is
built the flying bridge, on which is placed the
chart
and
wheel-house.
The
ca
ble tanks are
arranged
as follows : No. 1
forward,
26ft
.
in
diameter
by
10ft.
9 in.
deep;
No. 2
forward, 31 ft. 6 in. in diameter by 10 ft. 3 in. deep ·
No. 3 aft, 28ft. in diameter by 12ft. deep. Each
cones in
the
centre, 6 ft. in
diameter
at
the
bottom
and
3ft. 6 in.
at
the top. The capa.city of the
tanks is
ab:>ut 25,500 cubic feet. D3ep
water-ballast tr
imm
ing
•
•
•
•
•
--
tank
s are fitted on the Mcintyre principle, the
tops
of
which form the
bottom
s of cable tanks
in
the
forward
and
af ter holds (Fig. 1). The
capacity
is about 300
tons. The pumping
arrangements
for all the several
co
mpartments
are of the
most approved
and efficient
description.
The outfit of
the
stea
mer includes a
patent
direct
steam capstan windlass , by :Messrs. Emerson, Walker,
and
Thomson;
six boats, complete
to
Seeberufs·
genossenscha
ft
requirements, hawsers, anchors,
and
chains
to the
requirements of Germanische Lloyd ;
complete i
nstallation
of el
ectric ligh
t , by
Me
ssrs.
William Harvey and Co.,
together
with an Admi
ralty
type 20-in. projector ; a complete installation of
Messrs. Alfred
Graham
and Co. 's p Ltent loud-speaking
w
ate
rtight telephones, connecting
the
cable gear
station forward and aft with the bridge
and
engine·
room. A large i c e h o u is fitted up aft. The nautical
instruments includ e a Lord Kelvin's standard compass,
and steering and engine-room telegraphs.
The
equi
p
ment
of cable gear, stores, and ins
truments
will be
found elsewhere.
The propelling machinery, as shown
in
the cross
section (Fig. 2), consists of two
sets
of triple -expansion
3urface-condensing engines, having cylinders 17 in . ,
2 8 ~
in., and 47 in. in
diameter
by 33 in. length of
stroke, each engine being fitted with Ed wards'
air
pump and separate centrifugal pump for circulating
water
through
condensers. The feed
pumps
and
feed heaters
are by
M e ~ s r s . G. and J. Weir, with
all
the
l
atest
improvements. Davie
s'
patent
feed
filter
and
evaporator
are also
fitted
. The propellers h
ave
cast-iron bosses, with four bronze blades bo
lt
ed on.
Steam
is
suppli
ed by two large single-ended boi lers
15ft. 9 in. in diameter by 10ft. 9 in. long, each having
three furnaces of Deighton's patent. The '"'·
orking
pressure is 180 lb. per square inch.
Th
ere is a separate
funnel
to
each boiler, as shown on the cross-section
through stokehold (Fig. 3). A large
donk
ey boiler
(Cocb.rane's patent) is f i t t ~ d to work the aux
iliary
machmery when the vessel 1s m port. The machinery,
as well as the
hull,
has been constructed under Ger
manischer Lloyd
Survey
to obtain their highest cer
tificate.
Su B
.ARINE C ABLE E QU
IPME
NT.
Th
e
ca
ble machine ry supplied by Messrs. J
ohnson
and Phillip
s, of London, under contract
with
Messrs.
Dunlop, calls for more than
general
notice. t com
s e ~
a double-combined p i ~ k i n g and paying-out
machme forward , and a paymg·o
ut
machine aft
to
gether
with the necessary bow and stern
s h e ~
dynamometers, leads, &c . The picking-up
and p a y i n
out machines
have be
en specially des
igned
by Messts.
ohnson and Phillip3, and contain
several
patented
1mprovements.
Double Combined
Pickinu
-
up
anc Payin ]- Ottt
•
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Ma
chine.-
Th
edo
ublecombined pic
kin
g-up aod paying
out ma
c
hine
is erected on th ree
steel fr
ames, so that
the ma
chines
are
s
ide by
side (Fig. 6), and
it is
pro
v ~ d e d
with
two
pair
s of engines, so arranged
that
eit her
or both
pairs may drive either
or
both machines.
The
two pairs of engines enable th e two mac
hin
es
to
be
worked
simultaneously in
re
verse dire
ct
ions, so
that one
side
could be pic
king
up " whilst the othe r
is
pay
ing
out;
"
and,
again, one
pair
would always be
available
in
case of a breakdown
to th
e
other
.
In
g ~ n e r a working
one pa ir of engines
would
be suffi
Ciently powerful, the
two pair
s only being
requir
ed for
heavy loads.
Each
machine is
arrang
ed for
two
spee
ds
and powers, the
picking-up
machine for 25 tons Hft
at
1
knot, or
10
tons lift
at
2i
knot
s,
and
the
paying
out
ma
c
hine
for 10
tons lift at
2
- knots, or i
tons
at
4
knots. The
engines
have
cylinders 8 in. in dia
meter by
8 in. stroke, d
ev
eloping 110 bra.ke horse
power, each
at
300 revolutions per
minute,
with steam
at
150 lb.
pressure per
square inch. The
crankshafts
of the engines s
tand parallel with
th e centre line of
the
s
hip
,
and are
geared
to the
first
motion sha
ft
by
means
of double helical bevel gear.
Wh
en
it
is desired
to take
one engine
out
of
gear altogether,
the
bevel
wheel is
drawn
along
it
s
shaft by
means of a
la r
ge
screw-nut
concentric
with
the s
haft, and working
on a
screwed sho
ulder
, the
nut
being
worked
by means of
a
tommy bar. This
nut serves
to take
the thrust
wh
en the mac
hine
is w
ork
ing.
The
main
drums are
internally geared,
and
the
out
sides of the gear rings serve as the brake
drum,
so
when
i t
is desired to pay out
without
the engine
this
combination drum is the only part of
this
machine
running (except, of cour se, the holding-back sheave),
the
speed
be
ing controlled
by
the
brake.
The
drums
run
loose on a
shaft
which
is common
to both
ma
c
hin
es, being fixed
to the
frames,
and
serving as a good
tie
for them.
The brake
screws are
worked by
means
of worm gear, so as
to
get fine
adjustment and at
the same
time
great power ;
and
Messrs. J ohnson
and
Phillips
have made an impr
oveme
nt in
these
bra
kes over
the ordinary
type by
fitting
them with
adjusting
nuts
which
enab
le
the
brakes (
after
being
regulated
for
any
desired tension)
to
be released
as
of ten as may be necessary, and re-applied without \he
possibility of increasing the tension bey
ond
the
amount desired. This is a most important deside
ratum.
The brake blocks are of elm attached to
stee
l brake
s
traps,
and ea
ch
brake
band
has a water-service pipe
on
its
periphery,
with
no
zz
les
at
interval
s
to distribute
the water round th
e face of
the brake drum durin
g
working, a small
Worthington stea
m
pump
being
provided for that
purp
ose.
The brake
bands a
re
sus
pend
ed on springs,
to insure
that the bands, when re
leased, will
le
ave
the
bra.ke
drums
equa
lly
all
round.
The
springs
are,
of course, a
djustable to
allow for the
wear of the blocks.
The
"hauling-off " gear is
driven by
means of
steel
dr i
v
ing
c
hain
from the inte
rmediate shaft
of
the
ma
chine, the driven c
hainwh
eel being connected
to
the
shaf t
by
means of a ra tchet
gear
which drives it for
hauling-off
when picking
up, or allows it to
run
free
when paying
out, thus
making
the arrangement au
to
m
at
ic as
against the
usual s
ystem
of
throwing
clut
ches
in
and
out
of ge
u .
The
main
fram
es
are
of
wrought
steel, t he first
and
second motion s
haft
s
are
ca
rried
in a self-con
tained
steel
frame,
to
which
the
engine bedplates
and
the
main
frames are
attached,
making a very
rigid
job.
All g
ear wh
eels and bea.ril'lg castings
are
of c
ast
steel.
Th
e cable drums are 5 ft. 8 in. in
diameter
on the
tr
ead
,
by
1 ft. 7 in.
wide
betwe
en
the flanges.
The
brake rings
are 6ft.
5 in. in diameter
by
10i in.
wide
, and the total weight of the
ma
chine is 31
ton
s.
Th i
s
ma
c
hine
is fitted on the main deck just aft of the
fore
ma
s
t, the dr
um
st
an
di
ng
through
h
atc
hes
in the
s
par de
ck,
the star t
ing levers
and steam
sto
p- va
l
ve
s
f
or the
engines
and th
e
br
a
ke
sc
re
ws being
ar r
anged
all near toget
her, a
nd very
conve
nien
tly f
or
working
on the spar deck.
Paying O ·ut Machine Th e
paying-
out ma
chine,
fixed aft for
paying-o
ut long len
gths
of cable, is a
sing
le
ma
chine with only one cable
drum
a
nd
one
double-cylinder engine.
Thi
s machine is
ere
c
ted
on
heavy cast-iron frames. The drum ove
rhang
s the
frames,
and
on the same shaft bstween
the
frames
th
e
re
is a large
gea
r
wh
eel and two brake pulleys.
These brake pulleys (as they will be
subject to
longer
runs than on th e forward machine)
run
in water tanks
to
keep
t
hem
cool.
The br
a
ke
bands
are
similar
to
tho
se for
the fo
rward
mach
ine
,
but the
y
are
fitted
wi
th
we
ight
ed levers,
whi
ch is
the
genera l .prac
tice;
bu
t
an
improvement
has been made
on
th1s.
:fnstea
d of
th
e
weight
s being
made to
act
always at the sa
me
leverage,
and
t h ~
b r a k ~
p o w e r b
eing. o d i f i by
adding
or
de
du
c
tmg
weights,
the
po3Ittons of
the
weig
ht
s are
adju
s
table
along the levers
by me
a
ns
of a
ha
ndwh
eel a
nd
screw, so that the tension on the cable
may be varied through a conside
rabl
e
range without
need of ad ding
or
removing weights. The two
brakes
can
be
re
leased bodily by means
of
a hand wheel and
worm
gear,
and
they be adj usted so that both act
E N G I N E E R I N G.
s
imultan
eously
or
other wise. A
rod at
the end of
each
brake
lever is connected
with
a dashpot
to steady
the movement
and obviate
any jumping of the levers.
The
" holding b:1ck "
gear
for this machine has double
jo
ckey sheaves
with
brake wheels attached, and run
ning in a
water
tank
made
of cast iron, which v e ~
also as the frame of the
gear
.
The shaft of one of one of the sheaves is connected
to the
pinion sha
ft
of
the
machine
by
means of a
steel
pi t
ch chain
and
wheels, and a c
lu
tch, so
that it
will
form a hauling-off
gear
when it may
be nece
ssary to
haul the
cable back for a
ny
purpose.
The
oable
drum
is 5 ft. in. in
diameter
on the
tread, and
13 in.
wide betwe
en flanges.
The
brake
pulleys
are
4 ft. in.
in
di
ameter by
12 in. wide,
and
the total weight of the machine is
to
ns. The
engine has cylinders
8
in. and 8 in . diameter by 8 in.
stroke, exactly same as for the forward
ma
chine,
and
it
developes 60 brake horse-power at 250 revolutions
per
minute,
with steam
at
90 lb. per square inch pres
sure
. This
ma
c
hine
is fixed on the spar deck near the
stern
of
the
vessel,
and
a working
platform
is provided
above
the
machine frames, so
th
at
the attendant
can
wa t
ch
the
cable as
it
lea
ves
the
vessel,
all the
various
e r : ~
being
arranged
conveniently for working from
this platform.
[JuNE 22 1900.
wh
en put
b.a
ck af ter examination there are no workin
part
s
to
adJust.
All the
valve gear is easily v e r h
u l e ~
~ n d
takes
very
little adju
st ment for wear on the bear
m ~ s ~ ~ e bedplate has six extra long bearings, viz. ,
8 m., gtvmg ample surface,
and
both main and bottom
~ n d b e a ~ i n g s are filled with
white
meta l. The connect
mg-
rod
ts .extra. long, being over twice the stroke, with
lo
ng
b e a ~ m g s
at
.each
en
.d. The pumps are worked
from
the
1.ntermed1ate engme
by
means of levers rocki
ng
on
a
a r n ~ g
fixed
to
the
column, with
the
usual c
ro
ss
head. and hnks.
The
a.ir
and
circulating pump rode
are
mterchangeable, as are also
the
biJge and fee
d
pump plungers. Th
e feed
pump ha
s a spring relief
valve.
All
the
wearing part
s
are
made much
in
ex
cess of
the
q u i r ~ m e n t s
for
st r
ength,
so
as·
to
~ n a b l e
t hem
to
be s k m ~ m e d
up
if they should require
It
at any
sub
sequent
t tm e,
and st
ill be of sufficient
strength
for
the
ir work. The reversing gear is on the
all
-
round
principle of the worm and wheel thus
pre
venting
any damage arising from careless h a ~ d l i n g .
~ h e front columns a
re
of wrought iron, diagonal and
circu
lar, bolted
to the
bedplate
and cylinders with
round fl
anges.
The
usual
st a
rting
gear is fitt
ed
giving
l i v ~
steam
to in t
ermediate-pressure and l o w - p ~ e s s u r e
casmgs.
Bow
and
S t e n ~
G
em
·. -
Three
sheaves
are
fitted
at
the bow, as shown in
Fig
. 4,
carried in
bearings on
INDUSTRIAL NOTES.
girders
built into
the vessel,
and
each sheave is pro- · THE general state of employment during the pas t
vided
with
cast-iron
whisker
s
or
guards,
to
prevent month, as
reported to the
Labour Department, has
the
cable from
jumping
the sheaves. The
plating
of remained good in most of
the
important n d u s t r i a < ~
the
stem of the vessel is
worked
up
to
meet
these and
advances in wages, involving a large number of
whiskers
in acco
rdan
ce with the
practice originated
wo;kpeople,
took
place
during
the month. In the 138
and a
lways
adopted by Messrs.
Johnson
and Phillips, umons specially
reported
upon, there were 531,608
so as
to
pr
eserve t he conto
ur
of
the
head of
the
e a s e l
members, of whom 12,645,
or
2.4
per
cent. were re
The stern
gear consis
ts
of one sheave only,
the
bear-
p o r t e ~ to
be unemployed, as compared with 2.5 per
ings being
attached to
girders
built into the
ship as for c
ent. In the
month
previous, and
2.
5
per
cent. a year
the
bow
gear
. ago
in
123 unions,
with
a
total
of 498,836 members,
Dynamomete1·s a
nd
L eads. Tw o sets
of
dyn
a
mo-
m a k i n ~
This
shows an increase of
15
unions
meters
and
leads
are
provided forw
ard
(one for each
reportmg,
With 32,772 more mem bsrs.
cable
drum
),
and
one set aft
to indicate the strain
on
As regards
employment in
the
various industries,
it
the cable as
it
is being
paid
out
or
picked up.
Th
e
ha
s. continued good in coalmining. At collieries at
dynamoq1.eters
are
of Messrs. J ohnson
and
Phillips'
which
451,117 persons were employed,
"the
pits
improved deeign, the s
hea
ve
with carr
ier sliding on a worked on an average 5.63 days
per
week, in the four
c
entral turned
t ubular column.
Thi
s column
or cy
- weeks, as compared with 5.64 days in the same period
linder a
cts al
so as a dashpot, a piston working ins
ide
a year ago. "
the column, wh ich is filled with oil
or
soap
water
. In ironstone mining employment was also good,
Opening bellmouths are provided on each cab
le
tank-
although
the
number
of days worked was slightly less
hatch to guide the cable out of the tanks, and it is than a year ago at the same dn.te. "The average
then
l
ed
to the pi
cking-up
and
paying-out
ma
chine
number
of
days
worked
by
iron mines and openworks,
through
a
ser
ies of open ing bell mouths ca
rried
on small
at whi
ch 16,884 persons were employed, in the four
standards about
18 in. above
the
deck.
The
tanks
are
weeks, covered
by the
returns, was
5.
79 days per
provided
with
the us
ual
crinolines, but of
extra
heavy week, as com
pared with
5.83 days a year ago. "
construction. In
the
pig-iron
industry
employment has remained
The
testing-room is equipped
with
a set of firat- good, but
i t
shows a
slight
decline. At the works
of
c
la
ss
instru
men
ts
for
the
special w
ork, and
pro- 116
ironmasters
reporting,
381
furnaces were in blast,
vid
ed with
the necessary
jointing
tools, c. Messrs. employing about 26,000 workpeople, as
co
mpared
wi
th
J
ohnson
and
Phillips
al
so supplied a complete equip- 383
fur
naces in the previous month, and
381
a year
ment of
stores
, including
grapne
l
and
buoy ropes, ago. These slig}lt
flu
c
tu
ations are due
to
local causes
grapne
ls, buoys, mushrooms, anchors, chains, c., the of a purely temporary character.
list including Messrs. J ohnson a
nd
Phillips' pa tent
Employment
has continued good in the iron and
mushrooms and rock-cutting and mud grapnels. steel manufac
ture.
There is little change as compared
TRIPLE-EXPANSION ENGINES FOR
STEAM TRAWLERS.
T
HE illustr
ations on
page
820 show one of several
sets of
triple-expan
sion engines
built
by Meesrs.
S
mith
s' Dock Co
mpan
y,
Limited, South
Shields, from
the designs of
their
engineer, Mr. George B.
Richards
,
lo
st. N.A. , for steam trawlers.
The
firm,
it
may be
ss.
id, is amongst the
prin
cipal
builder
s of high-c
la
c;s
deep-sea
trawl
ers on the East Coast,
having
built as
many as 32 in one
yea
r ; and
the
engines illustrated
have been very successful in their
perf
ormance.
cylinders of the engines are of the following dimen
sions :
High
pressu re, 12 in. ;
interm
edi
ate pre
ss
ur
e,
19
in. ;
and
low
pr
essure, 32 in. in
diamet
er,
by
a
stroke
of 24 in.
The
boiler is
11 fti.
6 in.
in
diame
ter
and
10 f
t .
long, working
at
180 lb.
pre
ss
ure per
s
quare
inch.
The
general arrangeme
nt
of
the
engines, shown well
by the
illustrations, is
pr a
ct ically the
sa
me as designed
by :Mr. G. B.
Richards
,
at Hartlep
ool, in 1887, a
nd
subsequently
adopted by
the
late
:Mr. Blec
hynd
en,
wh
en
at
Barrow, the
princi
pal
adv
antages being com
pactness, combined
with
lightness
and
ease of access.
The pistons are fitted th roughout with McLaine's
patent rings whi ch
ha
ve given excellent
res
ults. The
high-pressure engine is fitted with a piston vah e,
th
e
in termedia te cy
lind
er having a single porte
d,
and the
low-pressu
re
cy
linder
a double
ported
D s
lid
e, valve.
On
t he
trial the
se eng
in
es were ve
ry
easily handled,
working smoothly and well, giving 390
indi
cn.
t ed
hor
se
power
at 11
2 revo
lu
tions per
minut
e,
and driving th
e
trawlers at a speed of 10.45
knots
over the measured
mile a t
Whitby
.
Ther
e
are
one
or
two no teworthy
d
eta
ils.
The
valve s
pindl
es are cottored in
to
the saddle block eye,
so that by
kn
ocldog o
ut th
is c
otte
r all
th
e gear drops
to the
fro
nt platform, wh
ere
it
is easily accessible for
adjustme
nt
and overhauling.
By
means of an eye
bolt
screwed into the ta
il
-rod of the valve s
pindl
e,
th
e
valve and spindle can be lif ted out together, so that
with the previous month.
At
the 209 works covered
by
the
r
et
urn, 83,122
per
sons were employed ; the
total
'·olume of employment, taking
in
to account both
the
number
employed,
and
the
number
of
shifts
worked
per
week, has declined by 0.6 per ce
nt
., as
compared
wi
t h t he previous month,
but
has
in
crea
se
d
by 6.8 per
cent
. as compared with a year ago.
Employm
ent
in
the tinplate
trade
has shown a
fur t
her
slight improveme
nt
over the previous month,
and
is st ill
mu
ch better than a y ear ago. There were
416 mills
at
work, including those engaged in the
manufa
cture of black
plat
es, as compared with 411
mills a
month
ago,
and
379 a year ago. The total
num her employed is estimated about 20,800 persons.
In
th
e engineering
and
met al trades group
of
m·
dust ri£
s employment
ha
s continued good. The pro
portion
of unemployed members in
this
group was
2.3 per cent., as compared with 2.4
per
cent. in the
pr
ev
io
us month,
and
2.4
per
cent
. a year ago.
In
the
shipbuilding group of indu
st
ries employment
was good
during
the month. The proportion
of
un
employed union members was 1.6
per
cent:, as
corn·
pared wi
th
2.1
per
cent. in the month previous, and
2.4
per
cent. a year ago.
Empl
oyment
in
the
building trades
g e n e r ~ l l y
has
cont inued
to
improve,
and
is now good
10
m?st
branches. The pro
portion
of unemployed umon
members, in the
bran
ches reporting, was
19
per cent.,
as comp
ared
with 2.2
per
cent. in
th
e
pr
evious
mon
th,
and
1
3 per cent.
in the
same
month
a year ago. . .
Employme
nt in the
wood-working and furmshwg
group
of
trades
has also imp
ro
ved, and is now good.
The proport ion of
un
employ
ed
union members
o
nly
1 0
per cant
., as
corn
pared wit h l 3 per c
ent
. m
the mon
th
previous,
and
0.
9 per c
en t
. a year a
go
.
In
bot
h of
the
se gro
up
s
the
prospects are a v o u r
In t he printing tr ades employment has dec
lt_ned, but
in the bookbinding branches
there
has b ~ e n I m ~ r o v e -
m
en t
. The propor tion of
un
employed umon members
in all
bran
ches of
this
group waCJ 4.4per.cent., as com·
•
7/17/2019 Engineering Vol 69 1900-06-22
http://slidepdf.com/reader/full/engineering-vol-69-1900-06-22 29/36
•
} UNE 22,
1900.]
pared with 4.1 p er cent. in th e previ ous mout h, and
wit h 3 9
pe
r ce
nt
. a year ago.
In the paper trades
employme
nt
has not been
quite
so good. The proportion of unemployea memb
er
s was
2.8 per cent., as compared wit h 2.1 per cent. · in the
previous month, and 2.1 per
cent
. a
year
ago. The
war in South Africa,
it
is eaid, has a
ff
ected these
trades.
In the glass trades the
pr
opor tion of unemployed
members of the unions is st ill very large, t he propor
tion being 10 .1 per cen t , as compared
with
10.3
per
cent. a year ago. The cost of unemployed benefit has
been enormous for years past.
Employment in
the
l
eather
t
rad
es remains good.
Th
e proportivn of out-of-wo
rk
members was 1.6 per
cent., as compared with 1 7 p
er
cent. in the month
previous, and 3.1 per ce
nt
. a year ago.
In
the boot
and shoe
br
anches t here has been a decline, and trade
gen
era
lly is described as only moderate.
In
the tailoring trades employment is reported to
be good in the ready-made branches, and fairly good in
the
bespoke branches: generally
it
continues good.
Employment co
ntinues
good
both
in
the
spinning
and weaving branches of the
cotto
n t rade. In fac
tories employing about 79,550 persons- women and
gi
rl
s, 87 per cent . in the spinning mills,
and
93 per
cent. in the weaving f
actor
ies were working
in
t hose
giving full employment
during
the month, as compared
with 97 and 94 p
er
cent. respective
ly
in the
pr
evious
month, and 97 and 87 per
cent
. in the same month a
year ago. The reason
why th
ere was a falling off in
th e spinning mills
wa
s a local dispute. The woollen
and worsted trades are good on the whole,
bu
t show a
slight decline.
Th
e hosiery t rades con iinue good.
Dock
an
d
river
side labo
ur
. in London was
not
qui t e
so
good as in t he previous m
on t
h,
or
as
it wa
s a
year
ago. Agricultural labourers were we
ll
employed
during t he month. Labouren generally
hav
e been
well employed.
There w ere 44 fre sh labour dispu tes in the month,
involving 15,931 persons, of whom 10,043 were
direct
ly
and
588S
indir
ectly affected.
The
co
rre
spond
ing
figures
in
the predous
month
were 52 disputes, in
volving 31,181 persons. Of t
he
total of 44 fre sh dis
pu t
es, 25 occurr ed in the buildi
ng
t
ra
de,
six in
t he
te
xtile trades, five in
the
engineering, shipbuilding,
and metal trades groups, four
in
the mining
indu
stries,
and four in miscellaneous industries. In the 36 dis
p
ut
es, 28,316 persons were involved ; of these 10
disput
es, involving 2294 persons, were decided in
favour of the workpeople ;
eight,
involving 2581
p 3rsons,
in
favour of employers, and 16, involving
2 3 . ~ 3 4
persons, were compromised. The two remain
ing di
s
pute
s,
in
volving 207
per
sons, were
still
under
consideration on
certain
points at
the date
of the
report.
The changes in the rates of wages during the mon th
affected no fewer than 181,200 persons, of which
number
180,900 obtained advances in
wa
ges, averag
ing a n
incr
ease of la. weekly per head, and about
300 sustaine d decreases averaging 2s. O d. weekly per
head. The
net
result was
an
average increase ofabout
1s. Old.
per
head in the weekly wages of
the
whole
181,200 persons affected. The princ
ip
al
in
c
rea
ses
were in the mining and iron and steel indu
st r
ies. The
de
creases were wholly in the building t rades in pa
rt
s
of Scotland,
but that
policy i s now reversed. Chang<s
affecting about 9900 p
er
sons
wer
e preceded by disputes
causing a stoppage of work. Changes affecting about
158,400
perwns
in t he me
ta
l and mining groups of in
dustries took place under sliding scales, while changes
affdcting about 800 persons
wer
e
adjusted
by concilia
tion boards. The remaining changes were arranged by
direct n
egotiat
ion be tween
th
e employers and the
wor
kp
eople,
or
by
their
repre
fen
ta
tives, affecting
about 12,100 persons.
I t
is grat ifying to see how few
of
the
dispu tes led
to
a cessation of work. Concilia
tion and
mutual
negotiat ion has become
the order
of
the
day in a great number of indu
stri
es, and, as shown
above, the results have mo
st l
y been favourable to the
workpeople. Of s ~ ,
pr
esently the reverse may
take
place, but us hope peacefully.
The repo
rt
of the Amalgamated Society of Engineers
shows th at t
he
membership continues to increase, the
tota
l having reached 85,908 members at the date of
issue, b9ing an increase of 348 over the previous re
turn
. Of that total 1640 were on donation benefit,
a decr
ea
se of 153 ;
on
sick benefit 1902, decrease 170 ;
on superannuation benefit 3564.
Th
e c
os
t of benefits
w
ere
:
Donat
ion 2d .
per
member per w
eek;
sick
benefit
per
member pe r week; superannuation
benefi t 5 d. per member per week; total 9fcl. per
mem her per week. I t will be seen t
hat
superannuation
costs a much higher sum
than the tw
o ot her benefits,
and
it
is a perma
nent
cost as compared
with
the
otherf'.
But after all
5 d
. per week to insure 9o. or 10s. per
week superannuat ion is
not
so high
as
is estimated for
old age pensions by t he State.
Th
e election of assistant
general secretary has resulted
in
t he re tu
rn
of
I r .
Cooper by 14,424 votes, as again
st
5144 for the other
c a . o d i d a ~ e .
The council of th e soci
et
y has
c ~ u s e
to
E N G I N E E R I N
G.
be drawn up a brief stateme
nt
by the solicitors as to
how to proceed in obtaining compensa tion for acci
dents
und er t he pro visions of
the Co
mpensation Act,
which statement is printed in th e repor t for the guid
ance of members. The levies to be paid in
the
quar
te
r
amount
to 2s. per member
as
follows : S uperannua
tion, 1s.; affi li
at
ion to t he feder
at
ion of
tr
ades, ;
benevolent fund, 3d.; and acc
id
ent fund 3d. A report
is given of the exclusion of a member "for chronic
malingering. " He is
s1.
id
to
have had a ' ' long-con
tinued
disinc1ination to wo
rk
," a disease
whi
ch
is
well-nigh
in
curable. In the organising dist
ri
ct dele
gates reports a reference is made to t he a g
ita
t ion on
t he question of weekly pays
in
the Gla3gow dist r ict,
and also to the large amou
nt
of ove
rtime
m
ade
,
ex t
ra
hours for five nights in t
he
week having been worked
in Pai sley for t wo years past. An effort is being
made to put a
sto
p
to it
.
Re
ference is made
to
t he
wages
quest
ion ou t
he
nor th-east coast, but matt e
rs
are in abeyance. The same question has a
ri
sen at
Keighley, Low Moor, Wakefield, Lincoln, Widnes,
and some other places.
The
moveme
nt
is ca
rr i
ed on
by negotiation. Similar actio n has been
taken
in the
South Wa les district&, the claims for
an
advance are
generally under consideration.
The
report
of
the
Boilermakers
an
d Iron Ship
Builders sta tes th
at
"from
several dist ricts comes
the good news t hat work is
st
ill plentiful," but it adds
tha t the
sh
ipbuilding returns from various districts
show a lar
ge
decrease in
the
amount of tonnage
launched
during
the year, as compared with t he five
months of 1899; and what is, perhaps, of grea
ter
moment is, t hat
th
ere has been a dearth of new orders
booked
during
th
e same
per
iod."
I t
is
evident
,
fr
om
the
tone of the rem ar ks on the facts given, that there
is a f
ea
r lest a declin e should set in , unl ess th ere is an
impetus by t he cessation of the war in So
uth
Africa, or
from other causes.
I t
is
en
couraging
to
find
that
" full squads of ri
vete
rs are
st
ill wan
ted in
several
ya
rd
s upon the Clyd e," and also that " full squads are
wanted
at l f a s t
Messrs. Palmer and Co., of
J a
rr
ow-on-Tyne,
are
also in wan t of rive
te
rs ;
and
t he
Great Western Railway Company require hands in
their locomotive shops at Newton Abbott, South
Devon. This sho
ws
th at employment is Et ill good.
The
returns as to
the
number on
the
funds show a
substan
ti a
l dec
rea
se from 2919
in
t he previous mont h
to 25 17 , a decrease of 402. Of the total, the number
on don
at
ion benefit was 479, a decrease of 198 ; members
signing the vacant book 161, increase
14;
card s gran
te
d
19, increase
9. The
number on sick benefit was 1277,
decrease 175 ; and
on
superannuati
on
benefit 581, de
crease 35. The membership increased by 166, after
allowing for deaths
and
exclusious.
Th
e attention of
dist rict auditors is called
to th
e question of home
donation, and to the instruc
ti
ons sent to the
bran
ches
to
pr
eve
nt
id lers coming on the funds when work is
obtainable. A
vote
has been taken
as
to the return of
a member 's
b
onus," tlb.t is,
e n t
benefit which
he gave up
in
the hope of being able to re-start work ,
but he became incap
acit
a
te
d, and then r
ea
pplied for
compensation.
Tbe
ma
tt e
r
bad
to be referred to the
members, with
this
splendid result: For
the
return of
the bonus, 26,850;
aga
int it , 1 only. The members
know how to apprecia
te
an honourable action.
The
dispu
te
at
the
docks in London has develop ed
in to a general
st
rike, such being
offi
cially proclaimed
on F riday
in
last week, by a circular extensively
n.ro und t he docks and wharves, to the following
eff
ct
: "This is to call upon all
port
workers on or
abou t the R ive r T hames, docks, and
wharves
to
at
once cease work
in
support of th e following claims :
" 1. Full recognition of the tr ade unions. 2. A general
port ra t
e of 8d. per
hour
for d
ay
work, and 1s. per
hour for overtime. 3. The
fo
r mat ion of a conciliation
board. (Signed), Ben Tillett, Harry Orbell, Tom
Mann." Tee Dockers' Un ion has th us recognised the
s
trike
officially, although
it
was not consulted as to
the origina.l dispute, which did n
ot
involve an increase
•
m wages.
A
confe rence of the re
pr
ese
ntat
ives of the various
un ions, such as the k e r ~ , Thames Steamship
W o r k e ~ Lightermen, Carmen, Gas e r ~ , L9.bour
P r o t ~ c t 1 ? n
League , met on t he day previous to the
pu bhcat10n of
the
nottee, when t he posit ion of affai rs
was discussed. No decision seems
to
have been
ar r ived
at
as to jo
int
act ion
at
that mt>eting, though
th e issue of the notices
wa
s known to the delegates
pr
esent
. Up to
that
time t here was no increase in the
number on
st
rike,
but
t he issue of
th
e not ices changed
t
he
si
tuation
.
The Sl:tipping Federation has been busy
gett
ing men
to fill
th
e places of those on st rik e.
The
officials of
the
un ion.
state
that some men who ca.me up from Ip
sw
ich
we
re mqu
ced
to
r
et
urn home
with
out accep
ting
work.
Th
e
t a t ~ m ~ h a t
hbourers were being
imp
orted from
H olland 1s
demed by
the owners of
th
e vessel in whi ch
they were a i d to have been
embarked.
The
P
os
it ion of engineering
trades th r
o
ughout
h 1 r e sh'lws
lt t
tle change;
but,
small as it is, it
is for the better . Activity
is
well ma intained generally
in all
br
anches, in so far
as
employment is concerned .
The iron
ma
rket in t he
Wolverhampton
distri
ct
has
been somewhat unset tled, and prices have been w ~ a k
as co
mp
ared
with
the rates
that
have pr evailed since
the la
st
q
uarter
-day. But
both
the marked and un
marked
bar
mak
ers hold pr
et t
y firmly to t he quoted
rates. S tocks are low, and delive
ri
es are
in
a rrear,
owing to t he rece
nt
holidays. Generally th roughout
South
St a
ffordshi re, East Worcestershire, and Sou
th
Sh
ropshire the mills, forges, foundries,
an
d furnaces
are running full t ime, and most
branches
cont
inu
e
very busy.
In
the Birm
ingham
di
s
trict the
iron
market
h
a.9
been quiet, and rates somewh
at
easier, but bara,
marked and unmar ked, fairly maintain the quoted
pr ices. There is
little
disposition to do
any
large
business, in anticipation of t he quar
te
rly m
eet
ings
whi
ch are
appro
aching. I t is
thought
that there will
be no further adv ance, bu t it is scarcely expected that
there will be any reduction in
the pr
esent fixed rateo.
General employment has decli ned slightly.
A strike of some 4000
cotto
n s
pinners an
d
car
d
room hands took place at
the
close of last week in
consequence of
the
emplo
yer
s not coming into
line by
the concession of 5
per
cent. and 10
per
cent. p e c
ti vely, as in South-East Lancashire. I t is not
expected, however, t hat
th
e cessation of work will be
for long.
The
st rike
of weavers aga.inst bad material was
se ttled
by
t he employers promising to attend to the
grievances complained of.
- -
The coalminers in the Forest of Dean
have
received
an advance in
wages of 15
per
cent. above the st andard
rates
c;>f
t he.last
~ : m r
y
ea
rs. Thi.s 3:d vance brings
th
em
mo
re
mto hne wtth
the rates
pa1d 111 other districts of
the Miners' F e
derati
on.
Th e Louis strike of tramway employ 6s is re
ported to haY e ended in
the
defeat of
the
men, t hough
no formal
sur
r
ender
has been
as
y
et reported
. The
strik
e has be ?n most disast rou s
in all
respects. Its
close
wa
s a tragic one; th e leader of the
st
rik e and
president of
the
Labour Union, was a s s a s s a t ~ d on
the 14th inst a
nt
by a local public-house keaper who
was ar rested. The strikera tried to lynch him', but
he was prot.ected by a
st
rong g
ua
rd . During the dis
turbances nme persons have been killed, six severely
wounded,
and
150 otherwise injured. Five women
were
st
ripped naked
in
the streets, and a good d
ea
l of
property was d
es t
ro
ye
d or injured. I t is a sad record
the
sadde
st
for years in
the
records of labour . '
Th
e
st
rik e at Rio
Tinto
is rap:>rt
ed to
ha ve ex
tende
d, no fewer than 10 .000 are st ated to be out as
compared wi lih 6000 a week previous. No seriou dis
turbances have occurred,
but pr
eca utions are
ta k
en to
keep
the peace.
The
. g e n d a r m e r i ~
_h ave
.been poste d
on t he spot , and t he a1d of the mih
ta
ry
1s
a ~ s u r e if
required. The men d e ~ l . n d mo:-e wages and fewe r
hours of work. The
mmer
s t here
are un
derpaid a nd
overworked in co
mp
a
ri
son
with
t he
S l.me a s ~
of men
in
most other countries in E urope.
wo L :>ndon La.bour d elegates have b '
en sent to
Ame
ric
a to convey
the gift
of a
Ru
skin H all in re
ciprocl.ti
on
of a
similar
act on th'3 pa.rt of ~
workmen.
.
COAL IN
GERMANY
. -
The imp r ts of coal into Germl.ny
m the fir3bfour months of this year were
1
939 141
as with
~ . 6 3 , 9 8 3
tons in the
~ o r r ~ p u n d i n g
per10d of 1
899,
sho
wm
g an
~ a s e
of 304, 155 tons.
The
expo
rts
of coal from Germany
m
the first four mo
nth
s of
thlS
~ e a r
were 5,203,152. tons, as c:>mpared with 4,437,442
~ m
the correspondmg period of 1899, showing an
mcrease of 765,710 tons.
o r & ~ Y 4R T
S
M EDAL
.
-The
council have awarded
the S o m e t ~ 8 silver ~ e d a l to th e followin g readers of
papers dunng
the
sesston 1899-1900 :
-To
Hutchins,
Con servator of Fo rests, Cape Town for h
lS
paper on
N a ~ i o
n a l
e s t r ~ to W. Ma
:tin
Conway, M.A.,
for hl.S. J?ap,er on Some of the U ndeveloped Resources
of
Bo.h
vta ; to Edmund Wilson, for his paper on "
Th
e
H ousmg of the Poor " ; to Professor R W Wood for
his on "Th.e D iff raction Proceas of C ~ l o Photo
g r a p h ~
Edwm
.
Ba
le, R. I., for his paper on "Artistic
C o p y n ~ ~ b ; to
Ha
lsey, for h
er
paper on "Some
U nfamthar r p t e c e s of .
the
Italian School " ;
to
P ro
W:·
M
F h n d Petne, :p.C.L., for his paper on
A N at10n al R e p c : ~ of Smence and
Ar t
" to A. R.
Colquh<?un,
for his paper on "R ussia Persia and
Afghawstan to Sir \ VHliam - W a r ~ K .C.S.I.,
M
.
A., for hts p a p e on O u ~ Work
in
India
in
the
N me.teenth Cent
m:·
y ; to Chns topher Rawson F r c
for h
lS.
paper
:'The
Culti
vat
ion, Manufa
ctu
re,'
and
of I n d t g o - P o s 1 ~ 1 0 n of the Indu
st
ry in India." ; to Jo hn
for his paper on "Old and New Col
ombo".
to the R 1 g ~ H on.
Sir
Charles W e
ntworth
Dilke Barb'
M.P ., ~ o r h1s paper on "the Cent ury in
Our
l ~ n i e s ,·
to Cyril Dave.nport, for his paper on "N iello Work ,
to La.senby Ltb erty, for his
pap
er on "English
F ·
tu re."
urn1-
7/17/2019 Engineering Vol 69 1900-06-22
http://slidepdf.com/reader/full/engineering-vol-69-1900-06-22 30/36
THE OPEN-HEARTH CONTINUOUS STEEL
PROCESS.*
By
BENJAMIN T ALBOT,
Pencoyd, Pennsylvania.
IN September of lasb year
the
au thor was enabled
to
put
into
practical work at the Pencoyd Steel W o r k ~
P e n ~ o y d , Pennsylvania,
a
process
for
the
continuous
pr
o'·
du
c
tion
of open-hearth steel,
the
r mlts of which
have
been so ~ t i s f a c t o r y , both from a practical and theoretic
al
st a
?dpomt,
th
at
they
cannot,
in the author's opinion,
fail
to
mteresb
manufacturers
ge nerally.
To-day two procf'sses for
th
e
manufacture
of steel stand
pre-eminently before the
world-the
Bes
s
emer and the
open-hearth
p r ~ o e s s
Both pres
ent
ce
rtain.
advantages,
and
also
. o e r t a u ~
d1sadvantages.
The
rap1dity of
the
Bessemer
lS obtamed
o
nly by
a very
large mitia
l outlay,
and by heavy ~ a s t e .
of metal.
T?e o p e ~ - h e a r t h ,
on the
other
hand,
wb1lst g vmg a. far
htgher
y1eld per unit of
metal employed, demands a. mu
ch longer
time,
and, con
sequently, heavy labour cha
rge s.
As
usually carried out
the
general practice in open-hearth working is to r g ~
solid pig iron and scrap into th
e
furnac
e,
and although
attempts
have
been made to
charge
the
furnace with
molten me.tal, it has been found that no great advantage
a t ~ n d
this. method ?f working, since no refining is aooom
phshed
whtlst
meltmg down, as
is the case
when solid
II?aterial is charged in to the furnace.
The
rapid destruo
tlOn the u r ~ a bottot;n has also been found in
practice
to militate agam
9t
chargmg
molten
metal
directly
on to
the
hearth. Again , when solid material is charged into
the open hearth,
hours of
valuable time ar
e c:
msum
ed
before ~ h e furnace
c o ~ t ~ i n s
the
necessary
heat
to
enable
the
ordmary slag add1t1ons to
be made
in order
to purify
the charge, and
convert
the metal
into steel
of the de
s
ir
ed
quality.
In ordinary practice, when the bath of steel is finished
the
furn a?e
is tapped and completely
emptied, cooled off
and
repair
ed,
and
has
to be heated
up
again
before
a
fresh charge can be
introduced
to undergo
the sa
me cycle.
. I t
is this
p oi.nt
of intermittent
refining, . a
nd the nece
s
s
tty
of emptymg
the
furnace
and operatmg
over a wide
range of
temperature,
that appears to be
the
one upon
which
great
improvements
are possible in the output of
the
tnets:l
obtai
ned
in
ope
n-h
ea
rth
practice.
Th u
s
.m
the . ~ e m e r what is ~ a i ~ e d in time a
nd
labour
IS l
ost 10 yield; and the gam
m
yield in open
hearth practice is
larg
ely annulled by loss
in time
and
cost of labour . Like all steel manufacturers, the author
has ~ i v e n
much
time and attention to
these
question
s
to
see 1f it
w e ~ e not
p o s s ~ b ~ e
to
m a n u f ~ c t u r e
stee
l by s ~ m e
process whtcb, while gtvmg the
contmu
ous production of
the Bessemer,
should al
so
give
the
yield of
the op
en .
hearth. The process n ow at work at Pencoyd represents
the. of his lab ours. . To, in any way, approach the
r ~ p 1 d 1
ty of
Bessemer praot10e on
the
one
band,
and
the
yi
eld of
the
ope n
-hearth
on the other, the following con
ditions seem to be essential to success :
1 The
use
of
fluid
metal
from
blast- furnace, mixer, or
cupola.,
to
avoid loss of
time and
oxidation by air during
melting
in
the
Sieme
ns furnace,
and to
utilise
the heat
of
the molten metal.
2. The oxidation of the metalloids should
be
effected
entirely by means of
solid oxides
of iron, and not
by
the
action of
the
air.
3.
Maintaining
by
some suitable means a lars-e reserve
of heat to
ke
e p the oxidising slags and metal 10 a fluid
condition, and to in
sure the
rapid
removal
of
the
metal
loids from
the
molten
pig
iron.
In c a r r y i n ~ out experiments
on
the refining of metal to
remove the sllicon and
part of
the phosphorus
from
very
silicious iron, the author was particnlarly st ruck by
the
la.rge amount of
heat
developed by the oxidation of
the silicon, and the comparative
immunity
of
the hearth
from
wear
and tear, provided that the slag was never
a1Jowed to come in
contact
with the
hearth,
the
latter
bei ng
protected
by a.
bath of
metal, in other
words, provided
the
bath was
never
emptied of metal.
So impre
sse
d was
he
with these results that
he
de ter
mined to try if
be
could not carry
the process further, and
so modify it as to produce finished steel continuously;
as if
this could be shown to be feasible,
he
saw that he would
be
ab
le to carry
into
practice
the
three
conditions neces
sary
for
economic
production which
ha ve
just
been enu
merated. In
discussing this :idea with many pr ac tical
open
-hea
rth
operators and managers,
the univ
ersa opinion
wa
s that the hearth would be speedily wrecked. How
ever , whils t these opinions were d i s c o u r a ~ i n g , it was
thought
that
they were based
upon
condttio
ns whi
ch
would nob
be
encountered in the author's continuous
method,
as the following considerations will make clear.
The great
trouble
with hearth and
b o
ttoms
of furna
ces
which, afJ times, arises in
ordinary pr a
ct ice, both acid and
basic, is brought about
primarily
by the a ction of the
slag,
and
not by
the metal. If
after considerable
wo
rk
the fac e of a basic hearth is examined, it will
be
found
to be
nearly
of the same composition as the slag prodneed
in the
furna
ce . In course of
time the impuriti
es
in the
hearth
so increase that ill becomes less refractory, and
cannot withs tand the heat of the finished steel when hot
enough to cast,
and consequently holes
are
formed, a
nd
especially is
this the
case
if
molten
metal
be
pour
ed
directly upon this softened hearth. To overcome th is
drawback, the
slag
mo
s t be prevented
from
wa
s
hing and
im p regnating the lower portion of the hearth every time
the furnace is
tapped.
Th is
ca
n
only
be accomplished by
flowing
th
e s
lag
off
from
the surface of the
bath
through
a s l a ~ ab the foreplate level.
Such
a method of
workmg naturally
su
ggests a tilting furnace, from which
any
percentage
of
me t
al or s
lag
can
be pour
ed out
wh
en
desired. The furnace should also tilb in both directions,
*Paper
read before the
Iron
and Steel Institute.
N G I N R I N
G
so
that slag
can
be
poured
off from the opposite side
to
the
metal.
Influenced by
these con
siderations, the writer devised
the _present
method
of wor
king
ab Pencoyd, which is
ca
rr i
ed out
as
follow
s
The furnace in use is a basic-lined
tilting fnrnace of 75 tons capacity. The pig iron to be
co
nverted
has an
approximate
composition of :
Carbon.
Silicon. Sulphur.
Phosphorus.
Manganese.
3.76 1.00 0. 06 0. 90 0.40
0 wing
to the
absence of blast-furnaces, this pig iron
has to be melteci in
cupolas.
The furnace
sliould
be
oha.rged on·
Sunday
evening
with about
50
per cent.
molten cupola
metal
a
nd
50 per cent. scrap,
and this first
(or filling)
heat
is worked down
to
steel
in the
usual way.
When the bath is good
finished steel,
about
one-third
of
it is poured off
into
a
ladl
e and
cast
into
ingots.
No l a ~ is
run off with the steel.
After
tapping off
this
one-thud
of
the
chargE:',
oxide of iron, in
a
fairly
fine
state of
d i v i i o n ,
is
added to
the
slag,
and
as
soon
as this
is
melted
about 20 tons of molten cupola metal are ruu in
to replace the
steel
tapped
out.
An immediate
very
active
reaction takes place,
during
the continuance of
which the gas is
cut
off from the furnace. The reaction
has
all the chara
cteristics
of the
Bessemer
blow during
the
elimination of carbon, a l a r ~ volume of CO being
~ i v e n off, which immediately igmtes and burns with an
mten
se
flame,
the heat thus
produced
partly raising th
e
temperature
of the
bath and partly
being absorbed
by
the regeneratora.
After the
metal has boiled vigorously
for
some
10 or 15
minutes, the
slag,
which is now
a
lmost
deprived of
iron
oxide, is partly poured off, and
the bath
w o r ~ ~ d into f i n i s b e ~ steel by the help of fresh
additiOns of
uon ore
and
hm e
.
When the bath is
r
ead
y
one-th
ird
(or abo
ut
20 tons) of steel is cast,
fre
sh slag
additions are made, and ano
ther
20 tons of molt en
cupola
metal run in
as before.
Th ese
operations are
co
ntin
ue
d
during
the
whole of
the
week,
the
furnace
being completely emptied on the Saturday. Th e tap
bole
is
some
few
inche
s
below the
f
ore-p
l
ate le
vel,
so
that no slag is taken in the steel
ladle. This
is
arranged
by stopping the hole sufficiently to prevent metal or
l a : g ~ o r k i n ~
into it. When
the. furnace is
ready to
tap,
1t lS tilted shghtly,
so
that
metal
Is above the tapping-
hole
a bar is plunged through, and the metal a lways runs first:
As soon as the desired quantity is obtain
ed,
the furnace is
tilted
back over towards the charging side. This causes
the level of the
bath
to fall well beneath the in side of the
taphole, which
makes it
possible for
the
furnace
-help
er
to
dry a ~ d clea:n r a ~ i d l y , and
plug
it
u p . w i t ~ o u t
delay.
Whilst this 1s bemg done, the slag
hne
lS examined
gas is
turned
on,.
and
whatever
a i r s 9:re necessary a r ~
made by
throwmg
raw dol omite,
or hmestone
mixed
with 5 cent pitch or resin, on the banks at space
from 6 m.
to 9 m. above
the level
of
the
reduced bath.
The
.s?rface of ~ h e .bath is
very
useful, as it prevents the
repatnng matenal, m a great measure, from rolling down.
I t
ac t
s
as
a floor
or
f
ou
ndation , and
tends to
hold
the
dolomite in .Place. Whatever does roll down becomes
incorporated
m
the
slag,
and
is beneficial.
In an
empty
furnace
mu
ch basic material rolls down
into
the bottom, where it i3 not required, and in ma..ny
cases tends to fill
up
the hearth.
About 3
hour3
40
minutes is
the peri
od
of time
between
two <Juccessive casts of steel at Pencoyd, and abo
ut
27
or 28 casts are usually made per weekt including the
filling
anq e m p ~ y
i n g
heats. T ~ s n ~ m o e r .
of charges,
however, IS obta.
med
when
st artmg
wi
th
flmd
metal
on
Monday night, as
having
only one cupola which has to
be
repaired ea_oh
e ~ k
~ d , it cannot
be
~ o b
ready before
Monday
evemng.
Startmg
on Sunday
mght,
either with
cupola. or blast-furnace metal, and working at th e same
ra t
e
as during
the
other part
of the week, from 32 to 34
charges wonld readily
be obta
ined, increasi_ng
the
output
at another 100 tons p ~ r week.
I t
IS not possible
to gtve the actual consumption of fuel, as the furnace is
worked from the main gas tube, which supplies several
other furn
aces. I t is
intere
s
ting to note that from
25
to
33
per
cent.
less
deoxidi
sers are required for the steel from
this
continuous furnace, than for the other furnaces to
give the
same percentage
of
ma
nganese
(from
.40 to' 50
per cent.) in the finished steel. '
•
•
[jUNE
22
19
metal
and reagents. The r
etain
ing
of
this
bath
or
pool of metal, m the furnace is the vital a.nd centrai
feature of . the process, and is the one upon which its
success chiefly depends. I t
enables any
grade of metal
to be
successfully _used, .the Pt:rcentage of such metal
a d d _ e ~ ab any trme bemg vaned according to
its
com
positlOn,
and It l s o e n a b l e ~ any quantity
of steel to be
dra' D off t s
utt
the requirements of
the
mills
at
the
p a r t 1 o u l a ~ ttme.. Th e htgh temperature of this. l a r ~ e
b a t ~ _rapidly
raises t ~ e . ~ e m p e r a t u r e
of smaller liquid
additiOns, melts the oxtdt
smg
and basic materials added
and t ~ u s facilitates rapid chemical action, by which m o r ~
beat 1s
p r ~ d u c e d .
t may be
regarded
as
bearing the
sam.e relat10n
to
the process as
th
e flywheel does to an
e
ngme,
or the
accumulators
to the
hydraulic
press acting
as
a
~ t o r e h o u s e of e n e r ~ y
ever ready
to give it
when
requued:
In ~ h e o r d m a ~ y open-hearth furnace, during
the rueltmg e r 1 0 ~ , . one-thud of the carbon and practically
t ~ e whc;>le of
t b ~ sil10on
and manganese are
oxidlSed by the
atr
durmg meltmg,
and
thus they are nob available as re
ducing agents in the bat h ; whereas in the process under
consideration,
the
whol
e
of these
are available
to
reduce
t h e ~
? i v a
of i r o ~ ,
and
also the
heat
produced from
their oxidatiOn 1s practiCally concE\ntrated in a very short
spa?e of time,
with
an increase
in
temperature of the
bath
similar
to
that produced by their combustion in the Bes
semer converter. When it is remembered that taking a
metal
with
3.5 oarb_o
n,
2.0 silicon,
and
1.00 phosphorus,
every 20 tons
contams
14 cwt. of carbon, 8 cwt . of silicon
and 4 cwt. of phosphorus, it will be seen that
both
t b ~
reducing
and heat-giving
power
of
the se constitue
nts
is
not
a mere piece of theory, but a practical fact.
That th is is so is clearly seen by the results obtained in
actual
ptactice. In reference
to the Tables on
pages
833
to 835, it will be found
that the
average yield extend
ing over six weeks' consecutive working, has been more
than 105,
and that
the percentage of added oxides, con
taining
from
50
to
75
per
cent.
metallic
iron, reduced
has
been
25 per
cent.
by weight of the metal, whereas
ordinary
open-hearth
pmctice
about 10 per cent.
to
15 per
cent. is the maximum whi ch can be used.
As regards the pr act ical management of the furnace,
and
the
question of repairs
generally, a few words may
now
be
added.
During recent years the tendency in open-hearth prac
tice ba.s been
con
st antly to
increase the size
and
capacity
of the f1nnaces,
with the result
that larger ladles, cranes,
c. , have to be employed to deal with the increased
wei
ght of the
cast.
Owing
also to
the length
of time
between each cast, the mills are not kept regularly sup
plied with ingots, being often unduly i m m ~ d i a t e l y
after
tapping,
and
having
to
wait before the
next
casb
can
be tapped
.
One
of the advantages of the process, as
carried
out at Pencoyd, is the regularity with which the
mill
s
can be
supplied
with
ingots, and
the
weight of the
metal
cast re
gulated
in accordance
with
the requirements
of the rolling department.
With
re ference
to the important
question of scrap in
connection
with this
method of working, solid scrap has
been charged
into the
steel
bath
many
times
to
observe
whether
a
ny
saving
of time
could
be
effected by diluting
the carbon and
phosphorus; but
its chilling effect was so
pronounced that the heats could not be made as rapidly'
as when the impurities
were
eliminated
by the usual oxide
of iron addition s. In fact,
if
it were possible to introduce
the basic additions in a liquid condition rather than solid,
the temperature
of
the bath
would
be
appreciably bene
fited. t s probable that
the
present
practice
of c b a r ~ i n g
furnaces w1th cold scrap, and melting this down in an
oxidising
flame,
which re
su
lt
s in
a.
lar
ge
waste of iron, is
wrong. The question has been put..
What
is proposed to
do with sc
rap
wh
en
using the continuous method? The
answer is,
if
it ca
nnot be
disposed of profitably,
put
all
that is suitable through the blast-furnace. This is the
most efficient melter we have, both as regards fuel a.nd
waste. Th
e scrap will al
<Jo be
carbonised,
and
will become
oast iron. In the a r ~ e
bath
of pure metal stored, we
have a more than effiCient s
ubstitute
for cold scrap, as it
is
st a
ndardised
in
quality,
and
is
in liquid
condition.
Many
hundreds
of b
eats
and
thousands
of
tons
of
steel
have
been made by this
method
with very
satisfactory
results,
all grades of
metal
having been produced from
dead soft
up
to .40 carbon steel. The question of' exces
sive
wear
to
the
hearth,
about whi
ch
many doubts
were
enterta
in
ed,
a
nd
upon which
the pr a
cticability of the
method depenqed, has n ~ v e r g ~ v e the slightest trouble,
the hearth
bemg praotwally m
a.s good
a co
nditi
on
as
wh
en put
in
eight months
ago . This proves
that
a
heavy
surface reaction of short duration
is
confined to the bath
and
does
not affect the bottom
of
the
hearth. As
might
be
ex
pected, the
sma
ll
er
the p e r c e n t
a ~ e
of
liquid
oast
iron added, the quicker this addition IS purified. The
data
obtained
p r o v ~ this
conolus
i_vely,.as the
higher
the
temperature the
qmoker
th
e punficat10n. t
also
indi
cates that furnaces of 100 to 120 tons capacity are quite
practi
cable, and would
be easily
handled. In fact
with
high-power gas, which doe s not require n e r a t i o ~
this
size
will probably be surpassed.
I t
will thus be see
n
that the three conditions whi
ch
the
author considered necessary have been fulfill ed. Liquid
me tal has been used without destroying the hearth ox ida
ti
on effected
entire
ly
by
oxides of
iron with c o n c e ~ t r a t i o n
of
the beat due to
chemical action
in the
bath
of metal
and also the heat developed by
th
e combustion of t h ~
carbonic oxide evo
lved ;
and
these
conditions, and the
s t ~ r : g e of a la r
ge
rese rve of hea t to sufficiently assure the
f l u i d t ~ y of _both metal _and s
la
g, a ~ d promote rapid
ohem10al aot10n, are obtamed by
the
stmple expedient
of
maintaining
a
la r
ge bath of molten
metal
in the furnace
ever ready to receive fresh additions of molten f u r n a
If, therefore, we can
melt
scrap, impregnate it with
ca
rbon for less fuel, and with less waste,
than
is now
taken in
melting and
oxidis
ing it in
the
open-hearth fur
na
ce
,
it
shou
ld be
more economical
to
put it
through
t ~ e
blast-furna
ce. By elimi
nating
the carbon from thts
metal
again,
more oxi
de
of iron can
be
reduced,
and
a
better yield obtained,
th
an
if
it were simply c h a r g e ~
direct into the s teel furnace in its
dec
a
rb
onised condt
tion. The
period of ti me will also
be sa
ved to the
department,
which is now lost in charging scrap
lD
detail, and
waiting f
or its
melt ing.
Thi
s r
ep
resents a
serious loss in labour alone,
as the leading
men empl
oyed
upo
n the furnace are skilled melters, earning large wages
for refi
ning
m
et a
l.
They may as
well
be kept busy.at
this
purification,
rather
than wait for hours before obtain
ing
a satisfactory
refining
temperature.
Po
ssibly many
steel
wo
rks
'
m a n a . ~ e r s may rather
object
to what may seem
equivalent to wrtting their scrap do.wn
to pig-iron
price;
but, after all, this is only a qu.est10n
of
figures,
and the
actual value
of the metal 1s
not
affected, whether it is melted in a blast-furnace cupo
la
or
open hearth, except in so far as one is a. cheaper
melter
than the other
. In oases, however')
where it may not
be
advisable
or
conven
ient to
melt in a blast-furnace, one or
two
ordinary
fixed Siemens
furnaces
workin g 75 to 80 per
cent. scrap, by whi
ch mea
ns four to
five
heats.
can be
ob
tained
from
each furna
ce
in
24 hours, will readily
d ~ l
with all the scra p produced.
In
all Siemens works, with
exception
of
large plate mill
s,
the
diffic
ulty
is not much
to
deal with sc
rap as to
obtain sufficient quantity ab a
reasonable price, to enable 20 to 25 per cent. to be used
in the
open hearth.
No doubt this is
especially felb
ab
present
prices.
. .
In some oases it may found convem ent to establish
7/17/2019 Engineering Vol 69 1900-06-22
http://slidepdf.com/reader/full/engineering-vol-69-1900-06-22 31/36
J UNE 2 2, I
900.]
E N G I N E E R I N G
-
•
n
eat
No.
131
132
253
2
63
2e4
-
284
285
8)6
Time.
a.m.
8.00
8.30
9.15
0.16
9.20
9.30
9.30
9.96
10.16
10.15
10.20
10.30
10.30
noon
12.00
p.m .
12.25
12.50
12.no
12.66
1.01i
1.05
1.15
1.35
1.35
1.40
1.50
1.50
2.00
2.60
3.00
3.20
3.20
3.30
8.46
3.45
3.60
3.60
a m.
9.
60
10.
20
11.00
11.00
11.05
11.15
11.15
11.
26
1145
11.46
11 .60
ne
on
1
2.
00
12.00
p.m .
12.05
12.
60
12.oo
1
20
1.20
2.05
2.15
2.15
2.16
2.15
a. m.
9.30
10.00
10.35
10.36
10.40
10.48
10.48
10.60
11
.05
11.05
11
.10
11.17
11.17
11.20
p.m.
1.00
1.10
2.00
2.00
2.05
2.10
2.10
2.10
2.
10
a.m.
10.20
•
T BLE
CHARGE.
-
-
•
NAME OF SAliPLB.
~ f h t
Metal.
lb.
Tap
ping
slog left in furnace from
heat 131 .. . . . . . ..
Cha
r
ged
.. ..
. . . .
..
Bath before
fi
r
st metal additio
n . 107,0 J0
Slog d itto . . . .
Cha rged
fi
r
st
cupola
metal
. . 15,100
Calculated mixture . . . . . . . .
Bath
afte
r reaction . . . . . . 122,100
Percentage of reduction . . . . •
Slag afte r reaction . . . . . . . .
O b a r ~ r e d .. . . . . .. ..
Bath before second
meh
l addition 122,1
00
Slag
di
t to . . . .
Charged
second
cupola metal
. . 16,900
Calc
ulated mixtu
re . . . . . . . .
J3ath afte r seco
nd
r
eact
ion . .
Percentag
e of re
du
ction . . . . . .
Slag
afte
r second reaction. . . . . .
Tapping slag left in furnace from
heat
253
. . . . • . . • •
Charp:ed . . . . . . . . ..
Bath before
fi
rst metal
addition
. . 65,000
Sl
ag
di
tto
. . . .
C
har
ged first c
upola
metal . . 16,000
Cnlculated mi
xtu
re • • . . . . . .
Ba
t h after Brat reaction . . . . 81,000
Percentage of re
du
ction . . . . . .
Slag after
fi
rst reaction . . . . . .
Charged
..
. . . .
..
..
Bath before second metal addition 81,000
Sing di tto . . . .
Charged
second cupola. metal . . 15,
90
0
Calculated
mixture . . • . . . .
Bath af
te
r
second
rea
ct
ion . .
96
,9
00
Pe
rc
entag
e of reduction . . . . . .
Sl
ap: after
second reaction . . . .
Cha rged
.. .. .. . . . .
itto
. . . . . . . . . . . .
itto . . . . . . . . . . . .
Bath before third metal addition
96
,900
Slag ditto . . . .
Charged third c
upola
metal . . 3,300
S
ca
le.
lb.
• •
2000
• •
••
• •
• •
10
00
••
••
• •
• •
3800
•
•
• •
• •
• •
• •
• •
• •
• •
• •
• •
•
•
• •
• •
• •
• •
• •
• •
alculat ed mix tu re . . . . . . . .
Bath after thi rd reacti
on
. . . . 100,2
00
. . .
Percent age of reduction . . . . . .
Slag
af t
er
thi rd
rea ction . . . . . .
T
apping
slag . .
.. .. .. ..
Finishing beat ladle test) . . .
Tapping slag left in furnace from
heat
26
3 .. .. ..
..
..
Char
ge
d .. .. . . .. ..
Bath
before first metal addit ion 90,COO
Sl
ag
ditto . . .
Char
ged
first
cupo
la meta l . . 15,800
Calc
ulated
mLxt
ure
. . . . . . . .
Bo.th after first reaction . . . . 105,800
Per
centage
o redu
ct
ion • • . . . .
after
fi
rst reaction . . . . . .
Charged . . • • .. . . .
Bath before second metal add ition 105,8CO
Sl
ag
ditto . . .
Char
ged
second cupola.
metal
. . 14,800
Calculated mixtu re . . . . . . . .
Bath after
second re
action
Percent age of reduction
Slag after second reaction . .
. . 120,600
• •
• •
••
Cha rged .. .. ..
.. ..
itto
Ditto .. .. .. . . ..
Bath before th i
rd
metal addition 120,600
Slag di tt o . . . .
Cha
rged third cupola
metal
. . 5,COO
Calculated mixture. . . . . . . .
Bath after third r
eaction
. . . . 125 ,600
Percen
tage
of r
educt
ion . . . . . .
Slag
afte
r t
hird
reaction . . . . .
Tapping slag
.. .. .. .. ..
Finished
beat
ladle test) . • . . . .
p i n ~ t
slag
left
in furn
ace from
beat
284 .. .. ..
..
..
Charged
.. .. .. .. ..
Bath
before first metal addition. . 90,000
Slag
ditto
. . . .
Charged first c
upola
metal . .
23
,700
Calc
ul
ated mi
xture..
. . . . . .
Bath
afte
r fir
st
rea
ct
ion . . . . 113,700
Perc
entage
of
reduc
tion . . . . . .
Slag
afte
r fi r
st
reaction . • . . . .
Cha rged
.. .. .. ..
Bath before second met al add ition 113,700
S
la
g d itto . . . .
Cha
rged second cupola metal . . 12,000
Calculated mixture . . . • . . . .
Bath after second reaction . . 1
25
,700
Percen tage
of redu
ct ion . . . . . .
Sl
ag
af
te
r
se
cond r
eaction.
. . . . .
Charged
.. .. .. ..
itto . . . . . . . ..
Ditto . . . .
. .
.. ..
Bath be fore
th
ird metal addition 125,700
Slag ditto . . . .
Charged th ird cupola metal . . 3,000
Calcula ted m ixtur e . . • • . . . .
Bath afte r thi rd reac tion . . . . 128,700
Pe
rce
ntage
of r
eduction
. . . . . .
Slag
after t hird reacti
on
. . . . • •
Tapping
slag . . . . .. . ..
Finished
heat Ia.dle test) . . . . . .
T
appi
ng slag left in fu
rna
ce from
h
eat
306
..
• • • • • •
• •
•
•
•
• •
••
•
•
• •
4
200
• •
•
•
• •
• •
• •
• •
• •
••
• •
• •
• •
• •
• •
• •
•
•
• •
• •
•
•
• •
• •
•
•
• •
••
3600
• •
• •
• •
• •
••
••
• •
• •
••
••
••
• •
••
• •
• •
•
•
••
••
• •
••
• •
Lime·
Ore. Cinder. sto ne.
lb.
i
OO
•
•
• •
• •
• •
• •
• •
• •
•
•
• •
•
•
• •
• •
• •
•
•
•
•
•
• •
• •
••
• •
200
0
• •
• •
• •
• •
• •
• •
2
700
• •
•
•
• •
•
•
• •
• •
• •
• •
• •
• •
• •
• •
• •
•
•
• •
• •
••
• •
• •
• •
• •
• •
• •
• •
• •
• •
2700
• •
• •
• •
••
• •
• •
• •
•
•
• •
• •
• •
• •
• •
• •
• •
• •
2200
• •
• •
• •
• •
•
•
• •
• •
1100
• •
• •
•
• •
• •
• •
• •
••
• •
•
•
•
•
lb.
•
•
• •
•
•
••
• •
• •
• •
• •
200
0
• •
• •
•
•
•
•
• •
• •
•
•
• •
•
•
• •
•
•
• •
• •
• •
• •
•
••
• •
• •
• •
• •
•
•
• •
• •
• •
••
• •
• •
• •
•
•
• •
• •
••
• •
• •
•
•
• •
• •
• •
• •
2600
• •
•
•
• •
••
• •
• •
• •
• •
••
• •
-
••
• •
•
•
• •
• •
• •
••
• •
• •
• •
• •
• •
• •
• •
• •
• •
• •
• •
• •
• •
•
•
2500
•
•
• •
• •
• •
• •
• •
• •
• •
•
•
• •
••
•
•
lb.
•
•
•
•
•
• •
••
• •
• •
1
50
0
• •
•
•
••
• •
• •
• •
• •
• •
••
• •
• •
• •
••
1500
•
•
• •
• •
• •
• •
• •
14
00
1450
• •
• •
• •
• •
•
•
• •
• •
• •
••
•
•
•
•
•
•
• •
1
700
• •
• •
• •
• •
• •
• •
• •
1700
• •
1400
• •
• •
• •
• •
••
• •
•
•
•
•
• •
•
•
• •
•
•
1410
• •
••
• •
••
•
•
•
•
• •
2260
1000
•
•
• •
•
•
• •
• •
• •
•
•
• •
• •
•
•
Manga·
nese
Ore.
lb.
••
• •
• •
• •
• •
• •
•
•
• •
• •
•
•
•
••
••
••
• •
• •
•
•
• •
• •
••
• •
• •
•
•
••
•
• •
400
••
•
•
• •
•
•
• •
•
•
• •
•
•
• •
• •
• •
•
•
•
•
••
• •
• •
• •
• •
• •
••
•
•
•
•
• •
400
• •
• •
•
•
• •
• •
••
••
••
• •
• •
• •
• •
• •
• •
•
•
• •
• •
• •
• •
•
•
• •
• •
• •
800
• •
• •
• •
• •
• •
••
• •
• •
• •
• •
A.,
•
ANALYSIS OF METAL.
-
Renc·
Phoe·
Man· Silicon.
Lion. Carbon. Sulphur
pho
rus. ganese.
•
ANALYSIS OF SLAG.
Metallic
Iron.
Silioa.
Phospho
r
ic
Anhydride.
Man
ganous
Oxide.
per cent per cent per cent per cent per cent per cent. per cent
per cent.
9.
76
per cen t
• •
• •
• •
•
•
• •
Good
• •
•
•
• •
•
•
• •
..
• •
•
•
• •
• •
• •
• •
• •
• •
••
•
•
•
•
•
•
•
•
• •
• •
• •
• •
• •
••
•
•
• •
• •
•
•
• •
• •
••
Good
• •
••
• •
• •
• •
Good
• •
•
•
• •
•
•
• •
• •
• •
• •
• •
•
•
• •
• •
• •
•
•
• •
• •
•
•
•
•
••
• •
•
•
• •
• •
• •
• •
•
•
• •
• •
• •
• •
• •
•
•
• •
0.
06
• •
:1.76
0.52
0.33
36
0.08
3.76
0.63
0.39
26
• •
• •
0.05
• •
3.56
0. 74
0.4l
46
• •
0.39
• •
3.
60
0.90
0.
65
39
0.06
3.50
0.17
0. 07
59
••
0.14
• •
0.06
• •
3.80
0.62
0.34
45
• •
0.08
•
•
3.80
0.54
0.35
35
• •
0.06
• •
3.80
0.21
0.06
71
••
•
•
0.14
• •
0.06
•
3.80
0.84
0.49
42
• •
0.38
• •
3.80
0.70
0.71
• •
•
•
0.07
• •
3.80
0.16
0.11
31
• •
• •
0.16
•
•
• •
0.046
O Oe6
• •
OOj4
••
• •
0.058
0.058
• •
0.056
• •
• •
• •
0.041
• •
0.033
• •
0.040
••
• •
0.039
• •
0.049
•
•
O.C43
•
•
• •
0.041
• •
0.049
• •
0.033
••
• •
• •
0.088
••
0.046
0.059
• •
0.051
• •
•
•
0.044
•
•
0.056
• •
0.052
• •
• •
0. 046
• •
0.056
• •
0.012
•
•
•
•
•
•
0.038
••
0.051
• •
0.082
• •
0.053
•
•
•
•
0.056
• •
0.
065
• •
0.057
• •
• •
0.025
• •
0.065
• •
0.038
• •
• •
••
0.060
• •
4. 26
0.027
2.990
0.668
0.106
0.047
56
4.020
0.023
8.790
0.680
0.103
0.061
41
3.810
2.960
0.016
1.320
0.748
0.161
0.049
68
3.980
0.046
2 700
0.656
0.146
0.067
51
5.22
0. 01\}
• •
0.656
0.040
0.016
60
• •
3.4
40
0.
020
4.
350
0.019
2.060
0.836
0.142
0.057
60
4.770
0.025
4.060
0.864
0.069
46
4.820
0.021
0. 864
0.065
0.028
49
• •
4.14
0.030
5.790
0.026
4.120
1.012
0.226
0.132
42
7.180
0.111
0.9SO
0.194
0.144
21
6.790
0.035
•
•
0.980
0.058
0.0
4l
29
••
5.250
0.086
6.250
0. 9
0.36
• •
0. 13
• •
0.09
• •
0.36
• •
0.09
• •
• •
•
• •
0.12
•
•
1.25
0.18
• •
0.19
1.30
0.20
0. 15
1.30
0.17
•
•
• •
0.62
• •
0.08
0.68
0.13
• •
0.
12
• •
0.60
0.14
•
•
0.
12
0.60
0. 16
••
•
•
0.89
••
0.08
• •
0.26
0.15
•
•
0.14
•
0.43
0.14
• •
0.17
0.
43
0. 18
• •
• •
0.50
• •
• •
0.009
• •
1.220
0.169
0.014
91
0.014
• •
1.340
0.174
0.020
ss
•
• •
0. 59
• •
0.32
• •
• •
0. 32
•
•
• •
• •
• •
0.47
••
o.a4
• •
• •
•
•
• •
•
•
0. 18
• •
•
0.25
• •
• •
0.25
• •
• •
• •
11
.86
25.
14
15.91
17.63
16.70
17.19
39.74
20.24
23.82
13.85
25.79
18.
92
18.69
13.51
33.28
14 .98
21.
74
18.42
21. eo
18.03
15.87
10.49
25 .
57
11.87
10.39
10.71
13.95
11.59
11.81
14.29
14.41
7.40
9.60
6.85
14.13
9.21
14.
63
8.68
16.25 8.73
10.27
6. i8
8.69
4.72
11.13 9.12
6. 19
12.80
11.96
9.38
768
11 .01
9.98
7.76
6.30
4-.70
12.58
10.94
10.21 9.30
l l .f8 11.
05
11
.42
9.49
8 11
11.68
13.26
7.00
8.68
9.44
12.10
16.46
12.
62
17.05
I·
12.32 15.
56
11.55
12.03
7.83
11.70
12.03
5.12
I
7/17/2019 Engineering Vol 69 1900-06-22
http://slidepdf.com/reader/full/engineering-vol-69-1900-06-22 32/36
E N G I N E E R I N
G
[JUNE 2 2, I
900
TABLE
A -(
continued .
CHARGE.
ANALYSIS OF .METAL.
ANALYSIS
OF
SLAG.
e ~ t
Wehrht
Lime·
Man
ga
·
Rea.c·
Ph os-
Man· Metallic
Man-
Time.
NAME
OF S A ~ I P L E .
Phosphoric
N..>.
of Scale.
Ore. Cinder. ne se
Carbon.
Sulphur Silicon.
Silica.
stone.
tion.
phorus.
ganese.
Iron.
Anhydride.
ganese
Met al.
Ore.
Oxide.
-
-
a.m.
lb.
306
11.
00
Charged
lb.
lb. lb. lb. lb.
pe
r pet·
cent
per cent
per
cent
per
cent per
cent. per cent
per
cent.
per cent.
3800
•
• •
• •
• •
11.30
Bath before first metal addition: :
95,000 0.
06
0.053
0.0 45
0.06
11. 30
Slag
ditto
• •
• •
• •
• •
• •
• •
•
1.82
0 43.3i 5.18 4.17
• • • • • ••
• •
•• • •
•
• • •
• •
1L.35
Ch arged fi rst cupola. metal
• •
14,000 3.eo
0 052
0.976
0.24 0.36
•
•
•
•
•
•
•
• •
• •
••
Calculated mixture .
• •
• •
•• • •
• •
0.64
0.165
11.46
Bath
afte
r first reaction
•
•
• •
• •
••
109,000 Good
0.11
0
.0 '2
0.062
0.06
••
• •
• •
• •
• •
Pe
rce
ntage
of
redu
c
tio
n
• •
• •
••
•
•
•
•
•
•
•
•
•
• • • •
• •
80
•
•
62
11.45
Slag after first reaction 4.720
21.17 11.22
10.82
•
•
•
• •
•
•
• • • •
• • •
•
• •
-
••
• •
• •
noon
12.00
Bath before second
metal
addition
1( 9
,000 0.07 0.057
0.049
0.05
12.00
••
• •
•
•
• •
•
•
• •
Slag d it to
2300
1300
4.290
23.16
9.95
9.83
•
• •
• •
•
•
• •
• •
•
•
• •
• •
p.m .
12
.05
Cha r
ged
sec
ond
cupola.
metal
17,200
3.80 0.057 l .fM
0 ~ 6
0.36
• •
• •
• •
• •
•• • •
•
•
Ca
l
cu
lated
mixt
ur
e..
. •
•
••
• • • •
• •
• • • •
• •
0.60
. 0.1
80
12.20
B1th after second reacMon
126,200
Fair
40 30 0.052
0.111 0.08
Percentage of reduction ..
•
• •
• •
• •
• • • •
• •
•• • •
••
• •
• •
• ••
•
•
43
•
•
3 i
12 20
Sl
ag
after sec
ond
reaction
6.430
13.05
12.0S 12.45
•
• • • • • •
• •
•
•
. .
••
• • •
•
• •
.
.
•
12.25
Charged
2300 2'700
•
•
• • • • • • •
• •
• •
2 11)
Ditto . . . . . .
4
00
Bath before third
metal a 1 d i t i o ~
·
••
• •
••
•
• • •
2.66
126,200
0.07 0.049 0 022
0.
08
• • •• • •
• •
• •
2.65
Slag
di tt
o
• •
21.5
• •
•
•
• •
• •
• •
• •
• •
• •
• • • •
• •
••
3.00
Cha rged third cupola. metal
6, 10) 3.80
0.067 1.004
0. 26
0.36
•
•
• •
• •
••
• •
.
• •
• •
Calc
ul
ated
mixture.
. ••
• •
••
• •
• •
• •
• • • • • •
0.24
• •
0.067
3.10
Bath
after th ird
reaction
..
132,300
Good
0.07 0.047 0.030
O.LO
Pe rcentage of reduction . .
•
•
•
•
•
•
•
• • • •
•
•
••
. .
• •
•
•
•
•
•
• •
71
• •
55
3.10
Slag after t hird
t i o n
. •
• •
16
.28
• •
• •
•
• • • • •
• • • •
••
• •
• • • • • •
3. l5
T
ap
ping slag . . . . . .
5.350
18.39 10.91
12.26
5.54
• •
• •
• • • •
• • ••
• • • • • •
• •
••
3.15
Finished
heat (ladle
test
) . .
0.14 0.050
0.45
• •
••
•
•
•
•
•
•
••
•
•
•
•
a.m.
407
9.00
T
apping
slag
left in furna
ce from
heat 407 • .
••
•
•
. .
• •
.
• •
•
•
••
• •
4.430
• •
•
•
9.63 14.S5 10.15
10.81
408 9.25
Charged .. .. .. ..
4000
•
9.
60
Bath before firetmetal addition .. 120,000 0.
06
0.054 0 Ol2
0.14
•• • • • •
• •
• • • •
9.60
Sl
ag di
tto
• •
2 710
30.00 8.96
6.
20
••
• • • • • • • • • • • •
• •
•
•
• •
9.55
C
har ged
fir
st
cupola
metal 16,400 3.80
0.032
0.8t8
0 82
0. 79
•
•
• • • • • •
• •
••
••
Calculated
mixture
..
• • •
•
•• •
•
• •
. .
• •
• •
• •
0.51
• •
0.139
10.10
Bath
af t
er
first
rea.ot
ion
••
136,400
.
Good 0. 25 0.053 0.067
0.18
• • • •
• •
• • • •
Percentage
of
redu
ction
••
• •
• • •
•
• • • • • •
•
•
•
•
51
• •
52
10.10
Slag after first react ion
• •
••
5400
9.85
15.42
12.39
• •
••
• •
. .
••
• •
• •
• •
• • • •
10.15
b a . r ~ e d . . . .
• •
• •
• •
2 ,..
00
1500
• •
• •
10
.35
Bath
befo
re
seco
nd metal
addition
136,400
0.
12
0.06()
0.059 0.15
• •
••
• •
• •
• •
10.35
Slag ditto
•
•
6.330
0.82
14.6 1
12.22
• •
• •
•
•
•
•
.
• •
• •
. .
•
• ••
.
10.35
Charged second cupola met al
16,9
00
. .
Go od
3.80
0. 032 0. 848
0.82 0.
79
••
• • • •
• •
•
•
Ca
lcu lated
mixture
.
• •
• •
••
..
• •
••
• •
•
.
.
0.53
• •
0 ~ 4 6
10.60
Bath after
seco
nd rea
cti
on
153,300 0.47
0.051 0.098
0.17
• •
.
.
•
•
.
.
• •
•
•
••
Percentage of reduction ..
•
•
• •
.. . .
• •
• •
• •
••
11
••
33
10. t0
Slag after
second redu
ction
• •
4
.820
12
.50
13.69
11.06
•
• • • • •• • •
• • • •
• •
.
.
• •
• • • •
11. 00
Cha
rg
ed
••
•
•
•
•
• • •
2200
H.OO
•
• •
noon
12.00 Ditto
• • • •
• •
• •
• •
• •
.
• •
..
600
p.m.
12.35 Ditto
••
• •
• • • •
• •
..
150 )
• •
900
1.
05
Bath before th ird met al addition
153,300
• •
•
•
.
• •
0.06
0.051
0.034
0.17
• •
1.05
Slag ditto
•• • • • • • •
11.22
. .
• •
••
.
.
• •
1
.10
Char
ged
t
hird
c
upola
metal
2
,9
00
•
• •
•
. . 3.80
0.032
0 84S
0.
82
0.
'iO
.
• •
• •
Calc
ulated
mixture.
. . .
•
•
•
•
• •
•
•
. .
• •
•
•
0.13 0.049
1. 15
Bat
h after third reaction
156,200
.
0.09 0.050 0
03
4
0 1i
••
• •
. .
• •
.
.
.
• •
Percentage
of
redu
ct ion . .
• •
.
.
• •
• • • •
••
31
• •
3)
1.15
Slag after third reaction ..
•• • • •
•
• •
13.46
. .
• •
• •
• •
•
•
. .
•• • •
1 .30 Tapping slag . . . . . .
.
4.160
14.96 12.78
9.54
11.26
• •
•
•
• •
•• • • • •
• •
• •
• •
••
• • • •
1 30 Finished heat (ladle
test)
..
• •
• •
••
• •
0.13
0.054
0. 035
0.4 4
•
. .
• • • •
REMARl
\S
.
305
9.45 Bath before t hird metal addition 104,0CO
Bath h >t enough to tap 0.06
0.051 0 022 0.06
0.012
•
0.45 Sl
ag di
tto
• •
• • • • • •
• •
4.440
29 4 >
8.80
10.18
• • • • • • • • • • • •
• •
J
9.50 Char
ged third
cu pola
metal
• •
9,300
Finished
pouring
9.54
p.m.
3.80
0.
066 0. 992
0.36 0.470
Calculate d mixture. . • •
• •
• •
•
•
•
• • •
•
•
• •
• • • •
0.37
• •
0.102
• •
0 O:i9
9.56 Bath after t
hird
reaction ..
••
113,300
• •
Bath
hot enough to ta p 0.13 0.0 18 0.053
0.10 0.010
Percentage
of r
eduction ..
• • •
•
• •
• •
•• ••
65
• •
48
80
9.56
Sl
ag
af
te
r t
hiTd reaction
. .
• •
•
• • •
••
• •
• •
• •
5.71
12.48
11.41
13.08
10.01) Cha rged . . .. ..
• • • •
.
• •
• ••
800
10.20 Finished heat (ladle
te
st) . .
• •
• •
• •
••
0.14
0.('56
0.0
1
0 86
•
• •
•
Heat
254. Lb.
37,405
1,2
00
Heat 264. Lb.
89,100
1,850
Heat 285. Lb.
39,085
870
ll
e
at
306. Lb.
37,410
74 5
Heat 408.
Lb.
38,650
1,270
Weig
ht
of
ingot
s
produced
. •
, scrap produced .•
Weight
of in
gots produ
c
ed ..
, scrap produced ..
Weig
ht
of
ingots
pr
od
uced
..
11
scrap produced ..
Weig
ht
of
ingots produ
ced
..
Weig
ht
of ingo
ts
produced
..
11
scrap produced ..
11
scrap
produced •.
·
. Total weight of heat •
38,.605 .
Tota l weight of heat ••
40 950 . Total
weight of heat . .
.
T
ota
l weight of h
eat
. .
38,155
Ttme from .commencement of g m g Tt me from m m e n c e m e n t of chn:rgmg
Ttm
e from ~ o m m e n c e m e n t of T1m e from commencement of char ging
To
ta
l weight of h
e1t
. .
Time from commencement of obargwg
to tapping of beat, 8 h. 25 min.
o
tappmg of beat , 2 b . 55 mln. to tappmg of heat, 3 h. 10 mm. to ta.ppmg of
he
at , 3 b. 25 mm. to tapping of beat, 3 b. 40 min.
TAD
LE "B
."
FI.R
ST LI
QU
ID
MBTAL
ADDITTON.
SECOND
l .IQUD METAL ADniTION.
TIIIRD LI
QU
ID METAL A
DD ITION
.
Calculated
Per
Cent. Calculated
Analysis.
.Mi
xt
ure.
Redu
ct ion.
Mixtur
e.
Heat
N
11mbe
r .
-
c.
P.
c.
P. c. P.
c.
P.
--
-
p.c.
p
.c
. p.o.
p.c. p
.c
. p.c.
I
.c.
p .c.
132
0.52
0.106
0.33 0.047 33 56 0.63
0.103
25
0.74
0.161
0.:-$9
0.046
47 72 0 92 0.148
264
0.62
0 142
0.34 0.057
45 60 0.54
0.128
285
0.8
0.226
0.49
0.132 42 4 0.70
0.194
305
• •
• •
• •
• • •
• •
306
0.54
0.165
0.11
0. 062
80
62 0.60 0.180
408
0
.5
1
0.130
0.25
0.067 51
52
0.53
0.
14
6
a. sto
rage of liquid me
tal
between the
blast
.furnaces
and
the steel furnaces. In
this event the
usual mixer used in
B essemer
practice
will
be
very
suitab
le.
f th
e
metal
st o
re
d sh
oul
d
be very
silicious,
it
might be better
to
per-
fo
rm
a certain
amount
of purification whilst being held .
This
vessel could then be a furnace, bMic li ned, so that
an oxidisi
ng
s
lag
could
be
r ~ i e d which would hav
.e
a
refining influence upon the hqu1d metal
added
from t1me
to time
.
Th i
s pre.paratory
furn
ace.would
qu
,ioken
th
e
p e r a t ~ o in
the finishmg furnace, for lf the
sthcon were
praot10ally
eliminated,
and the
carbon somewhat reduced,
the metal
•
Per
Oent.
Calcula
te
d
•
Analysis.
Analysis.
Per Cent.
Redu
c
tion
Mixture.
Redu
ction.
c. P.
c.
P.
0.
P.
c.
I
P.
c. P.
-
-
p.c. p.c.
p.o. p.c.
p.c.
p. o.
p.c.
p,
c.
p. c
. p.c.
0.39 0.061
27 41
0.65 6 067 40
55 0. 17 0.040 0.07
0.016 59
60
0.35
0.0
69
35 46
0.
21 0.055 0.06 0.028
71 49
0.
71
0.144
••
21
0.
16
0.058
0.
11 0.041
n
29
• •
• •
• •
• •
0.87 0.102 0.
13
0.053
65 48
0.84 0.111
43 38 0
.2
4 0 067 0.07
0.030
:1
55
0
.47
0.008
11
33 0.13
0 0 ~ 9
0 09 0.034
31 so
would
be
pu rer a
nd
hotter, and so would
expedit
e com
plete
purifi
ca t
ion. I t
is
not
anti
c
ip
ated, however,
that
this
will be necessa
ry
exce
pt in
special oases,
as
one of
the advantages
of
the pro
cess is
the
ease
with
which
it
lend
s
it
se
lf
to the pr
odu
ct
ion
of
stee
l
fr
om
blast
-furnace
metal
of ir regular composit ion, owing to the large exten t
to which th e impurities are reduced by dilution
as
apart
from oxidation. Th us, assuming that
20
tons of molten
pig iron co
nt
ai
ning
3.0
per
ce
nt.
of silicon w
ere
teemed
in to th e
bath
of 40 tons of
molten
finished s teel,
the
silicon
by
mere
ad
mixtu
re
would
be
reduced in the resul
ting
metal to 1 per ce
nt.,
which is not
a.n
abnormal
pe
rcentage
for
ba
sic Siemens work, and,
as
this would be almost
immediately
ox
id i
sed,
the
h a t silicious slag could
be
flowed off before it would have time to seriously
atta
ck
the banks of the furnace, even if sufficiently acid to do
so.
This
continuous
method
should
ce
rtainly be worthy
of
the
consideration of acid open-hen.rth steel manufac·
turers, even if they discarded
the
acid lining, and took
up the basic, which lends it self so a t i s f ~ r i l y to . he
process. Acid bot toms gave way t
the ba
s1o m puddhng,
and there is a pparently no reason why history should not
r
epea
t
itself
in
the a ~ e
of
stee
l.
In
this
age, when on
the
one ha
nd the
d i f f i ~ u l t y . of
obtai
ning hematite ores which will J?roduce a ptg
w1th
less than .05 per cent . of
ph
osphorus IS becoming grE'ater
and
greater,
and
on
the other
hand engineers are more
stringent than
ever
in
insisting
up
on .low
< ? S p ~ o ~ u s
material,
the
adoption of
this o c ~ s
w1th a
. l i ~ m g
wou
ld
enable a ll those ores
just out
stde h
ema
tlte hmtt to
be
used, and
the
steelmaker might wi
th
absolute certainty
depe
nd up
on a finished steel produced with under 0.03 per
cent . phosphorus; when using hematites, iron of. present
g
rade, say und
er .06
P.er cent
. of phosphorus,
st
ill lower
res
ults
would
be
posstble. .
Th e highest des
id
er
atu
m of any lining is to be a ~ s t v e
whilst
th.e m
et a
l
it
holds
is under
treatment, a
nd
wh
en
this result is obtained
with
a basic hearth, it sh
ou
ld be
nsed even
if
the p i ~ metal is sufficiently pure not to
r
eq
uire d
ep
hos
ph
orismg, providing
th
e steel is t;na.de
at
a less cost. Th e attachedTables (Table extendmg over
two pages) give
the history
of various heats analysed.
They
attempt to give a record of materials charge
d,
and
t ime
C)
nsumed in purification,
7/17/2019 Engineering Vol 69 1900-06-22
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contrast
to
the Bessemer, which wastes 13 per cent. or
more of the pig metal to do the same work. This yield
has been obtained with a low silicon metal, and will be
increased with more impure metals, so
that
with this
method we obtain exactly opposite results
than
with the
Bessemer, for in the latter the more impure the metal the
greater the loss.
The author considers
that
the method of working de
scribed in
th i
s p aper offers advantages over the ordinary
practice in man y particulars. Amongst the chief of these
may
be cited :
1.
The
cost
and
delay
in
charging cold material is
avoided.
2.
A saving
in
fuel
in
charging molten pig
ir
on, and
also through not coo
ling the
furnace
by
charging cold
material.
3. The demand for a large
and
regular
supply
of good
scrap, so
importan
t
in ordinary
practice, is wholly dis
pensed with.
4. A
r e ~ u l a r supply
of steel
to
the mills
in
any wished-
for quant1ty and
at
fr
eq
uent
interv
als is
in
sured.
5.
An in
crease of output.
6. An
increase of yield.
7.
Le
ss
repairs to
furnace.
8. Saving
in lab
our charge.s,
due to far
less skilled
labour being
e ~ u i
per ~ v e n quantity of steel.
9.
The
possib1lity of usmg very large furnaces,
with
conseq_uent reduction in cost of production,
without
the
nece
ss1
ty for
very larg
e cranes and ladles.
In
conclusion, the writer
must
express his
thanks
to
Mr. Percival Roberts,
Ju n
.,
president
of
the
Pencoyd
Iron Works, for his unfailing support, and for allowing a
special plant to be built wherein
it
was possible to obtain
satisfactory and commercial results from
the
start.
The writer is also indebted to Mr. Anson W. Alien,
chemi
st
of
the
Pencoyd Iron Works, far the large amount
of analyses which he has conducted in this research.
BOILER. EXPLOSION AT WELLINGTON.
A FORMAL investigation
has
been conducted at the
Town Hall, Wellington, by the
Board
of Trade relative
to
the cause and circumstances of a boiler explosion
which occurred on March 27 at
the
Meeson Hall esta te,
Wellington, belonging to Mr. Waiter Dugdale. By
the
explosion the bailiff of the estate was killed. The Com
missioners were Mr. Howard Smith, Barrister-at-Law,
and Mr . F. J. Pilcher, consulting engineer. Mr. K. E.
K. Gough appeared for the Board of Trade, and Mr .
Arthur Newman, solicitor, represented Mr. Dugdale.
In opening the proceedings Mr. Gough stated thab
the boiler, which was of the vertical type, was
made by a Mr. Poole, who had since given up busi
ness. It was sup{>lied new in 1877 by Mes.srs. Cor
bett and Sons, agncultural engineers, Wellington, to
Mr
.Billinge, who,
at that
time, was
the
owner of
the
Me
eson
Hall
estate.
Mr.
Billinge, who appeared to
have employed one of his own
me
chanics to effect repairs
to the
boiler, died
in
1
887
, and was succeeded
by Mr.
Williams.
He
ooctl£ied
the Hall
until1
889, when
it
was
purchased by
Mr.
W
alter
Dugdale, who employed Mr.
George Harper as his bailiff. It was
Harp
er's duty
to
look a
f
ter the boiler,
and
be
had
full
authority to
call in Messrs. Corbett whenever any · repairs were
requi r
ed
either to the boiler or the
machinery;
but
Mr. Gough
thought
that neither
Harp
er,
nor Mr.
Dugdale, were aware of the necess
ity
of having the
boiler periodically examined by a competent person,
and, so far as be
had
been able
to
ascertain, no specific
instru
ct
ions were given
t
Messrs. Corbett to examme it.
By this he meant that they had bad no instructions to
examine in order to ascertain the condition of the boiler,
apart from effecting any repairs which might be required
from time to time. The boiler appeared to have been
worked in the winter for an hour once a fortnight at a
pressure of about 40 lb. on the square inch, for the pur
pose of supplying steam to an engine used for driving a
corn mill and an oat crusher. On the morning of
March
27 Harper
had been working the engine for
20 minutes when the boiler exploded, and was carried to
a distance of about 6 ft . from its original position.
Harper was unfortunately killed. Shortly a
ft
erward
s,
Mr
.
Hou2hton
exam
in
ed
the
boiler on behalf of
the
Board of Trade,
and
found
that the
firebox had
ruptured
for a l
ength
of about 22 in.
in
the vicini ty of the firedoor.
The
plates of the firebox were generally corroded until
their
thickness
in the
vicinity of the
rupture
varied from
Jt
in.
to h
in.,
and at
one
part
of the crown plate
the
thickness varied from
n
in.
to
i in.
At
the conclusion of his statement, Mr. Gough pro
ceeded to call witnesses.
Mr. William
Corbett
said he was
the
senior partner of
the
firm of
Corbett and
Sons, of Wellington. The boiler
in question was made for a working pressure of 60 lb. on
the squa
re inch, but not more than 50 lb . was needed for
the
work it
had to
do. His men cleaned out the boiler
when
Mr
. Williams took
it
over, and they wou ld, he pre
sumed, then examine i t, but nothing was reported to
be wrong as regarded the condition of the firebox
plates. Mr. Dugda:le baying purchased the. esta.te, and
the engine .and
b o ~ l e r
w1th 1t, the
~ r m
rece1ved mstruc
tions from t1me to time from the ba1hff, Harper (who had
the authority of Mr. Dugdale to order anv repairs when
needed) to send a man over to l
oo
k at the boiler and do
whatever was required to be done. The question as to
what
was necessary
to
be done was le
ft
in the hands
of
the practical men they sent down. In March, 1898, a
bill was sent in to Mr. Dugdale for overhauling and
repairing fittings of engine and boiler." Witness did
nob think
that
the man who attended to the boiler
on
that
occasion made a report as to its condition
at that time. He would not make any suggestions to
Harper
as to what should be done to the boiler. He told
N G I N R I N G
him, however, that
it
stood well, though he knew that
it
was rather an old one. He knew that
Harper
had autho
rity from Mr. Dugdale to have anything done to the
boiler that he thought necessary.
James Clay, in the employ of Messrs. Corbett and
Sons, said he served his apprenticeship as a fitter. He
had attended
to
the boiler at Meeson Hall es
tate
on
various occasions. In 1892 he made some repairs,
but
could
not
remember whe
th
er then made any examina
tion of the boiler. In 1807 he cleaned it out and fitted
to it
a wrought-
ir
on chimn
ey
, but could n
ot
say for certain
whether
he then
examined
the
boiler or not, but probably
he
would
tap it with
a hammer as usual.
In
domg so he
believed
he
would be able
to
find
any
corrosion
that might
exist on
the
fire s
ide
of
the
box.
He
aga
in
we
nt
to the
boiler
in
March, 1898, when he found sediment in
i t
about
level
with
the mudholes. He had never received a
ny
definite instructions
t
examine the boiler. He satisfied
himself as
to its
condition
without
any hydraulic test,
and
believed
it to
be safe to work, judging by
the
up
take, which was
in
excellent order. He considered the
boiler safe to work
at 50
lb.
pre
ssure wh
en
he
last
cleaned
it
out.
He
came
to
the conclusion then
that
the boiler
was safe
to
work by sounding the plates, which seemed
quite strong
and
sound.
Mr.
Waiter Dugdale said he was the owner of
the
boiler, which he purchased
with the
Meeson
estate
in
18
89
. The boiler did not
appear to him
to be more than
three or four years old when he bought it, but he gave
instructions to Harper,
hi
s bailiff,
to
have
it attended to
whenever he thought pro:per. Messrs.
Corbett
and Sons
had
sent
him
bills from t1me to time, and
the
particulars
of these led him to believe that the firm had carried out
all
the
repairs that were needful.
Mr. Sidney A. Houghton, n ~ i n e e r a u r v e y o r to the
Board of Trade, said he exammed the boiler shortly
after the explosion occurred, and found that the plates of
the
firebox
bad
become
thin and
much weake
ned by
cor
rosion. There was a considerable amount of heavy scale
inside the firebox, which had been shaken off by the ex
plosion.
f it
had been removed before the explosion,
and the plates examined, the corrosion ought easily to
ba.ve been detected. It might have been seen by putting
one's head in at the firedoor opening,
but
the view could
not have been a very satisfactory one. The firebox plate
bad ruptured through corrosion, and this was the cause
of the
explosion.
Mr.
Newman
then
addressed the Court on behalf of
his client,
Mr.
Dugdale,
and
contended
that
he taken
every reasonable precaution
to
ins
ur
e the
sa
fety of
the
boiler
by
authorising his late bailiff, H arper,
to
call in the
aid of a practical man whenever he
thought it
desir able.
Mr. Clay, asked by the Commissioners whether he
wished
to
make a statement, said he bad
taken
every
precaution
in
examining the boiler
that
he considered
necessary. Probably when h ammering the boiler he had
struck
that par t which
had pro
ved to be in. thick. He
had examined a large number of boilers,
and had
never
before, in all his experience, had a complaint about his
work.
Mr. Gough submitted that from
the
time the boiler
was laid down in 1887 to the day of
the
explosion it had
never been examined by any competent person, and no
steps had been taken to ascertain the pressure at which
it
was safe to work it. The deceased man Harper no
doubt believed the boiler to be safe to work, but he (Mr .
Gough) submitted that he was not competent to manage
the boiler, in the sense of having sufficient technical know
ledge to decide whether the pressure at which the boiler
was working was a safe one or otherwise. He wished to
point out in Mr. Corbett's favour that he had never
made a charge for
an
examination of
the
boiler.
After an
adjo
urnm
e
nt, and
an examination of
the
boiler
and pr
emises
by the
Commissioners,
lVIr.
Howard
S
mith
gave judgme
nt.
He reviewed
the
ev
iden
ce,
pointing
out the
defective state of the boiler,
and said
that
the Court held
that Mr.
C
lay had
not taken enough
pains
to
ascer
tain the
thickness of the plates.
At
the
sa
me
time they
considered Messrs. Corbett
and
Sons
quite
justified in appointing
him to
examine the boiler,
though be was n
ot
capable of making calculations.
Up
to the
examination of the boiler in 1898, :Mr. Dugdale's
conduct
in
the matter
was
ir rep
roachable
;
but
be showed
n
eg
lect by
f a i l i n ~
to see that
the
boiler was examined
subsequently. For the negl
ect
of Mr. Clay the Co
urt
held his employers, Messrs. Corbett and Son, respon
sible.
Th
ey therefore made an order upon Messrs.
Co r
bett
and Mr. Dugdale for the payment of 25l. each
towards the costs and expenses of the investigation. Mr .
Clay also was ordered to pay the sum of 2l
LAUNCHES AND TRIAL TRIPS.
ON
June
12 Messrs.
L.
Thompson
and
Sons, Limited,
Sunderland, launched a steel screw steamer
1
built
to
the
of
the t e r n a t i o ~ a l Li
ne Steamship Company,
Ltmited, of Whttby.
Tht
s vessel, named P retoria, 1s
the
sixth vessel built by this firm for these owners. The
principal dimensions are: Length between perpendiculars
368 ft. ; breadth e:ctreme, 45 ft. 1 q ~ in,. ; and depth
moulded, 28 ft. 4 m. Accommodat10n
IS
provided for
a limited number of passengers in a large steel house
placed on to{> of the bridge at the forward end. The deck
machinery. 18 supplied with steam by a multitubular
donkey boiler of 180 lb. pressure. The engines and
b < ? i l ~ r a
have been c:m.structed
' >Y
M68Srs. George C
lark
,
L1m1ted, of Soutbwwk En gme Works, Suuderland
having cylinders
24
in.,
40
in., and 68 in. in diameter by
45
in. stroke, supplied with steam
by
two large multl
tu
bular boilers working
at 180
lb. pressure.
The
Potosi, a steel twin-screw steamer, was launched
on Wednesday,
the
13th inst., by Messrs.
Wigham
[ J UNE
22, 1900
Riohardson and Co., Limited, from their Neptune ship.
yaf i,
N e w c a s t l e · o n - ~ y p e
for
th
e Pacific Steam Navi
gatlOn Company, Liverpool. The steamer is 400ft in
length by 50 ft. beam, and. 30 ft. in
~ e p t h .
She will be
fitted W1th two sets of tr1ple-expans1on engines which
w i ~ h the ~ i l e r s , are also being_
o n s t r u c t e d
by 'Messrs:
Wtgham R10hardson and Co., Limited. The vessel will
have accommodation for a limited number of passengers.
Tyne
Iron
Ship-Building Company, Limited, of
Wllhngton
Quay-on-Tyne, launched, on Wednesday the
13th inst.,
a
steel screw steamer built
to
the
o r d ~ r of
Messrs. Societe Anonyme des Produits Resineux
of
A n t w e ~ p and
of the following dim
e
nsions:
e ~ g t h ,
318.
ft. , breadth,
43ft
. ; d
ep t
h,
27ft.
6
10.
The engm
es,
a r ~
to be supplied. b,r
the
'Wallsend Slipway and
~ n g m e e r m g 9ompa?y, L i m l t
a r ~
of the
t r i ~ _ > l e - e x p a n
ston
type
havmg cylinders 24
10., 39
m., and
64 1n.
in dia
meter
by
42 in. stroke, and working at a pressure of
1
60
lb. The vessel was named
the
Clematis.
The Sunderland Shipbuilding Company Limited
launched on the 14th inst . a screw steam&r built to
t h ~
order of
Me
ssrs. Jenkins
and
Co ., Limite
d,
of London
for their Shire line of steamers.
The
length
of
the vessel
is
378
ft.; breadth, 47 ft.; and depth moulded,
31
h. The
vessel's deadweigbt carrying capacity is
6500
tons. The
main engines
are
upon
the
tri·compound principle, by
t ~ e
. North-Eastern Marine E n g ~ n e e r i n g
.Company,
L1m1ted, Sunderland, and have cyJmders 25 m., 42
in.
and
70
in. in diameter by 45 in. stroke, steam being sup:
plied by two large steel boilers working at a pressure of
190 lb. per square inch.
On Thursday, the 14th inst., the large steel screw
steamer Heathcraig, built by Messrs. Craig, Taylor, and
Co., S tockton, for Messrs. Deas, F oster, and Co ., London,
left
the
Tees for her trial trip.
The
dimensions of the
vessel are 372
ft.
by 48ft. by 30ft. 11 in. moulded
to spa.
r
deck. She is constructed to carry about 7100 tons dea
d
w e i ~ h t
and has a bulk capacity of about 8500 tons. The
engmes have been constructed by the North-Eastern
Marine Engineering Company, Limited, Sunderland,
the cylinders being 25 iu., 42 in., and 68 in. in diameter
by 48 in. st roke. Three large steel boilers supply steam
at 180 lb. pressure. During the whole of the trip the
machinerr. worked with smoothness, a speed of 1 1 ~ knots
being easily maintained on the run from the Tees to the
Tyne.
·
Messrs. C. S. Swan and Hunter, Limited, Wallsend
on-Tyne, launched on the 15th inst. a steel screw steamer,
built to the order of Messrs. A. C. De Freitas and
Co.,
of H amburg. The leading dimensions of the vessel are:
Length over all, 392 ft.; beam extrem
e,
46ft. 3 in.; and
depth moulded, 31 ft. ; and she has been designed to
ca
rry
a deadwe
igbt
of about 6760 tons on a moderate
dr
aught of water.
The
engines are being built by the
North-Ea
ste
rn
Marine Engineering Company, of Wall
send,
and
will consist of a
set
of triple-expansion engines,
having cylinders
2 4 ~
in., 40 in., and
68
in. in diamete
r, by
48 in. stroke, steam being
sup
plied by three single-ended
boilers, each 12 ft. 9 in.
in
d1ameter, by
11
ft. 6 in.
I o n ~
1
80
lb. w
or
king pressure, and fitted with Howden s
system of forced draught. The vessel
was
named the
Macedonia.
Me
ssrs. Ropner and Son, of Stockton-on·Tees, laun
che
d
on
the
15th inst. a steel screw steamer of the
following
dimensions, vi
z.
: Length between perpendi
cu
l
ars,
333 ft.;
breadth
ext
reme, 46
fb. ;
depth mould
ed
,
24ft.
9 in.
She
has been built
to
the order of Messrs.
English
and
Co., Middlesbrough, and will carry about
4925 tons deadweight on Lloyd's summer
e e b o a r ~ .
She
will be fitted
with
a set of triple-expansion engmes by
Messrs.
Blair
and Co., Limited, of about 1100 indicated
horse-power, the steam being supplied by two. steel
boilets 15ft. by 10ft. 6 in. working at
210
lb. She
IS
also
fitted
with a.n
evaporator and feedbeater, c. The vessel
was named Stanhope.
Messrs.
Robert
Stephenson
and
Co ., Limited, Hebburn·
on-Tyne launched on Saturday,
the
16th inst. a steel
s t ~ a m e
named Alleppo, buil t for Messts. Th?mas
Wilson,
S o n ~ and
Co., Limited, Hull. The machmery
has been
co
nstru
cte
d by Messrs. Sir Ohristopher Furness,
Westgarth, a
nd
Co., Limited, of Middlesbrough. The
vessel is of the following dimensions : Length
betweP
n
perpendiculars, 340 ft. ; breadth ext reme, 47 ft. ; depth
moulded, 29 ft. 10 in. The vessel is fitted in the holds
with an iron fore-and-a
ft
grain division from tank top
and tunnel to spar deck.
Th
e propelling machinery
consists of a set of triple-expansion engines,
a ~ d
steam
will be supplied from two single-ended steel boilers, the
working pressure being 165 lb. per square inch.
On June 16 there was launched ab Bergen, Norway, by
the Laxevaags En gineering and Shipbuilding C<?mpany,
a steel screw steamer of about
1550
tons deadwetght, for
Messrs. Job.
E.
von der Ohe and Lund, Bergen. T_he
vessel is 236 ft. long, 31 ft. 10 in. broad, and 15 fb 8m.
deep, and was named Carolus.
The new steamer Dtl.leby, built by Messrs. Ropner a.r
Son, of Stockto
n-
on-Tees, to
the
order of Messrs. . ·
Ropner and Co., of West Har tlepool, made her
offiCial
tri
al
trip on the 16th inst . in the Tees Bay. The vAssel
will carry about 5600 tons deadweight on
L l o ~ d s
f ~ e
board,
and her
engines
are
of
the r i p l e - e x p a ~ s 1 0 n
hrlD·
ciple, by Messrs. Blair and
Oo
.,
L i m i t e ~ .
W1th a out
1200
indicated horse-power, she maintamed a speed of
about
10i
knots
during
her
trial,
•
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JuNE
22,
xgoo.J
•
"ENGINEERING"
ILLUSTRATED PATENT
RECORD.
CoMPILED BY W. LLOYD
WISE.
IBI.Ja 1'BD' '
ABBTRAOTS OF BURNT
PUBLIBBRD
BPBOIFIOATIONS
UNDER THB ACTS
1888-1888.
'he number of 1n'ews given in the Specification Drawings
i8
stated
in
each case ; where none ewe mentioned, the Specification i8
not illustrated.
Wh
ere
inwnti01l8 are oommuni.cated from alwoad, the Names,
c
.,
of the Communicators are given in italics.
Copt'es
of Specifications
may
be obtained at the
Patent 01/iU
Sale
Branch, 5, Southampton Buildings, Chancery-lwne, W.C., at
the
uniform
price of Bd.
f 'he date of
the
advertisement of
the
acceptance oj a complete
Spteijication
is,
in each
case,
given aJter the abstract, unless the
Patent has
bun
sealed,
when
the
date
of
sealing
is
gi
ve
n.
.Any pergon may at any time
within
two months
from
the date of
the advertisernent of
the
acceptam.ce of a complete Specification,
give notice at the
Patent
Ojftce oj opposition to the grcvnt of a
Pa,tent on anv of
the
ground:s mentioned in
the
Act.
EI.J:C'rRICAL APPARATUS.
5232.
P.
Kennedy, Brooklyn. U.S.A.
Storage Bat
-teries.
[4
Figs.) March 20 1900:
It
is proposed
to
provide
storage
cells with compound piates composed of conductmq and
con-conducting material, the non-conducting material being
•
I
•
•
(
)
formed as an envelope perforated on both sides, and wit h interior
vertical passages c o m m u n i c a t i n ~ r with the perforations), in which
tongues of
the
metallic conducting support are contained. The
plates are pasted so as
to
fill the perforations in the non-conduct·
ing material.
(A cce
pted May 9,
1900
.)
13,424. J . G. W. Aldridge, London.
Electr ic
Crane.
(2 F
igs.]
June 28,
1899
.
-The
top of
the
crane pin is fitted with
an insulating plug th rough which the main conductors pass, and
a re connected to bow-shaped brushes that are pressed outwards
by bow-shaped springs,
both
being fixed on theplug. The brushes
bear against insulated rings connected to the conductors from the
. . 7.
t
+
r . :_ : ======--
•
•
E N G I N E E R I N G•
posal to use horizontally disposed
wi
res with or
without
those
which are placed vertically. (Accepted
1 a v
16, 19.)0.)
9367.
A.
LebmaDn, Berlin, Germany.
Storage
Batteries. Ma.y 3, 1
899.-
The lead electrodes are prepared for
formation in an electrolyte containing or consisting of an
organic acid or acids of the
fatty
series. Ele
ct
ric
curr
ent is
passed from them till they are corroded and covered with a
compound containing the organic acid, after which they are
tho
roughly washed
and
then
treated
in an ordinary electrolyte
in the usual manner. (Accepted .April
25,
1900.)
10
1
301.
W. Routledge, Durham. Wire-Bolder.
[3 Figs.] May 16, 1899 . To cut otf current from a trolley line
c o n d ~ c t o as soon as the same becomes broken,
it
is proposed
that
1t
should be
attached
at the span ends to devices of
the
kind
•
Fig.
7.
-·
0
•
illustrated, which maintain continuous contact as long as strain
is upon
the
wi res, but which are hinged in such manner that upon
a wire breaking the portion of the holder to which it is attached
falls
and
breaks
contact
with the remainder of the line. (Accepted
Ma y 16, 1900.)
5274. W. Y. Buck, Bristol.
Ct.,
U.S.A.
Electro·
Plattng. [3 Figs.) March 20, 1900. For
the
purpose of in
suring that a deposit of silver or other electrically deposited
metal upon spoons, forks, or like articles which are subjected
to
more wear upon one side tha n upon
the
other, shnll be produced
J
----
of a. g r e a ~ r thickoass the side subject to the greate r wear ;
the
bath
IS arran
g-ed
With two anode planes,
and the
articles to
be plate d are suspended in two planes interior to
the
anode
planes, with their surfaces outw:uds, upon which it is desired
that the
heaviest deposit of metal shall be produced. A form of
suspending spoon-holder is described. (A ccepted.
JJfay
9, 1900.)
6002. J . c. Scbafer, E. Rtng, and
P.
Ltppold,
Buda
Pesth. Austria. Berzian Receivers. [3 F igs.] March
20, 1899.
- The inventors propose
to
use plates or strips of metal
Fi
.
2
-
- nsulatedly superposed " to form receivers for Herzian tele
gr
aphy;
the apparatus is
not
unlike a condenser in
arrangement
and is maintained in a damp condition. (Accepted JLay 16, 1900.)
12
879. R.
Baddon,
London. J. Starch, The
Bay
iri$clte
11m Gl1tt ampen. Fabrik, E. M. Reiniger, and G. Ludeche, Munich,
Ge1·many.)
Hollow
and
Coated Filaments.
[2
Fi{ls.]
Jun
e
20, 1899.
- Hollow filaments such a.g
are
used for iocan·
motors, but mounted one above
the
other io cylin ders fixed on descent electric lamps, and in certain insta nces also solid filaments
the crane-cabin floor. The crane
and
cabin
floo
r
thus
rotate
without interfering with the conductors. The brushes are made [ I
()f gauze, and on t h ~ outside is placed a thin strip of copper. . .
The invention is
not
limited to cranes, but is applicable to
similar revolving structures. (.A ccepted Jfay 16, 1900.)
12,420. F.
Brann, Strassburg,
Germany.
Berzlan
Telegraph
Receivers. [10 Figs.]
June
14, 1899.- To inc rease
the co11eotiog power of the vertical conductor without increasing
its
capacity
to
such a great exte
nt
as would be
the
case
we
re
a
Fig
7.
plate of large surface attached to it, it is divided or doubled and
led in a number of parallel vertical paths. When the collector is
a single conduc
tor
doubled upon itself,
it
is proposed to screen
~ i t h e r the up or down running portion thereof. There is a pro·
-
-
-
-
---
---
-- - --
--
.=::::: =
-
- -
which have a coating of some
othe
r substances have
it
is
stated
s e v e ~ advat?tages .o,·er ordinary solid and c o a t ~ filaments:
p ~ t 1 c u l a r l r m ha,·mg
greate
r
strength
and resistance with a
thickness
httle
greater than that of an ordinary filament. Suoh
filaments also are made for other purposes, for example, arti-
•
ficial silk, can also be made hollow or in
the nature
of
a. coating
upon some other internal substance as a core, in
the
same way and
by the same process. Filament s made according to
this
invention
are produced by the known method of allowing a
6uid
or semi·
6uid material to pass out of a fine orifice either into the free air or
into some hardening fluid ; but by this invention they are not
passed through a. circular orifice,
but through an annular
orifice
surrounding an orifice concentric with it, t h r o u ~ h whioh latter
orifice the re, at the same time, issues either a 6Uid of a prepa
ra·
tory or other nature, or some substance intended to form a core if
a core is required. Such tluid issuing with the material of the
filament or coating through an orifice independently fed
and
separate from, though enclosed by
the
orifice through which
the
material for the filament or coating issues, enables the latter
to
be
made tubula r with or
without
a filling core. (Accepted
Azay
9,
1900. )
GAS
ENGINES,
PRODUCERS,
BOI·DERS, c.
12,938. J . E. Dowson., London.
Water
Gas.
[4
Figs.]
June
21,
1899.--
Th
is invention relates more
parti
cularlr.
to
appa
ratus for
the
production of water (or air) gae from b1tuminous
fuel.
Cur
rents of steam
and
air or of air only are first passed
upwards
th
rough a portion of the fuel
re.s
t
ing
on a horizontal
gra te ;
the
said currents and
the
gases produced by them are
then
made
to
travel in a horizontal or mclined direction for a
certain distance across
the
generator,
and they
leave
through
one
or more outlets in the lower part thereof through the back end,
F0.7
•
•
•
Fig.
2.
•
or
th
rough one or both sides, or
they
may go downwards
and
escape through one or more outlets in or near the bottom
It
is
stated that by u.sing a. h o r i n . a l grate
and
passing the durrents
of steam and
atr
throuJ. h 1t 1n an upward vertical direction
a
greater uniformity is maintained in
the
condition of
the
fire over
the ~ b o l e of tpe grate area, at:d that there is greater facility for re
movmg .the choker and
ash:
many of the well-known advantages
of working a gas ~ e n e r a t o r upwards being
reta
ined. Contribu·
tory and other devtces are described. (Accepted May 9, 1900.)
5247.
N.
Vincke, M ~ l t D e s ,
Belgium. Explosion
M o t o ~ C ~ U n d e r s •
[1
Fzg.] March 20, 1900.-The cylinder is
cast wtth
1ts
water Jacket,
outlet and inlet
valve,
and igniter
I
I
•
•
·
----·-. -- --
•
•
______ ------
•
?B.Sing, integ
ral,
and there is a
central screw
-t
hreaded
0
enin
m ~ h e bottom e f e r a b l y th rough a boss-shaped protuberafoe)
whtch a stopper 1s screwed
and
over which a cap is tltted .A
cepted
May
9, 1
900.)
· C·
1 3 ~ 1 7 . Taite,
Boward,
and Co., I.imited, Dd J
E. ~ o w a r d , London.
Air
and
Gas Compressor·
[5 fgs:J
June
27, 1 ~ 9 . - A compre880r, having a
d o u b l e · a ~ t i n
•
o s c i l l ~ t m g
cylinder wtth hollow trunnions which form the 'nl
and d18oharge, the
subject
of
this
invention. The cy
linde:
h a
double 'Yalls, w1th
a.
space between
them,
open
at
each end
and
~ w o cylmdrical valve chambers are formed in this space ' Tb
mlet and outlet
valves
to the
cylinder
sc
rew
into the ope· ~
of these valve h a ~ b e whioh, b7 a p ~ a g e
c o m m u n i c a ~
~ ~ t h
the hollow t runmons. The cyhnder
1s
provided with hollow
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covers, into
which
the
spaces between
the walls
open,
the
whole
forming a water
jacket.
The cylinder being an oscillating one,
connec tions
to
the water jacket are
made
with flexible hose. Th e
specification states
that
one
great advantage obtained
is the easy
Fig . 1.
Ft9.Z.
•
way
in
which it is possible
to
gain access to
any pa
rt of
the ma·
chine, for by disconnecting
the
crosshead th e cy linder can be
turned
at right
angles when
the
wate r
ja
cket covers, valves, cy
linder covers, and pis ton can be
withdrawn
and replaced. Ac-
cepua
.May
16,
1000.)
GUNS
AND
EXPLOSIVES.
14.771.
A.
Reichwald,
London. Fried. Kr-
upp
, E ssen ,
Germamy .
Telescopic Sights. [6
F
igs.] July 18, 1899.
This
invention consists
in so con
necting
the telescope
wit
h its
supporti
ng
bar to
the
~ u n
tha t
the
mechanism f
or
effecting the
lateral adjustment of
the
telescope is
as
completely isolated
as
possible from
the
effects of t he firing,
the
we ar of
the
moving
parts considera bly reduced, and
the
accuracy of the adjustment
th
us preserved. Rigidly connect ed
to
the suppor ting
ba
r is
the
head which
ca
rri es the telescope and encloses
the
mechanism for
adjusting the
lat eral defle
ct
ion. The
telescope
is carried
by
two
.7.
' '
Fig .2 .
pivots, on one of which it ro
tates,
while the other is
engaged
by a.
parallel·(.tUided sleeve,
the
movement of which causes
the
tele
scope
to
be lateral Ydeflected
.
The screwed spindle, by m.eaf?S
C?f
wh1
ch
the
sleeve lS operated, IS made hollow,
and
has w1thm
tt
a smaller non -rotating spindle, which, upon rotation of
the
fi rst
men
tioned spindle
, is moved
endways
; the
fr actio
ns of degrees of
rotation is read off on a scale applied
to the
first or rotating
spindle,
and
the whole
degrees
of the
angle
of r
otation
of the
te
lescope is
read
off on a scale on t he reciprocating spindle.
Accepted May 16, 1
90
0.)
13,799.
A.
Reichwald,
London. F
·ried. K·
r·u
.
pp, Bssen,
Germanu.) Recoil
Brake
for
Guns.
[6 Figs.]
July
4,
1899.-According to this
invention
the
motion
of the recoiling
portion of
the
gun is t ransm
itted to
t he sp rings for
runnin
g the
gun
forward again,
th
r
ough
a
rope
and
pulley con
nection,
thereb
y
shortening
the
travel of
the
springs.
The gun
slides in the cradle
as usual, and in
the
c radle
is
mounted the brake cylinder in
which works a brake piston rigidly attached
to the
ba
rr
el of t he
gun. Th e brake oyhnder and an extension
the
reof are su r-
1
rounded by
the
springs, which, at
one end, bea
r
_a
gai nst a fixed
abutment of the cradle, and at the other en,d
agamst.an
annular
pu lley ca
rrier
eliding
upon the
b r
ake
cyhnder
or
1ts
tnbu
l
ar
extension
. A roP.e attached at one end to lugs on the ba rrel of
tbe
gun and
at
1ts other end
to
lugs on
the
cradle, passes
o ~ r
each
pulley mounted on the p u l ~ e y ca rr ier. I t is s ~ a t e d that a
single rope
pulley may
be
used mstead
of two,
or metead o.f
a
single tackle, a multiple one may be em ployed whereby a?cordmg
to tbe number of pull('yS
employed
the length of the spnng may
be reduced . Accepted
Alay
16, 1900.)
•
•
E N G I N E E R I N G.
nion
is
provided
with
a
shoulde
r of the
same
diamet er
as
the
annula
r collar. To place
the
gun in
its
bea rings, retainine plates
or
rings
are slipped on
to
the
shoulde
rs of the trunn ions, then the
latter
are guided
into the rear o p e n i n ~ s
in
the
body of
the
bear
ing.
Wh
en
the
covers have been ehdden into
the
body
of
the
?
. -J .
\
. )
0 Q 0
0
, ...
• •
0
bea
rings the retaining
pla tes
or rin
gs
are pu s
hed
off t he s
hould
ers
of
the
t r
unnions
on
to
the internal
co
llars
on
the
bea rin
g
and
cover ; similar
plates
or rin
gs
are p laced up on the external
co
llars,
and
the
whole secured by looking screws. The removal of
the
gun is effec
ted
by
the
performance of these before-mentioned
operations reversed
in
order. Accepted
May 6,
1900.)
MACHINE AND
OTHER
TOOLS, SBAI'TING,
c.
10,278.
B. B.
P . Powles,
London.
Callipers. [5 Figs.]
May 16, 1899.- This invitation relates
to
measuring instruments,
and is based
on the
f
act that
t he Yersed s ine of
an
angle varies
s
the square of
the
cho rd of t he
ar
c subtending the angle. One
form of
the
in
strument
used for giving
the
area of a circle from
the measurement of it& diameter consists of a pa ir of callipers fo r
measu
ri
ng
the
diamete
r of a c ircle. Attached to the
ca
llipers is a
system of levers and guides
ananged
so
s to
move
an
index,
vernier, or scale in t he
direction
of the versed sine of the angle,
whilst
the
distance between
the
calliper jaws, m e a s u r e ~ the c
hord
fig.
7
'
'
I
•
I
' 0
•
•
) ,
•
I
I
1
I I
of the arc subtendi
ng
the a n ~ l e whose ver
sed
sine is measured
by
the
index, vern ier . or scale. One fo r m of
this
ins t
rument
only
is
described, but
it
will be seen
that it
is cn.pable of mod ifi·
cation. It is
not stated that
t he
use
of
the in9trument
should be
confined to
the
determinine of t he areas c circles alone, but con
versely
it
is stated
that it
may be used for
determi
ninll' the- dia
meter of circles of given areas, and also by modification of
the
scale for
determining
the areas of squares when the
side
given ,
or conversely ; or for
squaring
a numbet· and
the
converse.
Ac
cepted
~ a y 6, 1900.)
MILLING
AND SEPARATING
MACHINERY.
8275.
W. N. Bertram and S. MUne,
Edtnburgh.
Paper-Pulp Machines.
(2
Figs.) April 20, 1
899.-
Tb e
vacuum
in
vacuum
boxes
used
in the manufacture of
pape
r
is
1
-
'
•
.
'
....... J , ..... '
I I
I
t
I
I I I I
-- t- ..
:
'
i1
, '
I
to' I
· · I
· I
' • L- J
l-.1 ,
•
•
produced
by an
ejecto r operated by li
quor
from t
he
pulp, whioh
li
quo
r is forced under pressure by means of a. power-operated pump
th rough the
ejector an
d from thence returns
aga
in
to
t
he pulp
.
Accepted fay 9, 1900.)
MISCELLANEOUS.
12,610. J .
F.
Duke, London. Recovering Gold.
[2
F igs.) June
16,
1899.-
T
he
inventor
states that be
has dis
covered that gold
ma
y be precipitated from solution in sea. water
by
means of
the
calcic
or
a.luminic
earths
which are decomposed
by chlorine
or
bromine,
and
prop
oses
the f o l l o w i n ~ method
of
gold recovery, p resumably fo r use in such
situations
as
exist
where chalk, in some places widely distributed from
the
cliffs,
has
not already denuded
the
inshore
water of its gold. A
tank
is formed on or about the tidal level and is arranged with pipes
- - ·
· -
-
.
•
•
•
'
- -· -
-
.
-
-
-
-
-
.
-
-
-
----
·
- - .......
-
---
and valves in such
manner that after the
tide has risen ne arly
to
its
full height
the
water may be
admitted
along the bottom of
the
ta
nk in
such manner
as
to
thoroughly
stir up
a deposit of c
halk
thereon. The chalk is then allowed to settle , and at low water
t
he supe
r
natant
liquid
is
allowed
to
flow away slowly t
hrou
gh
•
[JUN 22, 1900.'
of ~ b e sea.
is
measured by a d t ~ i s s i o n of water to a tubular
ca.smg agamst the comp
re
ssiOn of atr contained within it and it
has for
obje
ct mainly
the
provision of devices by means
C:r
which
esc
ape
of
the
water
entering the
cas ing is prevented whilst the
a d u a l
outflow of.
the
confined air
ma.}:
be permitted in drawing
the
sounding; a
ppara
.tus. The tmp roved apparatus com
prises a. tubular casmg, whtch. be of uniform bore or of
larger
dtame
te r
at one end,
whtch ts closed, whilst
the
opposite
end
has
in it an orifice through which the water admitted
to
th&
casing
may
out or its depth measured by a dip rod or
scale, and wh10h ts normally closed by a fluid·tight cap
or
cover.
-
{l
tp.s,
I
•
..
' I
t· I
' •
I
t
.
1 I
• •
I
'
• •
I
. l
,. .
I..
At any point in the casing, but preferably at
the
upper end, a
small tube is conn ected
to
admit water
to
the casing when
immersed,
the
said tube terminating inside the casing in a stem
piece closed
at its
end,
but
having around
it
a series of small
orifices which are covered by a sleeve of flexible material, such as
ru
bbe r, oiled silk,
or
thin metal
to
serve as a self-closing valve,.
which, whilst allowing free ingress of water, precludes its escape.
Small
air
boles
may
be
fo
r
med
in
the
portion of the inlet
tube
above
the
valve to allow of the gradual escape of air as the
sounde
r
is
b e i n ~ drawn up , or a special valve may be
pro\
·ided
to
release
the
atr after t he sounder is brought on board. {Ac
cepted btay 9, 1900.) .
3672 J .
A. Ruhdeschel, Kulmbaeh, Germany.
Brewing
Apparatus. [1 F ig.] February 24, 1900 . This
apparatus for
making
colou
red
malt and for pasteurising beer,.
comprises a vessel fnr
re
ceiving the material
to
be treated and
having
inte r
nal mixing
devices,
and
an external source or sourc
es.
•
of
heat,
and
it
is so a rr anged that after being tilled
it
may be
closed air and steam tight. In the ·illustrated form of apparatus,
according to
this
invention a reiistering thermometer, mano·
me tres, safety and shut.-off ~ a l v e s ,
and
a sample drawing outlet
are provided. Accepted Jfa
y 9,
1900.)
5227.
w.
Fraser,
Glasgow
and J .
Bryson,
l l id
Caldar.
T r e a t i n ~
Mineral
Oils.
[1.
Fig.1
Mar?h
20,
190
0.
- This invention ts for the purpose of cooling
~ e r a l
oils and
for enabling the ready ex tra
ctio
n therefrom of
the
sobd
_pa
raffin. A
se ries of
tubula
r vessels conneoted together have _otatmgscrac\iers
fitted t herein in combination
with jacketed
casmgs surroun ng
the
said vesseis. In
the apparatus
shown in the drawing the
tubular
vessels are
connected
by bent pipes so
that
liqu d e n t e ~ i n g _
at
one
end flows through the whole series. Ammoma coohng 1s pre
ferred
and the
wax is removed from off the u b u l a r
v e s ~ e l s
by the
rotating scrapers and is carri ed along by the ?il
and
dep_ostted ther.e
fr
om
into
filter presses for
the
purpose of bemg made m
o
cakes m
•
