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•

J trLY , 1901. VOL . LXXIL}

ENGINEERING

VALUATION

S.

VALU.ATIONS IN GENERAL.

TH

E J o

int

Stock Companies Act of 1862 has

e

terted an

influence over English

trade little

con

templated

by i

ts autho

rs

at

the time

it

passed.

Not only has

it

permitted, and in

part

ministered

to, a vast increase in volume of

bu

siness and con

centration of capital, but it has modified a

nd

changed

the

methods

and

ethics of commerce

and

m

an

ufactures,

and

called

in t

o existence a new pro

fession. Nor does th is influence at present exhibit

any signs of decay ; on the contrary, the te

nden

cy

to

organise private firms as limited liability com

panie s seems

to

increase,

and the

advantages gn.ined

by this fo

rm of trading a

ppe

ar to

be greater than

the risk incurr

ed

of losses through fraudulent

or

reckless speculations.

Recent

legislative proposals

and

enactments accelerate

this

process, a

nd

it is

frequently found that a

number

of small firms

banded together as

one moderately large company

can effect insurances

or

make other provision

to me

et the

onerous conditions now imposed,

which, as separate firms,

they

would find impos

sible.

This

tendency to incorporation renders

great

care neces

sary

on

the

part of engineers,

lest

they should, in the course d the evolution pro

ceeding, be ousted from

their

manage

ment

of

the

works on which

they are

employed,

and

trans

formed

into

technical assistants to financial expert s.

There

is

really no necessity for any such alterat ion

of status, and we

are

convinced

that

it would not

be

for the ultimate advantage

either

of

the

pur

chasers of

the

machinery or works constructed, or

of

the

investors

in the

constructing works, although

it would undoubtedly benefit the financial autho

rities w h o s ~

authority

it increased. That

there

is

danger of some such development, and that it has

the

friendly

support

of the official class, may

be

ga

thered

from a reply made by the

In

spector

General in Bankruptcy (Mr.

John

Smith, C.B.)

to

Lo

rd

F arrer, before the Select

m ~ i t t e e

of

th

e H ouse of

Lords

on the

Bill to

amend

the

Companies Acts. His Lordship

had

been

pressing the witness with questions as to the

valuation of assets, and the provision

to

be

made against

an

imprudent, unskilful, or over

sanguine estimate of them.

He

continued,

' '

1550.

Then the

valuation will

depend

upon

the

cha

racter of the directors, and is therefore very inde

terminate.,,

Mr. Smith

replied :

' ' So

far as regards

many

imprudent

valuations, I do not think it is

possible

to

provide

by

legislation against them,

except by requiring an

audit

: to some extent

that

will check

imprudent

Yaluations.,

Translated into

ordinary every-day language,

this reply

means that

auditors who have

not

gained,

in

their ordinary

professional character,

any

acquaintance

with the

technic of a business, of the variation in its

markets,

or

the improvements introduced

into its

machinery or manufacture, can better value

its

assets

than

men

who

spend their

lives working it,

and whose incomes depend on its prosperity. The

doctrine is a dangerous one, and i f

this

hypothesis

of u clerkism ,, i 3 persisted in, it may seriously

repress

the

prefecting of scientific

and

technical

management.

•

•

The

enaineer however who desires to effectively

1

instructions for completing

it, and,

as

it

covers

co

ntrol ali

e p a ~ t m e n t s df his factory

or

undertak-

nearly

all the items compri

sed at

the

P esent tim

e

ing, and to supervise financial relat ions as well as in a private or company balance-sheet, 1t f o r ~ s

an

mechanical processes,

must

carry

into

his

office

the

l l e n t p ~ e c e . d e n t ,

an

.d we anne_x

a.

~ o ~ y

of

1t.

same habits of careful research

and

riaid adherance

The

deb1t s1de (cap1tal and habiht1es) may

be

to fac

ts

which he observes himself,

0

and

requires disregarded as outside

the l i m i ~ s

of our

prese

nt

from his assis

tants, in the

shops.

There

is

no in-

inquiry;

and

.on the

1 t e

s1de. (proper ty and

superabl e difficulty in this. Bookkeeping, whatever assets) there 1s no occaston t? cons1der

the

fourth

its

practitioners may sa

y,

is no secret

art,

and far and fifth items, i .e.,

debts

owmg to. the c o m ~ a n y

less

thought and

application

than

is

re

quired for

and

cash

and investment

s, these

bemg

sufficiently

BALANcg SaEET

OF

TH

E S.<\LTASH G oLD I N I N G

CO

MPANY,

L M ITED

, MA DE UP TO

E ~ l B E R 31, 1  9c 

Capital and i bil ities. P

rop

erty a n.x A sset .

I Capi

ta

l.

11. Debts

liabilities

of the

company.

VI. Reserve

fund

VII. Profit

loss

C

ontingent

liabilities

Showing :

1

The nu

m

her of shares . . . .

2 The amount paid per share ..

3 f any arrears of calls,

the

na.·

ture of t he arrear, and the

na.mes of the defaulters •.

4 The

particular

s of any for·

f

ei ed shares . . . . . .

Showing :

5 The amount

of

loans on mor t

gage or deb en

tu

re bon

ds

. .

6

The

amount

of

debts

owing by

the

company, dis tinguishing

a

Debt s for which accept·

ances ha .e been given ..

b) Debts

to

tradesmen for

supplies

of

stock ·i n.

t rade or ot her articles ..

(c) Debts for law expenses . .

(d)

Debts for interest on de·

bentures or other loans

(e) Unclaimed dividends . .

( f ) Debts not enumerated

above . . . . . .

Showin

g :

·rhe amount set aside from pro

fits to meetcontingencies ..

Showing:

The disposable balance for

pay

.

ment of dividend, o. . .

Olaimsagainst the company not

acknowledged as de b

ts

.

1

Moneys for which the company

is contingently liable . ·1

I

£ 8.

d. £ s.

d.

-

mastering the elements of trigonometry would

enable

the

engineer to comprehend any

set

of books

which

are

properly

kep

t .

They

look

r m i d a b l ~

in

the

· safe

or on the

desk, from

their

size

and

nu mher,

bu

t they contain merely an accumulation

of facts and figures invariably following the

same routine, and acquaintance with the methods

of a few of the

entries

is sufficient

for

the under

standing

of all. The continued

repetition

teaches

no lesson but mechanical care, and there is no

occasion

to undertake th i

s monotonous

drudgery

in

o

rder to

appreciate

their purport.

In

dealing

wi

lih engineering

v a l u a t i o n ~

it

is

almost impossible to dissociate them from engineer

ing acco

unts.

The value of the works,

whether

for mere

finaneial purposes on which dividends

are

base

d,

for

estimate

for

purposes

of sale,

or

f

or

com

parison with

ot

her and competing factories, must

be largely

determined

by

these items

of repairs,

renewals, and depreciation which

are

recorded

in

the books of t he firm.

Table

A of the

Act

of 1862

contains a form of balance-sheet, with very definite

111. Pro -

Showing: £

8. d.

£

s. d

~ e r t y

held

7

Im movable prope rty, distin ·

y

the

guishing-

company. Freehold land . .

• •

b) , buildings

•

(c) Leaseho

ld

, ..

8

Movable pro

perty,

distinguish·

•

mg-

 d ) Stoc k·in·t rade

••

• •

(e)

Plant

••

•

•

• •

The cost to be stated with de·

ductions for

de

teriorat ion in

value as

charged to

the

re

·

serve fund

or

profit and loss

IV. Debts

S h o w i n ~

•

9

Debts con  idered good, for

wmg to

the com-

which the CO mpany bold bills

pany.

or

other securities ..

• •

10

Debts considered good, for

which

the

compaoy hold no

security . . . . . • . .

11

Debts co nsidered d oubtful a nd

bad. Any debt due from a

dire

cto

r or

other

office

r of

t he company

to

be separately

stated

..

• •

• •

• •

V. Cash and

Showing:

Invest·

12

The

nature

of invest

men

t and

menta.

ra te of interest

•

•

• •

13

The amount of cash ,

where

lodged, and if bearing in-

terest

••

•

•

• •

••

and properly

dealt

with by the bookkeeping element

of t

he

firm. The third

item (property held

by the

company), howev

e.r

,

in

t roduces

us

to the

very

essence of our

subject,

since the

amount

s

to be

insert

ed

for

property,

immovable and

mo

vable,

depend on

valuations, which, to

be correct

and

reliable, should

be prepared by experts. I t

is well

to

bear

in

mind th

at the

ordinary

commercial use

of the term

"value,

, is

the

same employed by Mr.

John

Stuart Mill in the word

"price,,

to

express

the value

of

a

thing in relation to

money., Mr.

Mill, howeYer, adds:

I ts

mo

ney, therefore, or

price, will represent, as we

ll

as anything else, it s.

general exchange value, or purchasing power ; and,

from

an

obvious convenience, will

often be em

ployed

by

us in

that representative power

;

with

the

proviso

that

money itself

does

not

vary in its

.

general

purcha

sing power, bu t that the value

of

all

things,

other

than that which

we happen

to he·

considering,

remain unaltered.

,,

Although it

is

not

essential, in a practical

treatise, to discriminate

so

nicely

between

the ordinary and scientific use of

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2

particular words, as it is

in

a work on political

n o m y it is desirable to remember that econo

mists place certain limitations on

such

expressions,

and that we

at

present use them as generally

accepted, and not under their various philosophical

interpretations.

THE BooKKEEPER 's

VALUATION.

If

we follow the balance-she

ets

in chronological

order,

it is

evident that the amounts inserted, in

the

first one, as the values of

a)

freehold land,

(b) freehold buildings, (c) leasehold buildings,

must

be

those paid eithel' to the vendors, if purchased

as

a going concern,

or

as

purch

ase money for land,

for materials used, and wages expended in erection

of buildin

gs, if the works have been erected by

the

owing compa

ny

;

or

to

the

former landowner for

the ground, and to a contractor for erection of the

buildings. In like manner plant (c) will be valued

at

the

amount paid to

the vendors-that

is, to

the

manufacturers who hav.e built the tnachines, and

erected

them

in place.

The

first method requires

little consideration ; it is in its nature similar

to

the purchase of a load of hay

or

a sack of corn in

the opan market, and is essentially ru led by the

ll\w of supply and demand;

the

vendor obtains t he

hi

ghe

st

price

he

can, and

the

purchaser pays what

he considers the place to be worth to him under the

circums

ta

nces in which he will work it. In

the

second method there is a

little

apparent departure

from the application of this aw;

just

as n the former

case i t rules he price paid for the material purchased,

and the

lab

o

ur

employed,

but an

additio

nal

factor

of

cost comes

in

which some accountants contend should

not be charged against the initial value of the works,

but be dea

lt

with as preliminary expenses, to be

written off within a very limited period after com

mencement of operations;

it

is the cost of man$l.ge

ment

and superintendence during erection, when

such duties are performed

by

the company's own

officials.

I t

will, howeve

r,

be apparent that,

whether the works be purchased from a former

owner or occupier, or be erected by a contractor

for an

agreed sum,

this

charge for superintendence

in some way or other

e u ~ e r s

int o the

amoun

t paid,

and by analogy should tlierefore be included in the

value when the owners

or

directors elect to per

form the

ere

ction with their own employes' labour

under the direction of their own sta

ff.

Care must,

however, be taken that the salaries of officials are

not

charged

to this

account during such periods as

they

are engaged

up

on preliminary arrangements

for the management of

the

concern, or for securing

orders ; oth erwise a fictitious value will be given

to the buildings, which will not be

got quit of

by

t he ordinary methods of depreciation. In the

third method the la.w of supply and demand is

again reverted to,

the

contractors being, in

this

instance, in the place of the vendors, seeking by

all means in their power to enhance the price for

their contract, and this price when determined a n ~

p\id being the value of the asset in the balance

sheet

With the second balance-sheet, however, a new

set of conditions arises. Land, buildings, and ma

chinery will,

in

the ordinary course of business, be

subject to a decrease in value, due partly to lapse

of time and partly to user.

Thi

s is rectified

by

ac

countants

by

the

e t h o d

of writing o f depreciation,

which, however, it may be stated m the balance

sheet, invariably amounts to a reduction in the

as

umed

value

of

assets.

Th

e

re

is now a material

difference between the two VQ.luations ; a difference

arising from

the

in tr0duction of a new factor,

usually, however,

dep

endent

on

the original valua

tion

for its amount, as it

takes

t

he

form of a per

centage. The manner in which this is arrived

at

by professional auditors may gathered from a

treatise

by

Mr. Lawrence R. D1eksee, F.C.A.,

on

4

 

Auditing : A Practical Manual for Auditors, of

which a new edition has recen tly been published.

Fluctuati

o

ns,

which may possibly involve apprecia

tion of values, the author t reats as " something

wholly distinct from d epreciation, " the latter being

always a charge upon revenue, while f l u c t u ~ ~

t.ion

(whether up or

down) affects capital alone.

With

this explanation, Mr. Dicksee lays down the

following genex·al principles for depreciat i

on

:

F1eehold L cvnds

may quickly be dismissed; they

suffer

no depr

eci

at

ion .

F1·eehold B   il dings require depreciation to an

ex

tent varying

greatly

a c c o ~ d i n g to

the

~ a l i

the workmanship and mate ria

ls

In their

erection. f the instalment plan be adopted, from

Jt to per ce

nt.

of the original amount may be

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

deducted annually ; or if

th

e annuity method be

preferred, such a sum may be

set

aside as will

accumulate to the co

st

of

th

e building in

fr

om 50

to 150 years.

In

each case all r epairs will have t o

b.e bo

rne

by revenue

in

addition to the deprecia

tiOn.

Goodwill does not, properly speaking, depre

ciate.

The

amount

at

which goodwill is stated in

a balance-sh

eet

is

never

supposed

to

re

pre

sent

either its maximum or its minimum value ; no one

who thought of purchasing a business would be in

the

least influenced by the amount at which

the

good will was stated in the accounts ; in

short,

the

amount

is absolutely

m e a n i n

Hottses invariably depreciate. The

rate

of de

preciation will probably

vary

between 15

and

25

per

cent. on the starting balance of the account.

Revaluation is, however, recommended as the safer

course.

ea

se

hold

La'Yid and P·rem ses . The

premium

paid for leases may be regarded as the purchase

money paid for a terminable annuity of

the

dif

ference bet ween

the annual

value of

the property

and

the annual charges.

In

short-term leases the

readiest met hod will be to charge a proportionate

part of

the term

against each year 's revenue; but

th

e method

is

too rough to be employed if the term

exceeds, say, eight years.

In

the case of longer

leases the annuity plan must be adopted.

M

ac

hi·ne1-y d e p r e c i

by wear and by becom

ing obsolete. In addition to charging all repairs

and (partial) renewals to revenue, from 7  to 12 

per

cent. should

be written

off annually from reduc

ing balances. Boilers, which deprecia te more

rapidly, should be reduced from 10 to 15 per cent .

per annum. Tools are most conveniently dealt

with by means of a revaluation.

P

lant, other

than

machinery, runs compara

t ively little risk of becoming obsolete, and a deduc

tion of from 5 to 7-

per

cent·., will therefore

usually suffice.

Furniture

a

nd

fit

ti

ngs should, how

ever. be subjected to a somewhat higher rate.

Patents are virtually leases of a Inonopoly, and

although

it

is possible that some value-

in the

nature of goodwill-may remain after the patent

has run out,

it

seems desirable that the cost of a

patent should be written off within t he course of its

life. Where a

patent

has not been purchased, but

remains t he property of the original patentee,

it

is

very undesirable that

the

item should be treated as

an asset

at

all ; such a course would seem

to

be

every bit as artificial as a similar treatment of go od

will, which sans di1·e is a latent asset in every paying

cone ern. "

The rates of percentage given by Mr. Dicksee

are

not

invariably adopted by auditors; indeed,

they vary considerably according to

the

predilec

t ions of the auditor,

the

desires of

the

directors,

and the prosperity of the business ;

but

the prin

ciple of estimation and adjustment th ereof is

usually that of annual percentages so lucidly laid

down

by

him. By deducting the amount of this

depreciation from the valuations of the previous

balance-sheets, accountants and auditors arrive at

the value of

the

assets for the current period.

This value

\Ve

may. for distinction, call

the

book

keeper's value." The term may not appear eupho

nious, but it seems to be a perfectly con·ect one,

since the manner in which

it

is arrived at,

and

the

knowledge and skill expended on it, are precisely

what we might expect from an average bookkeeper ;

and

no more.

(To be cont

inue

d

)

-

THE

CARDIFF

SHOW.

IN our issue of last week we commenced our

report of

the

show which was then being held at

Cardiff by

the

Royal

Ag

ricultural Society of

England. We dealt with the oil-engine trials on

page 828, with

the

refrigerating machinery on

page 823,

and

with

the

engines- gas, oil,

and

steam- -on page 844. There, however, remains a

few words to add to t he report of the engines.

Messrs. Robey and Co., Limited, Lincoln. showed

a fine horizon

ta

l engine with trip gear and double

bea t valve, and a high-speed vertical e n ~ i n e for

dynamo driving. Both

th

ese are of admirable

design. Messrs. William Foster

and Co ., Limited,

Lincoln, in addition to traction and portable en

gines, had on view a new design

of

a high

speed vertical engine, having a cylinder 8i in.

in

diameter by 8 in stroke.

I t

is in te

nded

for

speeds of 250, 300, 350, and 400 revolut ions per

minute.

The

steam is distributed by a piston

[j

U Y 5, I90I .

valve. The engine can be coupled direct to a dy

namo. Th is firm has recently completed new

works at Lincoln for turning out large

number

s of

engines. A new design of pump for colliery pur

poses was shown by Messrs. Lee. H owe, and Co.,

Limited, Tipton, Staffordshire. I t is similar to

th

e

pump we illustrated on page 258, of our sixty-sixth

volume, wit h the addition of small piston valves,

which

renders

the working of t

he

main valve more

certain. This pump will now work at very slow

ra t

es if required.

This week, on the opposite page, we add another

to the series of portable oil engines which we illus

trated last

wee

k.

This is

the

production of

the

Dud

bridge Iron Works, Limited, Stroud, Gloucester

shire.

I t is

o

ne

of

the

engines with a lamp

to keep

the vaporiser hot. The oil is delivered by a pump

which is worked by a hit-and-miss device controlled

by

the

governor. The same device operates the

vapour valve, while the air valve is operated posi

tively by a cam. The whole design is very neat,

and should be effective.

IMPLEMENT

S.

There is really very little to say about the imple

ments this year. The

standard

patt e

rns

hold their

own,

and

the novelties are both few and unim

por tant . Following the order of the catalogue. we

find first

the

clover and grass layerofMr. G. Wood,

Whitfield Estate Office, Wormbridge, Hereford.

This is a pair of shafts with a folding frame attached ;

a pony is put between the shafts, and the frame is

drawn over

the

crop, laying

it

down

in

one definite

direction, in the contrary way to

that

in which the

mowing machine will travel. f this is done before

the

crop gets laid by wind,

the

task of cutting is said

tobe greatly simplified. Oneboycan lay 25acresa

day.

The Harrison PatentsCompany, Limited, Stamford,

showed a cultivator specially designed for the cul

tivation of root crops. I t can be fitted with nine

tines

or

with three ridging plough bodies, and has

expanding axes adjustable to take all sizes of rows

up to 28 in. To a potato raiser of ordinary design,

Messrs. John Crowley and Co., Limited, Sheffield,

have fitted an elevator and a set of riddles. The

elevator picks up the po

ta

toes, and passes them on

to

the

riddles. These separate

them

from the soil,

and divide them into sizes. Another

kind of

elevator, designed to pick up hay on the field, and

load

it

on to a wagon, was shown by Messrs. F. C.

Southwell

and Co

., 75 Southwark-s

treet,

London,

S.E. This is attached to the rear of the vehicle,

and is provided with forks fixed on reciprocating

slots. These carry up

the

hay at the rate of a

ton

in 10 minutes. The apparatus

is

called the Ohio

hay-loader.

For potato growers Messrs.

R.

and R. Neaver

son, Peakirk,

Peterborough,

showed a combined

planter, ridging plough, and artificial manure drill.

I t draws out

the

ridges, plants

the

potatoes, drills

the

manure, either

in

rows or broadcast,

and

covers

them up in one operation. The implement is a

combination of two plough bodies, two potato

hoppers, and a manure hopper. There were two

machines

on

view for singling

or

thinning

turnips.

Turnip seed is drilled into the ground in a line,

and

the

plants come up qui

te

thickly. As, how

ever, a

turnip

needs 9 in to 12 in. to mature, the

greate r part of the

plants

have to be weeded

out. This is generally done with a hoe ; the

man clears out a stretch of 8 in. or 9 in. at

once,

and

t

hen after

selecting a

strong

plant

for

growth, ren

1ov

es

th

ose around it. To do this

more expeditiously Messrs. J. P. Parm ter and

Co , Tisbury, Wilts, mount a number of hoes on a

disc, and set the whole

on an

inclined spindle on a

two-wheeled frame. When the frame is drawn

forward

the

disc rotates,

the

hoes cutting across

t

he

ridge

at

inte rvals,

and

remo

vi

ng all the

plants

they meet. Mr. William McBride, Merchants'

Quay, Cork, showed a machine for the same pur

pose. In this a knife is worked to

and

fro with

a swing motion across the furrow by means of a

cam, taking out all the superfluous p1ants, and

leaving only a few roots every 8 in. to 10 in.

Another method

of economising t he cost of

thinning is no t to sow so thickly. To this end the

Waiter A. Wood Mowing and Reaping Machine

Company, of 36, Worship-st reet, E.C., showed

Bristow's p a t ~ n t turnip

an

d

rape

f

eed

. In this

the

seeds a

re

deposi

ted one

at a time

at

a

ny

distance apart.

The

bottom of ea.ch seed hopper

is formed of a rotat ing cylinder with li

tt

le pockets,

each capable of accommodating one seed. I t

is

only the seed in a pocket which can escape from

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•

} ULY 5 1901.]

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

PORT BLE OIL ENGINE AT THE CARDIFF SHOW.

ON

'

' TQR}

 

' L I ~ l l r l I ''l'RQUD.

CO T, 'TR UCTED BY THE DUDBRIDGE IR ,, \.• ,

J.

"

( For De ,riptiun, s e ~ opposite P  ge

•

••

-·

=

the hopper, and fall down

_the

shoot of drill;

and if

the

speed of rotat10n of

the

cyhnder

be

suitably adjuste d, the seeds can be spaced as much

as 8 in. apa rt. For some kind of seeds there is a

litt le device which pushes them out of the pocket

if they stick.

For

side-hoeing roots Messrs. Carson

an

d T oone,

Warminster, \Vilts, have introduced a steerage

horse hoe.

By

means of a lo

ng

lever

the

wheels

can be tw

is t

ed to cause them and the hoe blades to

follow the rows of plants, even if they are

not

straight, or i the horse should deviate from the

ri ht course. As an

additi

on to their well-known

m ~ w e r the

Piano Manufacturing Company, of 115,

Sout

hw

ark-street, S.E., have fitted a new vertical

lift

device, which enables

the

cu

tt e

r bar

to be

raised

into a vertical position, the gear being automati

cally

put

o

ut

of action by

the

same motion.

Messrs. Kelsey and Co ., Guernsey-road, Sheffield,

had a chaff cutting machine with a new riddling

apparatus on view. The knives were fitted on a

shaft capable of endwise m

ot

ion, the shaft being

normally held

in

position

by

a

sp

ring. When a

hard substance came through with the straw,

the

knives retreated

to

let it pass. We saw a handful

of large French nails mixed with the straw and

sent

t

hr

ough t he machine.

The

s

haf

t

with

th

e

knives slipped back as each nail appeared at the

mouth of the machine, and

there

was no apparen t

damage done to

the

blades.

Messrs. Sergeant and Co., Limited, of North

ampton, have devoted

great attent

ion

to the

distri

bution of ar tificial fertilisers, especially those kinds

which stick and clog

in the

hopper. Each year

they bring something new in t his kind of imple

ment to the show, and

the

pre

sent

year is no ex

ception.

In

the machine shown

at

Cardiff the

bottom of the hopper was formed of a rotating

drum, while one side of the hopper h

ad

a slight

reciprocating motion. As the drum revolved

it

became coated with

fert

iliser, which stuck

to

it.

The fer tiliser was cleaned off by a rapidly·rotating

shaft carrying a large number of 'Picker arms,

the

ends of which nearly touched the drum and scraped

off

the manure, distributing it in a spray over

the

ground.

Th

e

distribut

or will cover a

st

rip

of

ground

7

ft. wide at one operation.

Messrs. Ransomes, Sims,

and Jefferi

es, Lim

ite

d,

Ips

wi

ch, have paid much

attent i

on to implements

for the pl

an t

ing

and

gathering of potatoes, and

•

•

•

-

•

have devised several machines for the purpose.

This year

they

showed Marsh's patent dibbling

machine, for planting sprouted and seed potatoes,

and

also cabbages, on

the

ridge or fiat .

Th

e

dibbler, which in shape is

not

unlike a large

goose's egg, is at

the

end of a nearly vertical

spindle, a

nd

as

the

machine is drawn forward

it

is

pressed into

the

soil at regular intervals, and then

withdrawn with a

ro t

a

ry

motion, which leaves a

perfectly clean hole. The mechanism by which

this is affected can scarcely

be

explained

in t

el

ligibly without the aid of drawings, but it is

n

ot

complicated. There are two dibblers on a

machine

to act

on two ridges,

and

the horse

walks

in

the furrow between. The depth and size

of t he holes, and

the

distance between them, can

be modified within reasonable limits. Messrs. J.

a

nd

H . McLaren, Leeds, showed a road-paring

machine which was entered as a new implement for

the Society's medal.

The

machine is designed to cut

away t

he

grass and soil which gradually encroaches

on each side of country roads.

Ther

e are t wo

circular discs which divide the growth

vert

ically

down to

the

level of the road bed, and behind

each disc is a s

ha

re, which cuts t

he

dep osit hori

zontally.

If

the encroachment is narrow, only

one disc

and

share find

w01·

k ; while if

it

is wide,

the outer share tak es a deep cut, and the inner

takes off the toe of

the

slope. Behind

the

shares

are

two others, which scrape up fragments

into

a

windrow rea dy for being ca1·ted away. The whole

implement is drawn by a traction engine,

and

is

very strongly built, so that if i t comes in contact

with a

tree

root or a

jutting

rock it will suffer no

damage.

DAIRY

If

milk could be passed th rough a filter which

would remove all

the

germs, the question of keep

ing it

ind

efi

nitely

would

be

wonderfully simplified.

Up to the present

it

is impossible to effect such a

result

except

by

means of heat, which

ha

s

the

dis

advantage of altering the flavour. Nevertheless, a

very considerable

impr

ove

ment

can be made in t

he

keeping qualities of milk by removing all t he coarser

par

ticles which fall in

to

it during

the

process of

milking

and in its

passage from

the

shippen

to the

dairy. The most effectual method is to pass the

milk through a eepara

to r

, so

set that the

cream

runs

out very thin , and then to mix

the

cream

and

milk again.

In the

process

the dirt

is caught

and

3

J

retained, and

it

carries with

it

large p ~ o p o r t i o n

of

the

germs which turn the m t ~ k ~ o u r i le

ft to

develop. Unfortuna tely, separatiOn

1s

a slow pr?

cess, and, further,

it in

volves

the

.use of power 1n

some form, and t herefore the Dairy Supply Com

pany, Limited, of Museum-street,

_Bloom sb

ury,

London, have brou

ght

o

ut

a Jlter whtch

e n a b l e

a

very effective cleansing of milk to. be made ':flth

little

labour.

The

apparatus compr1ses a cast-u:on

cylind

er fix

ed on hollow t runnions, .w

the milk enters

and

leaves. The in te

rt?r

ts

d t v t ~

into three compartments , one of w i c h ts filled wt th

granite sand, and

the other

two wt

th

gravel.

Th

e

milk

pa

sses

in

succession

th

rough all

th r

ee, the

rate

of flow being from 75 to 1300 an hour,

according to size. After

the filterJ.

ng

ts   p l e ~ e ,

water is

sent

through the fil

te

r 1n the ~ p p o s 1 ~ e

direction and, at

the

same time,

the

cyhnder

lB

rotated tu1·n the filtering m

ater

ia.l ?ver a n ~ over,

a

nd

clean

the part

icles

by.

attnt10n. F m a l ~ y

steam is t urned into

the

cylmd er, and the

~ r e

contents are ster ilised by

the

heat.

Th

e entire

apparatus is well designed to attain t h ~ desired end

with very

little

labour,

and .at

a r.aptd Its

use prolongs

the per

i

od durm

g whtch

mtlk ke

eps

sweet by several hours, a lso

it

removes many

ge

rm

s which may be

lDJUriOus

to

the human

constitution.

Pa ste

urisers

an

d sterilisers

are

becoming common

in all dairies, for they enable su rplus milk to

preserved

in

bottles for fu tu re demand ; and,

addition, there are customers who reqUire

lised milk. Messrs.

Vipan and Head

ly, of Lei

cester showed o

ne

called

the

"

Wyvern, in

which'milk can be sterilised both

in bulk

and

in

b

ot

tles. I t is a

stea

m-jac

keted

pan, provided with

thermometer and safet y valve. Messrs.

R.

A.

Lister

and Co , Limi

te

d,

Dur

sley, showed a self

elevating scalder, fitted with drip rings, air taps,

a

nd

safety

and

vacuum valves. t is made

in three

sizes, varying from 75 to 1350 gallons per hour.

The Eagle separator, made

by

Messrs.

Ku k

en

and

Halemeier, of Bielefeld, Germany, was shown by

the Eagle Separator Company, of 1, Holborn

circus, Lo

nd

on. This is a simple form of separator,

capable of easy cleaning. Separators were also

shown by Messrs.

Vipan

a

nd

Headly, Leices

ter

;

t he Dairy Supply Company, Museum - str

ee t

,

Lo

nd

on; Messrs. Waide

and

Sons, Limited, Leeds ;

Messrs. W atson, Laidlaw,

and

Co

.,

Glasgow ;

Messrs.

R.

A.

List

er

and

Co., Dursley ; and the

Melot

te Separator Sa

les Company, Co

unte

rslip,

Bristol.

What

looked like a model of a brick

pr

ess was

shown by MessrA.

R.

A. Lister and Co., Limited,

of

Dur

sley ,

bu

t on closer

in

spection

it

proved to

be a butter-moulder and weigher. The bu tte r was

pressed out of a die just as

if

it had been clay, a

nd

was

cut by

wires

into

blocks of

the requir

ed size.

A notable improve

ment in

railway churns was

exhibited

by

Messrs. S.

Stroud and

Son, Limited,

Wolverhampton. At intervals round the churn are

placed vertical wood battens, each

batten

enclosed

in a cover of tinned steel, which is fianged and

soldered firmly to the

churn

along

both

edges.

These covered

battens not only sti ffen the churns,

but also act as buffers

in

the

ir

frequent collisio

ns

with

the

hoops of

ot

h

er churns

when t

he

cans

are

being tr undled along plat forms. They should

len

gthen

t

he

life of rail way chur

ns

very consider

ably.

M

SCELLANEOUS.

For grinding the knives of mowers and reapere,

Messrs. D. l

VI

Osborne and Co.,

Be

ll-yard, City

roa

d,

Lo

nd

o

n,

show

ed

a new au

tomat

ic

applian

ce.

In it an emery wheel, driven

by

hand, is moved

backward

and

fo

rward by

a cam over

the

sickle,

while i t is applied at

the

proper pressure by a

spring. One person can perform

the entire job

alone. Messrs. Bamford and Sons,

Utto

:xeter, also

showed a grinding machine fit

te

d with a

seat and

a

pedal, so that the man has both hands at liberty

for h olding the knife.

The

apparatus folds

up

so

that

it can

be tr

ans

ported

readily

to the

field.

Three firms showed stonebreakers, viz., Mr . W.

H.

Bax

e

r, Limited, Leeds ; Messrs.

H. R.

Mars

den, Leeds ; and Messrs. Goodwin, Barsby,

and

Co., Leicester.

The breaker

of the first firm was

of

the

design we illustrated on pages 618

and

627,

vol. lxix.

t

was fitted with

an

automatic screen

ing and

loading device,

and

was capable of dealing

with 12 tons of stone

per

hour. Messrs. Mars

den

's

machine was of the Blake-Marsden pattern ; we

hope to illustrate this shortly. The machine of

Messrs. Goodwi

n,

Barsby,

and

Co. is

dr i

ven by

an

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4

~ e n t r i on the s

haft

from which the jawstock

lB hung. The lower end of the jawstock is held up

to its work

by

a toggle-plate, the

further

end of

this

plate being carried on an eccentric, which can

be adjusted by

hand

to vary the size to which the

stones are broken. I t is claimed for the machine

that

it gives two crushing blows per revolution, as

against one

in

the Blake machine.

Swinging conveyors are regularly to be seen at the

Show, and are growing

in

public favour, for they

deal with certain materials more conveniently than

do other forms of this useful appliance. This year

Mr. G. F. Zimmer, 82, Mark-lane, London, showed

swinging conveyo

r, in

which t

he

peculiarity

is

that

the

trough is divided

in

pieces of mo

derate

le

ngth, and these pi

eces

are set

to swing

in

opposite

directions, so t

hat

they balance each

other, and

do

not tend

to set

up

vibration

in th

e building.

On

t-his

pl

an, one driving

apparatus

will suffice for long

lengths

of troughing,

the

motioa being continued

fr

om o

ne trough

to the n

ext by

means of vibrating

levers.

The

troughs may be at right angles, or

ot

her

angle,

to

each other, bell-crank levers being

used

at the corners. The swinging conveyors

are

very successful

in

dealing with

lumpy

material, such

as coke, coal,

and

ore.

With su

ch materials the

wear of the troughs is very small.

Messrs. W.

and

T. Avery, Limited, of Soho

Foundry,

Birmingham, had a large exhibit of

weig

hin

g apparatus, including heavy weighbridges

for railway and road t.raffic, cattle-weighing

machines, au tomat ic tram-weighing machines for

colliery

use;

the

act

ual

net

weight of

the

coal

being indicated automatically by

the

machine

itself,

and

also colliery weighing machine combined

with turntable. There was

al

so a machine specially

designed for au tomatically weighing

and

recording

the weight of trains of trucks at collieries, t he

act ual weight being recorded on a ticket, thus

obviating the possibility of er ror

in

reading, or

copying,

and in

suring a great saving in tin1e. All

that the weighing clerk has to do is to press a

handle to

get

the impression on the ticket, as the

weighing is absolutely automatic.

The pump we illustrate on this page was exhi

bited

by

Messrs . W. H. Wilcox and Co., Limited,

of 23, Southwark-street, London, and is extremely

simple in construction. I t will be seen

that it

has

two pistons moving in opposite directions, each

being coupled to a crank. In each piston there is

a ball valve. As the pistons move apart a partial

vacuum

is produced between them, and the liquid

is

sucked up into it. On the next stroke the

volume

between the pisto

nc:J is re

du

ced,

and

a

part

of

the

liquid is

pushed

through

the upper

valve

into the

delivery pipe.

There

is

no

foot-valve,

the

valve

in

the lower

piston taking

i

ts

place.

The

ball

val ves

are

of

rubb

er

and

the pistons

are

pac

ked

with

l

ea ther.

The

pump

may

be

driven

by

a pulley

and

a belt, or a lever may

be put on

it

in

place of

the pulley, and this

le

ver reciprocated. It is

immateri

al

whether

the

crankshaft

1nakes a com

plete

revoluti

on

or not.

THE INSTITUTION OF NAVAL

ARCHITECTS.

T n ~ summer meeting of the

In

stitution of Naval

Architects, of the first day

 s pr

oceedin gs of which

we gave an account

in

our

last

issue, was

br

ought

to a close on F riday last. The gathering was

extremely successful,

and

the numbers were, _we

believe, t

he

largest on record for a sumn1er

m e ~ t m g

of this Instit

ut i

on.

The

weather was exceedingly

fine, and, under

the

presidency of Lord Glasgow,

the whole of the proceedings went off wi t hout a

hi t

ch.

On members assembling in the Corporation

Ga

lleries on the second day of the m

ee t

ing,

Wednesday, June 26, the first paper taken was a

contr ibution

by

Mr. Archiba

ld

Denny, and wa s on

FREEBO RD .

This paper we print

in

full in our present issue.

Mr . Benjamin Ma rtell wa s the first speaker.

He

said he had

li

stened with pleasure to the paper that

had just been read and this feeling was heightened

from the knowledge that the transactions wo uld

be enriched by a contribution fron: the author,

designed to be of a non-controversial character.

The subject had be

en

started by

t he a

uth

or s

br

other,

the

l

ate Mr.

William

Denny, and

it was

pleasant to

see a member of the same family

c

arrying on the

work.

An

enormous amount of

lab

o

ur

h

ad

been

expen

ded

on

framing the load line

•

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

[J

ULY 5

I

90.

  .

•

DOUBLE- AC

TI

NG PUMP AT THE CARDIFF SHOW.

CONf3TRUC1,ED BY \V. H. \VILCOX AND CO., ENGINEER, , LONDON.

i J

 1 

•

•

•

I

•

e

•

•

table. 1 he Committee had sat eighteen months, he had taken in connection with the formation and

and investigated numberless instances. I t had labours of the c o m m i ~ t e e

been said

by

shipowners

and

others, before

the

Professor Biles said

that the

diagrams given by

report wa

s framed,

that

it would be perfectly im-

the author

mu

st

have involved

an

enormous

amount

possible

to

make rules for all descriptions of ships. of labour. To appreciate

them

required much con·

Every

vessel

brought

forwa

rd

had been dealt with, sideration. One of the curves was remarkable,

however,

on its

merits. good deal

might

be a

nd

he

wo

uld ask

on what

basis the committee

had

said on the side of those who claimed

the

impos- arrived

at the

maximum curve of reserved buoyancy.

sibility of making such rules from the shipowner

 s The re

served buoyancy increased with

the

len

gt

h

point

of view.

Thos

e who l o a d ~ d ships did so of

the

s

hip

up to 460ft.,

and after tha

t it fe

ll of[

by

their

own practical

kn

ow edge, which was a He would

point out tha

t

there must

come a size of

good guide,

but the

Load

Line

Committee

had to

ship with which it would not

be

necessary to increase

frame tables

to

meet all cases,

and

now one scarcely the lifting power, on account of t

he

limitation

in

heard

any

objections on the part of shipowners to the size of waves. Mr. Martell,

in

explanation of

the

adoption of

the

rules. I t

must

be remembered the

latt

er point, said

that

Mr. Biles was

ri

ght in

that

not only was

there

a commercial side

to

the

dr

awing a

ttention to

th is matter.

The

considera

question,

but

t he saving of life had also

to be taken

tion which had guided the

Co

mmittee was that if

into

consideration. The labours of the Load Line the reserved buoyancy were co

ntinued to

be in

Committee were just ified when it was remembered· creased, such

an

enormous part of the ship would

that even Germans and Scandinavians were accept-

be out

of water

th

at it would not be all effective.

ing these tables as a basis on which to act. Waves were only of a

cert

ain size, and so the line

Dr. Otto

Rie

ss

point

ed

out

t

hat

different govern-

had

been drawn

at

a le

ngth

of

550ft

.

ments had had the qu

est

ion of fixing freeboa

rd

Mr. A. Denny,

in

replying

to

the discussion,

under consideration for some years

pa

st. In said that

the

diagrams were not submitted with a

certain cases it was thought that

the

result would view of expressing rightness or wrongness, they

be useful,

in

others objections were raised to a were simply

put

forward as showing what existed.

hard-and-fasb rule. A question arose as to the As to what

other

governments would do

in

regard

action of the authorit.ies in regard to foreign vessels

to

adopting our load line was for other govern

visiting any port.

f

the Government fixed a free- ments to decide,

but

he might say that the Board

board, should a foreign vessel be stopped, say, in of Trade would not care to aga

in

open up the

a Brit ish port because the foreign regulations did subj ect. So much work and so much cont roversy

not coincide with th ose of this

c o u n t r y

If

that

had been involved that the question was too for

difficulty were to be avoided, it would be necessary midable to be lightly attacked once more. Un til

to have a common basis of calculation. He was Lloyd s had come forward with their geometrical

told that some persons in England thought the rules, the subject had been

in

a state of perfect

present basis not the best, and he would ask

Mr

. chaos. In regard to the divergence of curves it

Denny whether

it

was the in tent ion of the Br

it

ish must be remembered that in such matte rs there

authorities to stick to the present rules. must always be a compromise, and it was the duty

Mr.

John

Corry was in terested in the Load Line of the Committee to extend rather than to revise.

Quest ion as a member of Lloyd s. That Com

mittee had

evolved tables from practical resul

ts

of shipowners ; these had formed

the

basis of

their

work,

and the

tables might therefore be taken as

practical. He

tho

ught

the thanks

of

the

whole

community were

du

e

to

Mr. 1\ lartell for the

part

A

PROPOSED

ExPERIMENT L

T

  NK

.

At this point

Lord

Glasgow called

on

Mr.

Ya

rrow

to make a

statement. In

reply, Mr. Yarrow rose

a

nd

said th

at in the

course of t

he

remarks made

by

Dr.

Elga.r of the previous day it would be

remem

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j ULY 5, 1901 ]

that reference had

been

made

to

a tank,

had been

esta

blished at Washington by

Government, for

testing

the resistance of

Th e same

speaker had

also said that the

Department at Washington not o

nly

made

se of

th i

s tank for their own investigations, but

t

it

was thrown

open to

the s

hi

pbuilders of the

States

for the purpose of

making tests

der

the

direction of

the

official

in char

ge. In

s way, whatever benefits

might

accrue from

tan

k

imen

ts

were

obtainable

by the shipbuild

ers

of

U

ni

ted

States

. As members were well aware,

British

Admiralty

h

ad

a

tank

of their own, a

nd

he

speaker had

always

und

erstood that it

had been

o

und

of very

great

se rvice. Messrs. Will iam

e

nny

and B rothers, of Dumbarton, h

ad

also t heir

private tank, and

l\1:r. Archibald

Denny,

who

as present, could inform t

he

meeting

whether hiB

had

found the researches they h

ad been

able

make with it had

been

of practical utility. t

nown t

ha

t numerous tanks

had been

pro

ided by the Admiralties of various naval

Powers

different

parts

of the world. Bearing these facts

mind,

and

having

in

view the ra

pid

increase

in

ompetition in s

hi

pb uilding, he would submit that

t behoves

this

country to advance with the t imes,

nd

leave no stone unturned to

keep

well up

to

t

he

A

ll

means that modern knowledge could

ive shou

ld

be ma.de available for

our

ship-de

gners. He would therefore submit to the con

id

erat

ion of the In st

itution

of Naval Architects

het

her such a

tank

could not

be

established und er

s auspices, so that it

might

be available not o

nly

or

shipbuilders of this country, and for members

f this

Institution,

but for a

ll

willing

to pay

for

in formation obtained, in·espective of

nati

onality.

t

might

be possible to

esta

blish such a tank in the

Co unties, so as

to

be equa

lly

accessible

to

ll our

shipbuilding centres. He concluded it

o

uld

be under the charge of a thoroughly compe

tent

person, who should be

bound

down

to

abso

te secrecy as

to

the

re

sults obtained f

or private

Yarrow was n

ot

so sanguine as

to

at any rate

during

the early operat ions,

hat the charges made for investiga tion would pay a

in terest on the outlay, but it was n

ot

ssible

to

expect that some return might be

ined. I t was to be borne in mind

that

one of

objects of the In st itution was to assist research

the science of naval archi tec ture. Therefore

uch a proposal

as

he w

as

making came

quite

within

scope of the In st itu tion. H aving

in

view the

advantages, in regard to naval architec

ure,

that

are obtainable in the Uni ted States and

Germany, such a tank might be made available,

f independent of any special university, for all

establishments where naval architec

may

in

futu re be taught. The speaker con

red it would be advisable i f some expression of

we re obtained from the present me

et

ing on

his subject, and if

it

were deemed desirable to

out such a scheme, if possible as now sug

d, he would propose a motion to the following

That this meeting, having regard to

th

e desirability of

a tank in this country for te

st

ing the resist

of models available for all shipbuilders, requests the

of

the Institution to

ta

ke the matter into serious

nsideration, with a view to arrive

at

the best means of

ng out the suggestion.

A discussion fo

ll

owed

Mr.

Yarrow's statement.

opened by

Mr.

Martell, who said that

the

osal the meeting had

just

heard was we

ll

orthy

of the cons

ideration

of

the

In

stitut i

on.

e anticipated

that

t here would be no difficulty in

the funds nee

ded

for the

purpose

.

t ime ago a weal t

hy

gen tleman had offered to

the money himself for

the

erection of a tank,

for some reason the su

ggest

ion had fallen

to

gro und. The speaker was of opinion that we

hould have, as there was

in

America, a public

under the charge of

an

independent official,

gove

r:t; ed

by a

board

. H e felt

su r

e

that

such

step would meet with

general

approval, and

that

funds would soon be found, although

sibly

the

outlay might not be ve

ry

r

em

unerative.

e instanced the case of Lloyd 's testing-houses,

in a.

sa t

isfactory

manner, and

were

o pay.

Sir Nathaniel Barnaby said

that

no one had don e

than the late

Mr. Fr

oude to lay

down

the

fluid resistance, and his work in this field

s largely the res

ult

of his expe

rimenta

l tank,

the first of its kind. That was estab

shed at Torquay and

it

was due to Sir Edward

•

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

Reed

to

say that it was owing

to

his advice th.at

Government gave its supp

ort

to

Mr.

Fr o

ude 1n bl

work. Now, at the present t ime, all new types of

s

hip

s were tried in the experimental tank at Haslar,

which was under the charge

of

the late Mr. Froude 's

son,

Mr.

R.

E.

Froude. He

entirely

support ed

what Mr. Yar row

had

said.

Lord Brassey asked if it wo

uld

not be possible

to utilise the

Admiralty

tank for

exper

iments fo1 

private shipbuilders, in the same way that the

Government tank at Washington was open

to

de

signers of mercantile vessels.

f

the staff at

Ha

sl

ar

were n

ot

fully occupied,

their time

might

be

made availab

le

in

this

way .

Sir Nathaniel Barnaby was of opinion that .it

would be inadvisable

to di

sturb Mr. Froude 1n

his present

Admiralty

work, and Mr. Archibald

Denny subsequently explained, in

regard to

the

tank which his firm owned and which is t

he

only

private one in t

he

coun

try,

that if they had two

tanks

they co

uld

keep them both fully occupied.

Unde

r

these

circumstances Lord Brassey withdrew

hi

s proposal.

Dr.

Elgar

said that

after

his reference to the

subject

the day before it was h

ard

ly necessary for

him

to

sa

y that he fully s

upporte

d Mr. Yarrow's

proposal. He would suggest an in terview between

t

he

re

presenta

tives of the

In

stitution and

the

Ad

miralty authorities. Lord Brassey also stated that

he

was glad

to

support Mr. Yarrow's proposal.

Mr. Thomas, a United States naval architect,

spoke of

the

Washington

tank

being

open for

public

use. He

sa

id

that

the principle on which

the

United

States Government

acted was to look

on

public money supplied for any purpose as being for

the benefit of the peop

le

who had

to

pay, and there

fore that , in regard

to

information collected,

the

public sho

uld

have access

to

r

es

ul ts . He referred

to

th e fact that the vessel which was

to

come forward

to

defend the America Cup had been

teste

d by

means of a model in the Was

hington

tank, and

hav

in

g in view the fact

that

the Shamrock had been

built at Messrs. Denny's, no doub t the s

hape

of

that vessel had also been the result of tank experi

ments .

Mr. Yarrow's suggestio

n,

having been proposed

by Lord Brassey and second ed by Si r Nathaniel

~ a r n a b y , was carried unanimously.

T EL·EO RAl\ TS TO THE KING AND TO THE

GERMAN E MPEROR .

At this point the

Pr e

sident rose and sa

id

that it

had

been

sugg

este

d by our German fellow-me

mb

ers

and

colleagues,

with great

good feeling, th

at on

t

he

occasion of t

heir

presence in Scotland a telegram

should be sent

to our

King express ing

th

eir g

ra

t i

ficat ion

at

atte

nding

the m

ee t

ing. Memb

ers

of t

he

In st it

ution

would naturally des

ir

e

to

associate them

selves

with their German

colleagues in this

matte

r,

and

they

would also wish

to join

with

them

in

sending

to

his

Majesty the German Emperor

a telegram ex

pressing the gratification it afforded

them to

work in

fri e

ndly harm

ony

with

o

ur German

colleagues,

an

d

the

pleas

ure

it ~ v e

to

record his Majesty's gracious

reception

to

the Institut ion in Berlin. The follow

ing telegrams

had

therefore been drafted, and

he

begged to

submit

t

hem to

t

he

meeting :

The Institution of Naval Architects and their guests,

the German Schiffbautechnische Gesellschafb, assembled

in summer meeting at Glasgow, desire wt th humble duty

to send their respectful greetings and warm

wi

shes for

happiness to your Majesty. The members of both

In

sti

tutions remember with gratitude your Majesty'shonorary

presidency as Prince of Wales of the

In t

ernational

Con-

gress of Naval Ar

ch

itects and Marine Engineers in 1897,

and the gracious reception which her la te lamented

Majesty, Queen Victoria, gave to the Congress at

Windsor Castle. The members assure your Majesty that

they are working in friendly harmony for the improve

mentof shipbuilding and the advancement of international

commerce. 

This te legratn was signed

by the

Ea rl of G1asgow

as President of the In

stit

ut ion of Na val Architects,

and Professor

Bu

sley as representing

the

Schiff

bautechnische Gesellschaft, and was

addressed

to

His

Royal

and Im perial Maj es ty Ed ward VII.

King

of

Great Britain and Ireland. '

The second

te

legran1 was to

the

fo11owing

effect :

T b ~ I n s t i t u t i o ~ of Naval Architects and their guests,

the Schtffb

a.utech

msche Gese

ll

schaft, assembled

at

their

summer meeting at Glasgow, desire with humble duty to

their respectful g r e e t i n ~ s and ~ a r m wishes to your

l.VIa.Jest

y, and

at

the same

t1me

to mform your Majesty

that they are working in the mo

st

friendly and har

monious co-operation for the improvement of shipbuilding

and the advancement of

int

ernat ional co

mm

erce. The

members of the In

st

itution of Naval Architects recall

•

with utmost JJratitude the kindness

t ~ e y

r ~ c e i v e d from

Y

our MaJ·esty tn

18

96, and also your

Ma

Jest} d memorable

. h  k

th t

p ,

words, ' Blood 18 t 1c er an wa er .

This

telegram

was signed in the ~ a m e war: as the

former and was addressed to

hts

Impenal and

Roya

l 'Majesty William

II. , Germa

n Emperor,

King

of

Pr u

ssia. .

Later on the following rep

li

es

were

and

were read out by t

he

President

at

the dm ner

during t

he evening

of the same day :

To the Earl of a . s ~ o am c o m m a n d ~ d by the

King to thank the Institution Naval ~ r c h t e c t s and

their guests, the German

b a u t e o h

  Gesell

scbaft, for their kind tel

eg

ram and good

wJ

shes.

I t

affords His Majesty much pleasure to

that

the two

bodies are working together

so

harmomouely for the

common good.-(Signe

d)

KNOLLYS.

Th e Emperor William 's te legram was dated fr

om

Kiel,

and was to the fo

ll

owing effect :

To the Earl of Glasgow,

Pre

side

nt

of the

t u t i o ~

of Naval Architects,-The telegram se

nt

by you as P r e s ~ -

dent of the

In

st

itution of Naval Architects, and by their

guests, the Soh iff bautechni.sche Gese

ll

schaft, has given

me mach pleasure, and I be8 you to express to them my

warm

es

t thanks for their kmd wishes. The promotion

of shipbuilding and of i

nt

erl?ational commerce, fit to b r ~ n ~

closer together kindred nat10ns

movE d

by the eame Elpln tl

of enterprise, has, as you know, all my s y m p a t h ~ a n ~ I

wish every success to the useful and noble work m whtch

you are

engaged.-

(8igned) WILLIA M I.R.

TH

E T RANSVERSE STRENGTH OF

SHIP

S.

A paper contributed by Mr.

J.

Bruhn on the

Transv

er

se Strength of

Ships

was

next

r

ead

.

This paper we

print

in full

in

our present iEsue, a

nd

we

may therefore at once proceed to

the

discussion.

Mr

.

B. Marten was

the

first speaker.

He

said

that

the

great advantage of

Mr. Bruhn's

paper con

sisted of the fact that it was a scien tific

in

vestiga

tion of a complete nature,

te n

ding to practical re

sults,

and

would therefore enable shipbuilders to

follow t he investigations

and

arrive at more certain

results in rega

rd

to the problem under discussion.

The subject was one of gr

eat

importance ; and,

though

the

author had very considerately elimi

na t

ed a great deal

in

the readin g, as time was press

ing, the whole invest igation would well repay

the

closest study,

Dr. Elgar thought the a

ut h

or was a very bold

man, for he had attacked one of

the

m

ost

difficult

problems

n

the scienceof ship -designing,

and

he

must

have estimated the difficulty of

the

subject. Trans

verse st

reng

th was a

much more

complicated

pr

obl

em

t han longitudinal strength ; a

nd

he thought, in

deed, it was an indeterminate problem.

He had,

however,

not

been able to read the author's paper

with sufficient care to decide whether he had

solved

the

question or n

ot

. The principle of least

work leaves it necessary to make some assump

t ion; still, he thought that principle was an advance

and a dist inct improve m

ent

on the work of

the

author's predecessors.

Th

e author had ref

erred

to

the

support given

by

transverse bulkheads in

resisting stresses.

The

speaker agreed that the

principal element of stren

gt

h

in

the t r

ansve

rse form

are

the

transverse bulkheads, so

that

these afforded

not only

safety against

flo

oding, but also added to

the

strength of the ship.

He

was

not

disposed to

go so far, howev

er

,

in

this direct ion as the

author

that

the

bulkheads would relieve the fram ing almost

entirely. Though

the

statements put forward were

interes

ting, he could

no

t

see

t

ha

t

the actual

figures

could be entirely worked to

in

practice. Any

res ul

ts

obtained

by

statical calculations in still

water was over-ridden

by

the result of waves upon

ships at sea .

Mr. King referred to that part of

the

paper in

which

the

au tho r dealt with th e bending of the

floors. Mr.

Bruhn

had stated tha t an examination

of

the

curve

and

the mome

nts

of the structure,

cargo, and water

pr e

ssures would show t hat t he hori

zontal pressur e of

the

wa

ter on the sides of

the

vessel is the most imp

ortant

factor in det ermining

the magnitude of the stresses, because, although

the

pressure

of

the

water on

the

bottom is some

what in excess

of

that of the

weight of

the structure

and cargo, and the floors might therefore be ex

pected to bend inwa

rds,

the pressure on the sides

is sufficient to completely reverse this bending

tendency,

so that the largest bending mo

ment

on

the

gird

er is

at

the

ce

nt r

e of

the

floors,

and

is tending to bend

the

floors

outwa

rds. Th e

s

peak

er considered this m

atte

r required

expla

na

tion,

and ref

er

red to a later passage in

the

author's

paper in which it was stated that

the

fr

ames

may

al

so be

supposed

to be held rigidly fixed

at

the

lowest co

mplete

tier of beams, in particular when

•

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6

HEAVY

TURRET

CON TRUCTED BY

•

•

•

•

•

the beams aro loaded with cargo,

and

therefore tending to bend the frames

in

a

direction contrary to

that

due to the

pr

es

sure of the water . It would be an advan

tage,

Mr.

King said, if this were mad e

clear in th e reply. To his mind,

Mr.

Bruhn s conclusions seemed t

he

rever

se

to what would be expected from a practical

poin

t of view.

The author had

also sta ted

that

if there is a considerable

curvature

in

the water lines of th e vessels, then some

support

may

be given to the frames, by th e

shell plating acting in the way of an arch,

if

the ends of

the

curved parts were

ri

g

idly

supp

o

rted. The

assis

tan

ce

thus len

t

to

th

e

t ran sverse stren

gt

h mu

st

, howev

er

, be

small, except in small bo

ats

with corn Jara

tively thick planking or pla t ing. This

statement also seemed to

the

sp

ea

ker

to

be

er r

one o

us.

The principal effect of

a pa

per

like

the

prese

nt

one was

its

in-

•

•

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

fj ULY

5,

1

9

1.

LATHE AT

THE

GLASGOW

EXHI

B I

TI

0 N.

ALF

RED

HERBE RT,

LIMI r

ED, ENGINEER , COVENTRY.

For

D

escri

ption, see Page

13. )

0 Q

 

Fig

.4

n  · 1 •

(  U .C

 

•

•

•

•

•

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J

uLY

5,

Igor.]

ENG I N E E R I NG.

•

TURRET

I ~ T H E AT THE GLASGOW EXHIBITION.

CON TRUCTED BY ME, JOHN LANG

AND

, ONR , ENGINEER, , JOHN

STONE

.

(For D

esc1·iption see

Pa

ge

13.)

•

fiuence on the

st

r

uc t

ures of the fu ture, and he

t houg

ht

t h

at

Mr. B ruhn argued to wrong co

n

c

lu

s

ions

when

he

sai

d

that rack in

g

strains wer

e

smllll in

sail

ing

ship

s b

ecause

there

were few

bulk

h

eads

.

In

conclusion, t

he speake

r

said

t

ha

t he

was

for

ce

d to the conc

lu

sion t

ha

t m

at

h

ema

tical

ca

lcula

tions founded on

so

many

unknown

s, which must

remain

unknown,

could

n

ot be al

ways

sa t

isf

actory.

Professor Biles sa id he

was

glq,d

to he

ar a pa

per

read by an old st

uden t of

his own,

and though

work of this

kind must

be to

some

extent acade

mica

l, y

et

,

un for t

unat e

ly,

the

only

way

to attack the

problem of transverse

st

ren

gt

h

was academic.

Th i

s

must remain

so

until

they

could take

actual

ships

out of

the water

and

test them prac

t ica

lly, in

accordance with what would

occ11r if

they

were

floating amongst wav

es . The

inve

st igation was an

extremely elegant

one,

and would be read by na

va

l

a rc

hitects with

gr

eat in t

e

rest.

Mr.

Bruhn, in briefly

rep

lyin

g

to

t

he di

scussi

on

,

said there

appeared to

be

a slig

ht misunderstand

in

g in regard to what he had attemp ted.

He

did

not put for ward his paper as a complete investiga

tion

of t he s

ub ject;

but

by

t

he math

e

matical

method he proposed,

s

hipown

e

rs

should be

able to

estimate

the

n ecessa

ry scantlings required.

He

suggested

a m

ea

ns of comparison ; and though the

calculations were

ma d

e only for

still wa

te

r,

they

wo

uld be

ap pli

ca b

le

to

s

hip

s

at sea

, and

am

o

ngst

waves, i t

he

forces w

ere

known.

In

regard

to

what

had

been

said

as to

the

eff

ects of

pl

ating,

th at

could not h

ave

a

very

impor tant influ

ence

on

transverse strengths, considering how

thin

it

wa

s.

He did

n ot

say that there

we

re no ra

c

king

fo

rce

s

in

a

sa i

li n

g

ship because there were

no

bulkheads, but

t

he absenc

e

of

bulkheads

proved

tha t the r

ac king

for

ces

were not ve ry great.

THE

VIBRATION

P OBLEM.

Mr.

J . H.

I\Ia

ca

lpine ne

xt

read a

paper

entitled

A Solution of t he

Vibrati

on Problem; ,

this we

shall

print in

full

at

an

ea

rly

date.

The discussion

on

th i

s

paper

was

extremely br i

ef,

the

ho

ur for adjournment havin

g

arrived before

t he

author had concluded

t

he

r

eadi n

g. This is to

be

regretted, as the

paper was

one of

considerable

in

te rest, a

nd

the subject is of great im portan

ce

at

th e

present time.

Mr. Yarrow

said

that he only wi

shed

to

con

grat

ulate

t

he

author

on

his

paper,

and any

poin

ts

that he might wish to speak upon he wo

uld put

on

p' \pe

r

and hand to the secret ary.

Mr. Macfar]an

e

Gray also spoke as to

th e

exce

l

lence

of Mr. Macalpine's work. He had

known

the

au thor for fifteen y

ea

r

s,

and

was

well acq

uainted

with his labours: he could speak as to t he t horough-

•

ness of h is

in vest

iga tions

an

d t he fact that he n

eve

r

skippe

d

anything.

Th

e follow

in

g lette

rs

on the subject

of

Mr. Mac

a

lpine'

s

paper had been addressed to

t

he secretary,

bu t ow

in

g

to the la t

eness of the hour th

ey were

taken as r

ead

.

The

first

letter

was fr

om Mr.

F.

C. Billetop,

of Newcastle-upon-Tyne, and

wa

s as follows :

I

ha

ve

read Mr. Macalpine's paper with great interest,

the

more so as I am aware of the exceptional opportunities

he has had for, and the time he has devoted t

o,

the study

of the problem of the vibrations of m

ar

ine engines.

In

an  

of

th

e design prop

ose

d by Macalpine, the

vibratiOn, j u d ~ n g from the re

su

lts of experiments I ha

ve

already made m

this

direction, should

be

pra

ct

ically

nit

I have tes ted small engines, built on the same prmoiple

as Mr. Maoalpine suggests,

th

ough differing somewhat

in general design, and have found snob

n ~ i n s

to be quite

steady when running at any speed up to

2

re

vo

lutions

per

minute.

During

the

tests

the

engines were nob held down by

bolts or fixtures of any kind, and a glass filled wi th water

and pla

ce

d on top of

th

e cylinders did n

ot

show the

slightest surface

tr

emor when running under those

conditions.

I

have a

lr

ea

dy

discussed the constructional and other

practi

oa

l points with Mr. Macalpine, much more fully

and thoroughly than could well be done within

th

e limits

of his paper, and I am convinced

that

the

points which

app

e

ar at

first sight to be objectionable or dtfficu

lb

could

easily be met or overcome.

I

ha

ve al

so

l

oo

ked into

the

arrangement of such

engines in ships of

the

Destroyer type, as I thought there

might be some difficulty in fitting twin engines of

t h i ~

type

in ships of narrow bea

m.

Tb

ore seem

s, so

far as I can see, no difficulty on this

point, and I find

that

a set of engines after Mr.

Ma

oalpine's design can easily be fitted within the same

engine-room space as the present types of engines

occupy.

The n ext letter

was

from Mr. A. E .

Seato

n,

and

was

as

fo

ll

ows :

I

am unable to join in the discussion of Mr.

Macalpine's paper. I may, however,

sg,

y

that

the engine

he

pr

oposes 1s identical with one designed by Mr.

John

Elder for compound engines of large

si ze

(where two low

pressure cylinders are desirabl

e)

in

the

late sixties of last

century. I understood

at

the time

that ib

was

bub

it may nob have b

ee

n, for in

1870 C.

and W. Ea.rle

made a

set

of these with cylinders (I think)

36

in. and

12 in. by

42

in

•

and fitted them in the s.s. Oanopus, of

t h ~

Moss

Lin

e, Liverpool. They were not a success, and

they were removed after only three or f

ou

r y

ea

rs' ser

vice ; having been

a

very costly experiment for both

builders and owners.

Th

e design is radically wrong from a con

sbru

cti

ve

p

oi

nt

of view, inasmuch as the react

io

n from one

pair

of

cylinders is nob

tak

en direct to

th

e crankshaft,

but pra

c

tt

caJly is borne by

the

ship, and

ab

beat transmitted to

the sha

ft

through

th

e ship

'd

bottom framing. Time would

soon show

that

this defect was

a

bad one, however well

the engine was bolted do

wn

. too,

the

beams.or

w e i ~ h l e v e r s gave great trouble m the Canopus, runnmg

at

50 revolutions-

at

112

revolutions we may

sume these troubles w

ou

ld be magnified. Then t

oo

,

although there are four engineP, you have only

the

qualities of a t wo·crank, exce

pt

the balancing. Now

I do nob want to throw cold wa.ter on anyone's

schemes, nor do I under estimate bhe advantage of

the

absence of vibration;

bub

I cann

ot

shub my eyes to

the

price paid for this luxury, especially when

it

takes

the form of a sacrifice of those principles which to

make a sweet-running and economic engine.

We

have

yet

to

find out what the public will pay for non-vibratio

n;

and until we do,

we

must be cautious of

the

oosb of

obtaining

it

.

I may add

bhab

aboub

1880

we removed

the

four

cylinders from bhe engines of a Cardiff steamer of small

si

le

, and replaced them with t he orthodox two-compound,

the engines beingof identical design with Mr. M

aoa

lpine'P,

bhe o w n ~ r s finding the consumption of fuel was so hea.vy,

and the speed so poor, compared with similar ships having

the ordinary eng1nes.,

A letter had

also been

sent by Mr .

Philip

Wa.tts,

of

Elswick, in

which he re

fe

r red

with approval

to

Mr.

Macal

pi

n

e's

design of engine.

The sitting

was

then

ad

journ

ed

until

t

he

next

day.

o u R s i o ~ s TO

SBIPY..ARD

AND

ENG

INE

WoRKS.

Three excursions had

been

planned

for

th e after

noon of Wednes

day,

the 26th. The fir

st

of

these

w

as to

MeHsrs. Ch

arles

Oonnell a

nd

Co.

's

s

hipbuild

in

g

yard at Whiteinch

;

the

second

on

the

list was

to

Me

ss

rR. David H.

owan

and Sons'

en

gine and

bo

iler

works in

Elliot-s

tr

ee t, Glasgow, a

nd

the third to

Mess

rs. G. and

J.

' Veir 's engine works

at

C

athcart.

A

large

number

of members took

part

in each of

these

excursions, t he firms

conjointly giving

a

lun

c

he

on to the

ir

visi

tors in

the

Exhibition grounds

.

Y

ve

ha

ve re

cent ly described

at

some lenath

Messrs.

W

air's

work s. The shipbuilding

ya

rd of Messrs.

Oo

nnell and

Oo.,

and

t

he

eng

in

e

and boiler works

of Messrs. Da.vid

Rowan and So

ns a

re both

excel

lently

equipped with mod

ern appliances.

We ar

e

n

ot ab

le, howeve

r, on the

pr

esent

occa

sio

n to

do

justice to either of t h

ese establishments in

our

rep

or t , bu t hope at a fu tu re date to make fuller

r

efe

re

nce to

them.

THE I

NSTITUT

I

ON DINNER.

The dinner of

the

In s t

itu

t ion was given

in

t he

Grosvenor Rooms in t

he Exhibi

tion gro

und

s, about

300 memhers and g

ue

sts of the

In st

it

ut i

on attend

ing.

The Earl

of G

la

sgow

presided, and the pr

o

ceedings passed off

in

the

most

sa tisfacto

ry manner

in sp i

te of the large

num

ber t h

at

h

ad

to be accom

mo

dated

within

a

comparatively limited

space.

Th e principal g

uest

was the Lord Provost of

Glasgow,

and amongst

o

thers present

were

Prin

cipal

Story, Princip

al of G

la

sgow U

niver

s

ity; Herr

Bu

sle

y, Acting Pre

s

id

en t of

the

Schiffbautechnische

Gesellsc

ha f

t ; L o

rd

Brassey, Dr. R.

Ca.

ird,

Admiral

Sir E. Fre

man

tle,

Admiral

Sir N

athaniel llowden

Sm

it

h,

be

sides many

of

the pr

ominent

membe

rs

of

the Institu tion.

STANDARDISING

SHJP

CAL

CULATION

S.

On

the

third

day of the meeting the

mor

ning

si

tt

ing was devoted to th e question of standardisa

ti

o

n. The

s

ittin

g was of n

br i

ef n

atur

e, n

ot mu

ch

discussion being

inv

o

lved on this important

s

ub ject

.

Th

e fir

st paper

read on

this day

was a

contribution

by Pr o

fessor

J.

H.

Biles; this we

shcll

print in

full

at

an early

date. Th

e t

it l

e was ' '

Standardi

s

ing t he Results of Ship Calculations.  

Sir

Na

th

an

iel

Barnaby,

who w

as the

fi

r

st

speake

r

in

the discu

ss

io

n, sa id

that t he

paper

was a ve

ry

fine piece of work,

which

would

be appreciated

by

all

wh

o w

ere striving

to bring about ha

rmony in

methods of recording scient.ific calcul

at

ions .

While

co

untries were

politically

separated by

diplomatic

r e

lati

ons,

n

the wo

rld of

scien

ce

t here sho

uld be no

ba

rr i

e

rs

; a

nd workers in

this field

were being

brought

grad

ua

lly

to work together for the common

good.

Mr .

Macfarl

a

ne

G

ray said that when

w

orking

o

ut

strengths for the

Board

of Tr a

de at

a former

period

he had

adopted

methods s imilar

to

th ose set

forth

in the pape

r.

Mr . Barnaby sa

id he wa

s gr

ea

tly interes ted in

t

he pr

opoRals made

by Prof

essor

Bi l

es

to deal

with

the wind

calculations

connect

ed with t

he geometry

of a ship

up

on a unifo

rm

plan,

which would enable

co

mpari

sons to

be

ma

de

between s

hips

of

widely

differe

nt

desig

n.

H e

had

hims

e

lf been

in

t

he

hab

it

of

dealin

g

with

so

me of

t

he pr

op

erties of

t

he

fo

rm

of the

s

hip

in the

manner

su

ggested,

such, for

example,

as

comparing the

di

st ribu

tion of

the di

s

placement

of

di

fferent vessels by

sett

ing off the

curves

of ar

eas

upon

base lines

of

eq

ual

length,

a

nd

with equal

mid

s

hip

o

rdinates; but

it hlld

not

occu

rred

7/17/2019 Engineering Vol 72 1901-07-05

http://slidepdf.com/reader/full/engineering-vol-72-1901-07-05 8/37

8

to hi m

that

all the usual curves could be treated in

such a way as

to

make

them

readily comparable

by the eye. He

had rather

gathered from

the

title of

the

paper that some proposals were to be

made towards the unification of the designs of

ships,

but he

was glad to find

that

no restric

tions of

any sort

were suggested

in the matter

of

design, but that

the

standardisation related

only to the way of treating

the

calculations. He

noticed

that the units proposed were in

feet

and

inches,

and this rather

limited

their

use

to British

and

American naval architects;

but

when

the

metrical system was introduced into this country,

as he hoped it soon would be, there would be no

difficulty in adopting the same plan with modified

units, and

then he

thought

the

proposals would

prove to

be

of greater international value

than

would at first sight appear to be

the

case.

Professor

Biles, in replying to the discussion,

referred to the

use

of the calculations for units of

feet

and

inches and those of

the

metric system.

He said

that

although these did

not

coincide, they

could be brought near enough for one diagram to

be

put

over

another to form a guide.

ON

S c

REW

PROPELLERS.

Mr. S. W. Barnaby next read an abstract of two

papers on Screw Propellers which he had made,

the author baing M. Drzewiecki. The

endeavour

of

the author

was

to

reduce

to

a common standard

the

elements of design

in

screw propellers. This

paper was read

in

conjunction with the last taken

at

the

meeting, which was a contribution

by

M.

A.

Hauser, a retired chief engineer in the French

Navy,

and

was entitled :

THE

ADOPTION OF

A RATIONAL SYSTE?rf OF UNITS

IN Q uE STION OF NAVAL CONSTRUCTION.

In

the discussion which followed the reading

of these two paper8, Mr. Barnaby said that

at the meeing of the International Congress

of Naval Architects

in

Paris last year, M.

Drzewiecki read a paper

upon

the

Unifica

tion of Propeller

Design,

and had

been

asked

to

prepare a paper on this subj eot for

the

meet

ing at Glasgow. Both papers had been

sent

to

the

Institution of Naval Architects by

the

Presi

dent

of the French Congress, with the request

that the

prop

osals made

by

the author should be

considered.

They

were long papers, containing a

good deal of mathematics, and

the

Council had

decided

that

they

should

be printed in abstract

only. They might

be

said to contain two proposi

ti

ons.

The

first proposition was

that there

was a

particular form of screw having a mean pitch equal

to about 1.25 times the diameter, and having its

pitch disposed in a particular way, which would

give better

results

than any other form of sorew.

The

second proposition was

that

this being so, it

was desirable

to

use this form and no other, so that

one drawing of a screw sufficed for all purposes,

the

only variation being in

the

number of blades

and in the size and number of the propellers to suit

different cases. As regarded

the

first proposition,

the

author had

not

alluded to Mr. Froude's work,

but he was doubtless aware that it did not agree

with

the

results of

his

tank experiments. Mr.Barnaby

th

ought that there had previously existed a some·

what

widespread idea that a pitch-ratio of about

th at proposed by

the

author was desirable, but Mr.

Froude had

found to his own surprise

that

experi

ment showed no advantage in one pitch·ratio over

another

through

a very wide range, and this allowed

much greater latitude

to the

engine designer

than

would be the case

i

he were tied to a partic ular form

of screw. The e

ff

ect of a limitation to a single model

would

be

that for a given horse-power and speed the

revolutions would be

pr

e

tty

definitely fixed, because

it was well known that maximum efficiency could

only be attained with a given pitch-ratio over a

rather limited range of slip-ratio. A va·riation

from the proper rate of revolution for a given power

and

speed could only be made

in

such a case

by some sacrifice of efficiency, or by multiplying

the

number of screws used. The principal diffi

cul ty in screw design was in correctly estimating

the speed of the wake, and

the

propulsive efficiency,

and the author's

proposals gave no assistance

in

regard to these. While, therefore, he (Mr.

Ba

rnaby) thought

that

the Institution

was

indebted

to M. Drzewiecki for

his

attempt to simplify some

of their calculations, and

rend

er comparisons more

easy,

he

was of opinion that if

the

proposals

were

ad

opted,

it

would

not

help to overcome any

real difficulties, and would impose unnecessary

E N G I N E E R I N

G.

and undesirable restrictions

up

on the freedom of

design. .

Mr. Macfarlane Gray agreed very much with

what Mr. Barnaby had just said, and he was in a

better position to speak, because years ago he had

devoted much

attention

to working

on the

same

lines.

He

had, however, t o abandon his endeavour,

and only a short time before, when clearing out his

office, on his retirement, he had come across a large

bundle

of dusty

papers

which were inscribed with

the

legend Screw Dreams.

In

regard

to the

Standardisation of Units, he would strongly

impress on

the

inventors of new words the

desirability of their being of a single syliable.

They must h11ve

cur

t,

di

stinct

name

s, easily

understood.

Sir

Nathaniel Ba.rnaby at this point said he

thought the question of standardisation might

well be

referred

from

the

general meeting to the

Council of the Institution to deal with.

Mr. Archibald Denny,

in

seconding this pro

posal, expressed a pious wish that we might some

day get the metric system

in

use, and thus save a

deal of

anxiety

and trouble

in

making calculations.

Professor Biles po

inted out

that

the

word

standardising was

not

always correctly applied.

Th

e aim should be to make things uniform ;

what was wanted was unification ; and that

might

be

obtained

independently

of dimensions.

The

proposal to make a uniform propeller struck

him as being much

the

same as

an

endeavour to

make a uniform ship.

Mr.

Thomas,

at

the

request

of

the President,

said the only thing that

he

would

add

to the

discussion was

that, in the United

States,

the

desira

bility of standardisation was thoroughly appreciated.

In machine parts for engines they were carrying

O .lt this principle more completely than before,

having

standard

connecting rods, and other

parts,

through somewhat wide ranges of

machinery; the

system was found to be of great advantage.

The proceedings then terminated with the usual

votes of thanks to

th

ose who had entertained the

members

during

the meeting.

LoRD GL A

S

Go w

' s

GARDEN

PARTY.

On the afternoon of Thursday, the President gave

a garden party at his seat at

Kelburne,

near Fair ie.

This

was attended by between five

hundred and

six hundred m embera and guests. The weather

was all

that

could have been desired,

and

the visitors

enjoyed

in

perfection

the

magnificent view of

the

most romantic

part

of the Firth of Clyde obtained

from

the

grounds of Lo

rd

Glasgow's family mansion.

The castle was founded by

an

ancestor of

the

present

owner about three hundred years ago, and has been

in the possession of

the

family ever since. The

foreign members especially appreciated be

ing

able

to go over

the

castle

and

inspect

the

many objects

of interest collected during

th

e long period of time

that

it

has existed.

RE CEPTION T GL ASG OW UNIVERSITY.

In the

evening a reception was given

at

Glasgow

University. This was well attended.

E x c uRsiON oN THE

FIRTH

oF CLYDE.

The

last day

of the meeting,

Friday,

June 28th,

was devoted to a steamboat excursion

on

th e

Firth

of Clyde, the Reception Committee being

the

hosts

on

this

occasion. One of

the

large passenger steam

ers, the Duchess of Hamilton, had been chartered,

and

about

six

hundred

members and guests took

part in the

cruise.

Th

e weather again was

beautifully fine, and a

run

down the Firth was

made nearly to the end of the Island of Arran .

Additional interest wa s given to

the

trip by the

fact that the

new turbine

steamer, the King Edward,

was met off Loch

Ra.n

za. The t

wo

vessels ran side

by

side for some time, when the new boat opening

out

her engines speedily left the paddl

e-

wheel

steamer. The latter then turned

and

the party

took train from Gourock back to Glasgow.

This brought to a conclusion a most enjoyable

meeting of

the

Institution, in which all the elements

of success appeared to be present.

THE

INSTITUTION OF ELEOTRICAL

ENGINEERS IN GERMANY.

Conti

nue from

page

8

4t of

vol. lxxi .)

THE

AL LGEMEINE

ELEK

T

RI

CITATS

GE

SELLSCHAFT.

O

N

Mondaymorning,

June

24,

th

e party

star

ted for

Berlin. Arriving at noon, they went to the council

room of the AlJ gemeine Elektrici

ta

ts-Gesellschaft

[JULY5, I901.

in

the Luisen-str., first to witness a brief demon

strati

on of

the Nernst

lamp by

Dr.

Bussmann,

chief of the lamp department of the firm, which is

briefly spoken of as the A.E. G. The demonstra

tion was illustrated by many Nernst lamps of

high power.

It

is

the

high-power

Nernst

lamps

which may have a future. The small lamp- which

requires for starting to be preheated, if only by a

match, or to be fitted with a short rod of porcelain,

heated by meautJ of a small coil,

until

the latter is

cut out by

an electromagnet- is not sufficiently

convenient for

our

days, though it would have

been welcomed some decades ago. The afternoon

was practically devoted to

the

A.E.

G.

, whose

name headed the programme of the day, and

und

er

whose guidance members

star

ted on t he

ir

round t

o -

THE BERLIN ELECTRI C

ITY

wORKS.

The

Berlin

Electricity Works, commonly known

as the

B.

E. W., are not municipal, as their name

and

their

former name-Town Electricity Work

 

seemed to indicate. The B.E. W. is a daughter

company of

the

A.E.G., but may some day become

the property of the municipality. The central

station is planned and

built

on a grand scale.

The

following li

st

gives

the

actual or future powers :

H orse-Power.

Sobiffbe.uerdamm- LuisenstraEse ...

21,000

S oa.nda.uerstra.sse . ... .

14

,600

~ f a u e r s t r a s s e ..

. 14,500

Ma.rkgrafenstra-sse

... ... 2,100

Oberspree ... ...

...

• • •

.

54,000

Moa.b1b

.

..

36,000

Total

.

... ...

142,200

I

THE

R D M M L B ER

LI

N,

EL ECTRIC

ITY

WORKS.

The works at th e Schiffbauerdamm und Luisen

strasse adjoin the chief offices of t

he

A.E.G. at 22,

Schiffbauerdamm, and they

ext

end, like

the

electri

ci ty works, back

in t

o th e Luisenstra sse. Owing to

th e intimate conn ection between th e A.E.G. and the

B.E.W., one may, in a certain sense, speak of 73,000

employee of the A.E.G.

The

old est part of

thi

s plant

of the B. E. W., which has exi

st

ed since 1885, is

the

Schiffbauerdamm section.

Th

ere bo

ilerR

a

nd

gene

rators lie on the same level. The Steinm

i

iller boilers

feed five ver tical compound engines, the th ree olde8t

of 1200 horse-power, built by Van den K erchove,

of Ghent, driving each t

wo

continuous dynamos

constructed by Siemens and

Hal

ske, of the old

internal

pole type, samples of which can also

be

seen

in their own central station at Charlottenburg.

The

outer

rim is formed by t

he

large-size commutator.

The machines

run

well, and members could find

dynamos of the same

kind

being made to order

in the erecting shops of the Charlottenburg works.

The switchboard is of antiquated construction,

but

the

at tendants like it qui

te

as well as

modern switchboards. The ot her two engines,

supplied by th e Gorlitz Engine Works, each of

2000 horse - power, used to drive direct- coupled

Oerlikon dynamos. Some years ago they were re

placed by triphase generators of

the A. E.G.,

whose currents of 3000 volts are taken

to the

central

station

in the

Markgrafenstrasse to be converted

into continuous currents, as the

latter

works do

not

permit of the

required

extension.

From

this partly old

plant

th e vis

it

or passes

directly

in t

o

the

most mode

rn

ce

ntral

station of

the

Luisenstra.sse.

The Berlin authorities will not permit anything

above the boilers. The Heine wate

r-tube

boilers

are therefm:e placed high up. The feeder

mains are put in

the

cable basement. The

steam is superheated by 270 deg. Fahr. The

engine hall proper, 50 ft . high, contains three

vert ical engines of Sulzer Brothers, each of 3000

horse-power. Similar machines were exhibited

at Paris, and

haYe

already been described in

NEERI NG

in

connection with

the

Instit ution visit to

S witzerland two years ago. Th ey are four-cylinder

engines, with the

two low . pressure cylinders

arranged below

the

ot.her cylinders. The hand

wheels for th e valves are on

the

firstgallery. Each

of these engines drives direct from

the

crankshaft

two continuous-current generators, yielding cur

rents of 250 (

or

280 volts)

at

85 revolutions.

The

drum armat ure has a diameter of nearly 10 ft. and

a length of 20

in.;

the field frame has a diameter of

16 ft.

and has

16 poles.

The bru

sh-holders

are

quite separate from t

he

engine bearings, and are

adjusted by means of handwheels.

The current is utilised on

the

Berlin electric

tramways, but may be used to supply light. Two

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j

ULY

5

I

90 I.]

the three dynamos are

run

in series, to obtain

00

volts. The batteries for the traction main are

regulated

by hand ; those for

the

light mains,

utomatically. A motor (for co

ntinuous-currents

)

enerator se

r ves as booster other motor generators

are put in

th

e Schiffbauerdamm

central,

whose

main dynamos are not wo

rking at present.

THE MoABIT P owER

CEN

TRAL.

Ca

rriages conveyed the

members

to

the

Moabit

power central

station-half

an hour  s drive.

Here

the

new coal hoist was, for

the

first time, working. A

long

ir

on

structure,

resemblin

g

an

elevated railway

of light construction, leads from

th

e Spree, by one

branch,

to

the

power house, and, by another and

longe r branch, to the large coal stores in the yard.

The coal comes from Cardiff, and the conductor of

the

party,

the di rec tor of the B.E. W., Mr.

Datterer,

did not fail to

point at

the clouds of smoke the

coal produced.

The

coal

passes

direct from the

electrically-moved suspe

nded

tip-cars

into bunkers

in

front

of the Heine

boilers.

These

are

fed

with

unfiltered

Spree

water, and the

steam is, in all oases,

superheated. Economisers are also used,

but not

automatic

stokers . In the fine

generator

hall

the1·e

ar

e already

installed

three units, each

of 3600

or

4000

horse-power. A fourth unit is

in

course

of erection, and nine unit s

are altogether

to be

put

down. This is remarkable, since the company has

only a twelve years lease, after which the muni

cipality may buy them out . The engines are

horiz

ontal Sulzer

machines,

and are

fitted for

the

first

time

in the

Berlin

E lectricity Works. Triphase

currents are

generated

at

6000

volts. Two engines

run

in parallel. The switchboard is placed on the

gallery. The wo

rks

were

opened in

October last.

So far, the coal consumption

has been 2.4

lb. per

kilowatt

hour. A

crane

commands the power

house.

CONVERTER S T T I O N

The party then proceeded by

the

same carriages

to one of

the

six sub-stations. The one visited in

the

K onigin Augustastrasse, on the way to which

the Thiergarten was crossed, is smaller than the

other3, bu t was shown as most conveni

en t

ly situated.

I t was certainly

most

interesting. The currents of

6000

volts are led by five cables of 70

square

millimetres section for each

phase

to four trans

formers, placed

at

the top of th e building.

They

are provided

with

oil insulation and corr ugated

mantles,

but,

so

far

,

not with

special

ven

t

ilation

nor oil circula

ti

on, which is to

be

introduced, how

ever. The

transformers yield

six

-phase c

urrent

s of

660 volts, s

ix

phases being

preferred

to

three

as

being

steadier. Th e

transform

ers

are

for 1250 or

1100

kilowatts each.

The

six-phase currents go

o

wn to peculiar

conve.rters

of

a novel cons

truction

.

The

motor

side has

six

&lip-rings,

the

armature

six

windings, and these are connected with

the six

windings of the generator, which yields currents of

650

volts for power and of

450

volts for light. The

bject aimed at

in

these converters is regulat ion

f a more reliable kind

than

can be secured in

the

ENGINEERING

Siemens

and

Halske. These are, however, made by

the A.E.G.

Ourrent is sold for lig

ht

at the rate of 0. 55 shil

lings per kilowatt

hour

; power costs

0.16.

Elec

t ric

tramways

pay

0.10

shilling per

kilowatt

hour.

Director

Da t terer estimates the loss

in distributi

on

from the the

Moabit central

over the supply mains

at 21 per

cent.

at full load. The

station

is being

extended.

For the evening, a

reception

had

been arranged in

the hall

of

the

Exhibition for Protect ion from

Fire

and Life-saving

Apparatus,

a long way out west.

After the

supper,

at which the Director-General of

the A. E .

G.,

Mr. Rathenau, expressed the in

debtednesAof the Ge

rman

electrician

to

the British

engineer, and to which

Mr

. Alexander Siemens

briefly replied, members had the pleasure of wit

nessing a display of the

art

of the famo us Be rlin

tire brigade- a call for a med ium fire, and its

prompt extinction. .

A.s long as only

part

of the programme has

been

exhausted, gen

era

l remarks

on

the visit of the

Instituti

on

to Ge

rmany

would

be premature.

One

point should, however, be touched upon. When,

in 1899, the Director-General of the Allgemeine

El

e

ktricitat

s Gesellschaft invited the Institution to

Berlin, German

industry, and German

electrical

indu

s

try in

particular,

were enjoying

a period of

brisk

prosperity.

That

period

has

passed. The

depressio

n,

which has meanwhile

set

in, hardly

showed itself at

Berlin. But

when the preside

nt

of

the Dresden

section

of

the Association of German

El

ectro-technical Societies, whom the

Insti

t ution

joined at

Dresden

on Thursday, June 27, welcomed

the guests from England and Germany, he could

not

refrain from dwelling upon

the

sad fact that

Saxon indust ry and some of the ir colleagues had

received a hard blow. The lavish hospitality which

the Institution

had

met with everywhere in Hanover

and Berlin, notably by the two

great

firms, the

Allgemeine and Messrs. S iemens and Halske,

became somewhat embarrassing under these circum

stances. I t was offered in too kindly a way, how

ever, t o allow of a

ny declining;

but members asked

one

another

how they could return the kindness.

We proceed

with our

report. The first day had

been devoted to

th

e Allgemeine

Elektricit

a

ts

Gesel1schaft,

whi

ch since 1897 has alone built

and

co

ntrolled the

Berlin

electric

ity

works; and has, as

we

pointed

out,

had

a

great share in

the works of

t

he

earlier

days

.

The

Markgrafenst rasse

Central

was, however,

built by

Messrs.

Siem

e

ns

and Halske

,

who have also

been

concerned

in

other centrals.

Tuesday, June 25, was Siemens and Halske day.

Memhers were

not

any more spared

than

on the

day before. One could

not but

regret to be

ru

shed

through

works

of

such great interest.

But it

could

not

be helped, for

ther

e was another amazingly

long programme ; and so i t ~ ill, no doubt, continue

till the end of the excursion.

By steamer, the party, which comprised a good

many Ge

rman electricians at tached to other firms,

proce

eded

down the S

pree.

transformers. A detailed description of these con- THE CABLE WOI.tKS

OF

SIE:rtiENS

AND HAL

SKE

AT

verters, known in similar types in England, will be NO

NNEN

D.A.Ui\I.

shortiy. Three of

these

converters are

On

the wa.y the members could

se

e how anxious

for power,

one

for light. The switch- the

Berlin

people are to advance their shipping

oard

on

the gallery,

intermediate between

the

trade,

which,

if

we study only tonnage, ranks

converters and the transformers, is set second in the empire,

and

which is more

important

electricity

meter

s,

phase indicators,

pr

o

jecting in the

metropolis

than

t

he

railw

ay

trade.

At

the

handles

for the high-tension connections, and t

he N

onnendamm,

Direct

or von

Eicken

divided the

instruments .

n

front

of it

are

horizontal memb

ers

into

groups, which were then conducted

a

nd

wheels for starting, &c. through

the

works, large lab els

telling the

visitors

The dis tributing cabl

es

contain a test wire, which what could be

seen in the

different works,

where

give way if anything should happen

to

conversation is hardly

po

ssible.

he insulation of

the

cable,

although it

may The cable factory, which was opened

in

the summer

entirely

br

eak down. When this wire melts, a of 1899, lies a little way out of town, between Char

electromagnet falls on

the

switchboard. Th e lottenburg and Spandau, on a private canal, on which

puts it on again ; if it drops again, a

ferry

boat plies,

taking

two ra il way wagons.

is wrong. That cable is now cut out, The raw materials arrive by this boat, cranes taking

a man is sent down

the

line

with a tele-

the

wagons off

the

boat on to a rail track ; but

the

in his pocket. He goes along the cable connection with the rail way system on the other

until

he

finds the fault;

he

then telephones side is not complete yet. Some of the raw materials,

using the damaged cable as line.

This rubber,

&c., are so far

obtained

from Siemens

e is

due

to

Mr.

Schreiber, of

Brothers.

The employee live mostly in

Berlin

or

W. The ar ra

ngements

down below in

Charlottenburg

. The

main

building of five or six

cable base

ment

also

claim attention.

Con- storeys

rests on

piles. Combu

st ible stores

are

with

the cable is made

with

the aid

of a

housed

on

the

upper floors,

in

which wood has

been

liding

truck,

pushed backward by hand. When

it used in

building; all

one

can

hope to

do in case of

been

pulled

forward,

the

main

fu

se can be a fire is to prevent

the spreading of

the flames,

and

by hand.

Th

ese fuses for curre

nts

of that is easier when

the

goods are

in the

upper

1000

kilowatts

(130

ampere at

6000

volts) storeys. The storerooms are under lock and key,

silver wire, partly buried in magnesia of course, and Mr.

V

on E icken has fixed little iron

ilicate or soapstone) like the well-known fuses of, boxeR to

both

sides of

the

iron doors . E:lch box

9

contains

the

respective key,

and

is ope

ned

by his

own master key. Register clocks for the em

ployee which point the exact

minute when

a

man ~ n t r s and leaves his shop, seem to be

very

popular

in

Berlin. The sanitary arrange

ments are excellent ; it must be understood

that

men

and women work in

the

same rooms

together, and that the law prescribes

certain rules

which

need

not necessarily be well observed, how

ever. There are no bath- rooms,

though

;

but

every

employe

has

his

cupboard. The dining-room

is much patronised; a warm

meal

can be

had

for

less than twopence.

A

re

al

description

of

the

works

ca

nnot be

at t

e

mp t

ed.

The

la rge hall

of

the

main

building,

which has stairways and lifts in each gable, is

excellently ventilated ; so that, although hot lead

presses, manufactured by the Grusonwerk of Mag

deburg, hea ting, drying, and impregnating stoves,

and machines for putting on the compo.und, are work

ing not

far

from one another in large

numbers,

no

smells are noticed. The vapours are

drawn

offfrom

the covered-in lead presses and vessels in which the

compound is heated, by

steam

coils. The hot presses

do not work rigorously

without interruption

;

but

the refilling of t

he

chambers

with

liquid lead from

above, and putting on the plungers, which exert a

pressure of

several hundred atmospheres,

is so

quick a process

that

the lead remains plastic,

and

the

seam,

where

a

new

section begins, can

scarcely be

noti

ced. Some cold processes ,

in

whose

construction Werner

von Siemens

had a

hand,

are

al

so

in

use. Both the A.

E.

G. and S. and H. - to

use the customary abbreviations- make land a

nd

river cables chiefly,

and

only occasionally sub

marine cables of s

hort

lengths. Tanks of con

siderable depths are hence

not

required. T ~ e

testing-rooms, through which

the

crowd could not

be conducted, are splendidly ap poin ted, and mis

understandings between

the

ge

nt l

emen at the in

struments in their closed rooms, and t

he

attendants

sitting

over the

tanks,

are rendered impossible.

Records have been kept of all cables since the

initiation of cable manufacture. The compound

is put

on

by means of a vertical revolving disc

with distributor

s

hutes on

either s

id

e. The com

pound

flows on the cable in a regular st

ream,

diverted respectively to the right and left.

Sulphur

alone is

said

to

be

used for vulcanising.

The rubber

is put

on mostly

in two tapes, applied

to

both sides of

the

wires and then

cut

by machines.

There

are not many

machines which force

the

rubber

through

a die, producing a continuousand seamless

rubber

sheath; the

latter

method

is not, as a rule,

used for the best kind of wares.

Gutta-percha

is only applied in this way.

Th

e examinat ion

and repairing of rubber-covered wires is very

carefully conducted. In the other rooms, all kinds

of wire covering, braiding, stranding machines,

&c., were seen in busy work. The thinnest copper

wire has a diameter of

0.06

millimetre. The

machines which cover dynamo wires are driven

by twis

te

d

leather

strap-cords, not by

gutta-percha

cords. Some silk-covering benches of Krefeld are

probably novel. The paper rolls are out in to

narrow strips, which are then reeled to form hori

zontal discs, burnished by

hand

with paraffin ; these

discs

are

of considerab le stiffness.

The

floors of the rooms

are

covered

with

asphalt.

The

brass

foundry,

which supplies also

some

other

establishments

of

Messr

s.

Siemens

and Halske with

cast

ing

s, contains four Piat-Baumann

furnac

es

and

four

crucible furnaces. The power

stati

on forms a

special building.

Four water-tube

boilers and

two

vertical steam dynamos, each of

600

horse-power,

have been put up. The engines are of

the

triple

expansion type of G. Kuhn, of

Stuttgart

; ample

space has been left for extension. Continuous

currents are generated at 220 volts ;

the

power

transmission is only over short dista

nc

es, of course.

Lighting and power currents are

qui

te indepen

dent, as seems to be the general practice. A few

words should

be

said concerning the small

se

wage

wo

rks

of the factory.

I t

is

on

the Rothe system,

and answers very well. The sewage passes

into

a

well and conduit, in which it is mixed, first

with powdered lignite - l igni te

briquettes

are

much used as

fuel

in Berlin,

also in the

works

and t

hen

with

acetate

or sulphate

of aluminium;

these

materials

are introduced through lateral

conduits.

The

mass passes into a we

ll

which is

constructed

like a gas-holder. The effluent is

drawn off, a vacuum being created above it, and

the sludge compressed in filter presses with the

a

ddition

of lignit e, finally to be burned. The

•

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•

10

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

[ J U

LY

5,

1901.

TRIPHASE

ELECTRIC MOTOR FOR MINE PUMP.

CONSTRUCTED BY THE ELEKTRICITATS ACTIEN

-G ESE

LLSHAFT, FRANKFORT-ON -MAIN.

(

F

 

·

Desc1 iption,

see

P

ag

e

12.)

P · 7.

•

. ·'

little

value. Although the day

sultry, no smell whatever

betrayed the

character

neat sewage works, which are managed by

man, with the help of an occasional labourer

a few electric motors.

Upstairs, in the main building, a kind of museum

been arranged, stocked with novelties of

great

The

electro-n1etallurg

ic

al department,

which Dr.

Fr

olich presides, had some large

carbon electrodes for electric furnaces

retort-carbon bars cemented

ogether. Further,

there

were specimens of

Dr.

Egle has succeeded

obtaining direct from New Caledonian ores,

e of iron,

by

means of sulphurous acid.

not

be ascertained ; the electro

ca l department is, of course, not open

the

public.

It

is planned to reduce

the

nickel

New Caledonia to almost pure protoxide ;

further,

to

smelt

it over in Europe. Electro

zinc

direct

from

the

ores was likewise ex

but it was not claimed that

the

process

satisfactorily. The other products were

s and alloys reduced, with the aid of calcium

from mixtures of chlorides

and

oxides,

copper-silicon, and

an

alloy of copper,

and a little silicon. The firm claims this

their

invention,

and

has applied for

protection.

Among the ot

her

exhibits were Hughes' type

riter

driven by

an

electric motor, electric

rudder

and steering apparatus, used

in the

rman

Navy; Sellner ship-signalling lamps of

colours, worked on the Morse code, with vari

scale; p l t i n u m ~ r h o d i u m pyrometers for tem

peratures

between - 80 and + 1500 deg. Cent. ;

water-meters for both large and small flows

com-

bined ; dry-cells of llellesen, combined volt and

ampere

meter

s with two scales ;

and

a telephone

cable containing 1027 pairs of wires,

the

wires being

separated at the one e

nd

for exchange connecti?n,

and dissolved

after

the

manner

of

a

genealogtcal

tree

at

the

other.

THE CHARLOTTENBURG

Wo xs

oF

M

Ess

Rs.

SIEMENS AND H AL SKE .

After a

very

enjoyable lunch on b

oa

rd the

steamer the

party landed at the Charlottenburg

Works

the

firm, which again have connection

only with canals, but

n o ~

with railways. There

Dr.

Zickermann and h1s colleagues had suc

cessfully

taken great

pains to provide a pro

gramme which enabled

the

members to learn a

•

•

F0.2

•

-

•

•

•

•

•

f i9.3.

•

•

,

•

• •

•

•

•

•

•

. ..

I .

•

.

•

•

•

•

•

•

Jm

s

•

(

great

deal

in the

shortest possible time. After

being photographed a process

rep

eated ma

ny

a time, of course- the

party

was divided into

groups, and each member handed

a

type-printed

pamphlet in which 102 objects were

number

ed

and

briefly described, both

in

Eng1ish

and

German.

To eaoh characteristic machine or apparatus to be

shown a big

nu

m

her

had been attached, so that

members had

no

occasion to trouble

their

guides

with many unnecessary preliminary questions.

Some direct questions remained, of cours{ , un

answered. Everywhere mem \)era of

the

stafl' were

ready for experimental demonstrations. We shall

be unable to do more than mention a few items.

•

I

I

•

I .

r

Fig.

4  

•

•

•

•

•

-

. .._

_

- -- -

Th

e works were once

the

chief factory of

the

firm·

their front is in the Franklinstrasse. Some

u i l d ~

ings

are

old, and

so

is the power central, with its

dynamos of 700 ki lowatts

a.t

220 volts, whose com

mutator rings encircle the

armature

and

the

whole

machine. But good work is done

in the

departments

for dynamos, transformers, appara tus, instruments,

c. The power transmission is more

by

counter

shafting than by single electric motors. Within

one the largest triphn.se curre

nt

generators for

850 ktlowatts and 8000

vo

lts at

83

.5 revolutions

and

50 cycles, with a.n

externa

l diameter of 8 metres

(26 ft . ), was suspended the t iniest tr iphase g n ~

ra tor made- 8 centimetres

about3 in.) in

diameter.

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•

THREE -C YLINDER

~ 1 P O U N D

L 0 C 0 0

T I \

TE

F O R

TH

E

NO R TH -EAS

T E R N

RA

IL

y r Y .

AT THE COl\IPANY'S \YORK

R,

GATESHEAD; 1IR. \YILSO N LOCO l\IOTI TE SUPERINTEN DE

KT

.

F

or

Desc ·  ption 

see P  ge 13 )

•

•

•

•

•

•

.

In

the la

rg

e dynamos t

he

terminals are cove red

by

insulation bells, ou t of which a secto r is c ut so as to

mak

e them

fi

t over the wire ; such a bell is held by

a

china screw.

An

ot

her

tripha

se

ge

nerator

for tur

bine driving was constru cted for a circumferential

spe ed of 40

metre

s per second, yielding a t 375 rev o

lutions 700 kilowat ts at 13,500 volts and 50 periods.

A continuous-current generator for 90 kilowatts at

110 volts was run at various loads , from full to

idle, si mply

by turnin

g t

he bru

sh

rin

g with the

aid of a

lever;

no commutator sparking could

be de

te

cted, a

nd

t

he

me te

rs

indicated a very

smoo

th

g

enera

t ion. The

tripha

se moto rs for

powers from 750 up

to

2500 horse- po wer , and

curren ts of 2000 volts at 800 revolutions, moun ted

directly on the axle, are for high-speed rail

way s.

Triphase

mo tors are started with a small

resistan ce in the rotor, which is then

th r

own out by

cen

t rifugal force. A small-size

triph

as e motor was

running under water. Brakes for electric traction

are cons

tructed

either simply as solenoids, one of

which for 500 volts stopped with remarkable

r apidit y ; or, as an electro-magnetic

di

sc attracting

- - - ~ · - - ·

-

,

an

ir

on disc opposite ; or , for small powers, as

F oucault current gen era tors. F or exp eriments

with lifts, a skeleton mast, 63ft.

in

height, has been

pu

t

up

at t

he

wo

rks

;

ove

rload

is

prevented by

a.n

el

ec

tro

magnetic brake with

an

S -shap ed arma ture.

A one-rail locomotive for ship haulage with two

whe els in

tandem,

weighing 3600 kilog

rammes

and

hauling 900 kilogrammes, was also shown ;

further

rock drills for hard

and

soft rock, and

other

tools,

driven by flexible shaf ts.

The she et -stamping machines of the late Mr.

Hundhausen, of t he firm, pick up the core sheet

pn

eumatically,

pu

t

it under the

die,

and

remove it

again pneumatically. Next to the

se

two machines

stands a mac

hine

which

cuts

two

pairs

of holes,

close to

on

e

an

o

th

er, out of plates of large dia

meters

at

the time.

The

sheet-

ir

on waste

is

converted into resistances with asbestos insula

tion. Various insula t ing compounds are employed ;

among others asbestonit, by means of wedges

of which the coib, whi ch may project a long

distance out of th e

ir

slot@, are fixed ;

rubber

asbestos, mechanically and thermally strong, and

. 

eshalit ,

an

especially good insulato r. Of the

I

but horizontally-ar ranged vacuum cut-out s on the

ir

common resista nce ma

te

ria

ls,

consist

ing

of

ir

on

and I

tour, in the O

er

likon Wo

rk

s.

In th

e re

vers

nickel, nickelin has a higher tempe

rature

coefficien t

in

g switches for crane motors, a

lever

s

tands

ve rt i

than rh

eo

tan. Switchb

o

ards for

low

ten

sions

are

cally b

et

we

en

t wo rows o f

yi

e

ld

ing

carb

on

contacts,

fi t ted with small distribution fuses, cylinders of arranged oblique ly in such a cur ve that the lever,

china containing a · silver wire, exvosed

in

one when

turned

to the o

ne

or ot her side, g

radually

part, and provided with screwed-down cov

er

s. F or t hrows n more resistance Th e new automatic

higher t ension, tubes of

pr

essofahn, a ce

llul

ose pulp

ac

c

umul

ato r double-cell switches

are dr

iven

by

a

compo

und,

is used, co

nt

a

ining

each a strip of t

in.

small

el

ec tric m

otor,

which

is

che ck ed by a

pa

wl

A collect ion of safety appliances, con

st

ruc

ted

to th e und

er

con

tr

ol o f an el

ect

ro-m'l.gnet.

rules of t

he .A

ssociatio n of German

El e

ctrician s,

Th

e F ern

ni

s me

ters

for

phc:t.

se

curr

e

nts act

with

had been arranged,

and

fuses were blown for

the

most s atisfactory

pr e

cision,

and are

highly sensit ive,

edificat ion of members. Th e marine installations, though h rQly affected by ex

te rnal

ma gn

et

ic dis t

ur

wi th wate r tight boxes, were s

uppli

ed by th e Vienna bances at all. Th ey

ar

e made

by

sons o f me

mb

ers

branch of the firm. should

be

made of of the staff, in a special shop over which

the tube or bay o

ne

t te s witches, in which a vertical Schrottke and Schrader pre side, who explained

bolt is pressed in to

and

to

rn

out of the split con-

their

constru ct ion and operation. F or curren

ts

of

tacts. They are n ow made in many sizes for all more than 500 vol ts and 100 amperes t hey are pro

tensions, a

nd

ke

pt under

oil

in

mines.

The

arc is vided with special

transf

ormers, china cylinder s con

interrupted

simultaneously in two places,

and

taining a china bell, very cleverly arranged. Such

drawn into a narrow insulating

tube;

the extin-

current

transformers

are

constructed of 6000 am

guishing effect is still fur ther increased by metallic peres capacity as a maximum. In electricity meters

rings which act as radiators. Members saw similar choking coils can replace

the

transformers for

te

n-

t t

c-:

t-1

*'

  \

-

 

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0

-

 

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•

•

7/17/2019 Engineering Vol 72 1901-07-05

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i2

sions

up to

3000 volts.

The universal instruments

mark simultaneously pressure, current intensity,

and effect;

others

indicate the tensio

ns of

the

three

phases, and testify by their

perfect

agreement

to

the

quality of

the

generators.

In one of the testing

fields

of the

works,

Dr.

OchlschHiger short-

circuited

the central

power

station

of the Franklinstrasseby means of

a

tin

fus e

of the

type

described.

He

demonstrated also the

application

of

the

Foucault

current

brake

alluded

to,

which

was fitted

for

torque

determinations, and di

s

played

the

horn lightning arresters,

and

a

hand

machine for

we

ldin

g by m

eans of alternating

cu rrents

of 1800

amperes and

4 volts.

In the

wo-rks, ha

nd

soldering irons are

employed,

in

which

the

tool is

heat e

d by the arc. Before

describing the

experi

ments conducted

in

connection with the

high-speed

railway, which the visitors could see in the works,

we

will just

mention

that

the arc lamp dep

a

rtmen

t

is well

appointed. The

firm.

supplies

enclosed

arcs

1vhen

asked

f

or, without recommending them.

THE HIGH-SPEED ELEC

TRI

C

RAILWAY.

The journey by

electric

tramcars

from

the

Charlottenbur

g

works to the experimental track

of

the firm at

Lichterfelde,

n

ear

Berlin) was

not

very

impressive. A

train of seven

cars, several

time

s crossing

from one

line over

to

another,

on

a

route which is not

u

se

d

in ordinary

service,

cannot travel at a rapid rate.

The public press

h

as had a

good

deal to say on the

high-

speed

mili

tary

electric

railway line Berlin-Zossen,

now

under

construction,

on

which electric t

rains

are to

run at

speeds

of

200 or 250 kilomet.res, with mo

to

rs

fed

from an overhead 10

,000 volt

triphase lin

e.

Part

of t

he work,

which will have no

siding

s

whatever,

is

finished.

But

whether

many

people will

care to

travel at 150 miles

per hour remains

to be seen;

many

electricians

certainly

declared that

they

would be sa t

isfied

with

a

more

modest

speed, and

until the

r

ea

l

se

rvice is

opened the

discussion

of the

maximum

possible

speed may be suspended. We

may state, though, that the

car,

constructed by

Messr3.

Siemens

and Halske,

ha

s no plough-edge

ends, because it

is considered that

at very high

speeds the shape

of

the car front will

have

li

ttle

influence

compared with the

effect which

the

a

ir

cushion

travelling with

the car will exercise.

The

q ue

st

i

on of

a

hi

gh-speed electric railway, which

ha

s

been

creeping

up aga

in

a

nd

again during

the

past

fifteen years, h

as been taken

up

by

the

St

udien

gesellschaft fiir Elektrische

Schnellbahnen,

  a

nd

tw

o firms,

the

A

.E.G. and Siemens

a

nd Halske,

are

each experimenting

and

preparing

complete

outfits.

The

Zossen

line

is to be

opened this

summer, it is said.

The experimental track of Siemens and Halske,

which has

done duty since

1899,

ha

s a

length

of

one

mile.

The construction of their

high-tension

trolley line has

already

been

approved of for the

military rail

way.

The

t

hree

wires

are

st retc

hed

above one another on

the

same

plane

on

poles ; a

net of guard-wires

is underneat

h.

The

1ine

insulators are

held by a strong

vertical

rod,

bent

over at its two extrem

ities so as

to

fo

rm

a bow,

the

chord of which is

subdivided

by strong

spiral

springs,

so

that the bells are

elastically fixed.

Against the wires

three

sliding bows rub

later

ally.

Their

bases were first

ananged

behind

one

another

on the

top of

the

locom

ot

ive

or motor

car.

I t

has

been found preferable to

attach

them

all

to a hi

gh

contact pole, which,

of

course, swings a good deal

when

the

locomotive

is running

throug

h

the short

track,

and

does

not

permit, so far,

of

speeds

of

more than

60

kilometres-nearly 4.0

miles.

The

bows are

copper or

aluminium bars. At

t

he

bottom

of

the

pole

we notice three

rings, again

st

which

forked brushes bear

to conduct

the

current

down

into the transformers.

Each

sliding bow

contains

an

insulator,

the

connection with the rings

being established by

special

wire branches and

a

strong sp

iral

spring

.

The three levers

all turn

to

the same side

-

the

whole

pole turns

about it

a ver

tical

axis

and

is

sw

ung in-and

horn

lightning

arresters,

with

double horns,

i .e

.,

each h

orn

con

sistina

of

two wires

converging

to

a common point,

are p ~ c e d on the other.

The

lowe

st line

wire is

about

18

ft. above the sandy

soil.

The

experimental motor

car

is

of normal

gauae and

has a

length

of

4 meters

(13

ft.) ; it

~ ~ n

two

axles,

with

a wheelbase

of

2.8

meters;

the wheel

diameter is

40 in.; and the

whole

car

weighs 40 tons. Th e shape

of

the high

Bpeed locomotive,

w h ~ c h must

not .confo

unded

with the motor car, 18 that

of

the mtnmg locomo-

E: N G i N E £ R I N

C

ti

ve, adopted also

on

the London Central Electric

Rail

way,

the car

being

in the centre

; a locom

ot

ive

for

a 10,000 vo

lt

line r eq

uires, of

course, a special

complete

outfit.

The

general

plan

has,

in

both

cases, been

to earth

most carefully everything

which is

not highly insulated

and

placed

out of

reach.

One accident

happened

in the early days:

a

fitter

was

killed

on

the

roof

of

the

car,

where

he had no business to be. The

locomotive is

built in

iron,

a

nd provided

with

a compressed-air

brake and

a

hand

brake;

no

electrical

braking

is

in

tended.

The

central

cab,

in

which

Mr

.

Reichelt,

the

chief

constructor of

this

department, and

two

men

can

comfortably

ride,

contains four levers for

forward

or backward

motion,

star-mesh

connection,

and

for

the

motors

and air-pump.

The

t r a n s f o r m e ~ a

which.

are hori

zonta

lly arranged, and the rheostats,

driven

by a chain,

are

placed

in

the sloping por

tions front and rear. The car is symmetrical

as

regards front

and rear.

Current

is generated at

10,000 volts in a

rope-driven dynamo on the spot,

and

passes

in to

the

line

described. From

the

bows

and

rings a first

branch is taken down

to

a

small

transformer,

which

reduces the tension to

1000 volts

for

the

air-compressor motors. A second

branch

leads

to the main transformers.

The

two

motors

of

the experimental

car,

each of

30 horse-power,

with a maximum output of

120

horae-power, work

at

750 volts.

The

Zossen loco

motive has

two bogies, each of

two

axles,

and

four

motors,

each

of

250 horse-power,

able

to

stand

a

temporary

overload

of

1000 horse-power .

The main

transformer

cores of

the

locomotive

are

connected

by

double

yokes,

and

cooled by

longitudinal

slots,

through

which

the air rushes when the car

is

in

moti

on.

These slots are

lined

dust and

water

proof.

The

sheet-iron

case which encloses

the

transformers

is

suspended on

the

car

beams.

The

primary

windings

are

permanently joined in star

fashion.

The

secondary

terminals are

led out

to

separate

switches, which

connect

them

in star

fas

hion for

2000 volts, or

in

mesh fashion

for

1150 volts.

These

switches, as well as

the motor

switches, are

placed in

closed boxes below

the

car

fl

oo

r. The switchesare

of

the

tubu

l

ar or bayonette

type,

previously mentioned, and

are

worked by

compressed air,

the

lower

part

rising or falling.

F or switching-in, compres

se

d air is a

dmitted; cut

t ing

out

is effected

by

means of a

spring an

d

latch

mechanism ;

the

compressor is driven by a 3 horse

power motor.

The

intermediate motor

switches

are

of the

same type

;

tubular

fuses with tin strips

are

u

sed. The triphase motors make

880 revolu

tions, and'

are constructed

for

45

periods.

The

re

sistances

are

made

of

Kruppin,

and

are

assembled

in

flat boxes fixed

to the

car sides beneath

the

windows.

Mr.

Reichelt

permitted members to have

a

ride

in the mot

or car,

and

also examination of

the

loco

motive, which was, of course,

not under current

then. When he rushed past them

on

his locomo

tive, members kept

at

a

respectful

distance.

Mr.

Ehnhart explained the arrangements

of

the

switches,

&c.,

in the

works

and on

t

he spot

.

Some

of the

m

emhers paid

a vi

sit to the

Wannseebahn,

near by there,

on

which one electric

train is

now

running

every day.

The

electric

equipment,

which is due

to

Messrs.

Siemens

and

Halske,

of

this

railway,

and the equipment

s, have

already been

described

in

T

RACTION AND

TRA

NS

:\II

SSION. Mos

t members were, however,

glad to

r

eturn with

out delay, and

to retract

any gr umbling

about

insufficient

time

for

study

which

they

might

have

uttered

during

the

day:

although

Messrs.

Siemens

and Halske had

once more fortifi

ed and

detained them by a ve

ry

acceptable

afternoon

lun

c

h.

' '

We postpone our

description of

the

high-speed

locomot ive

of

t

he

All

gemeine

Elektricitats-Gesell

schaft.

To add a few

historical

notes

:

the

firm of

Siemens

and Halske

was founded by a1·billery-lieutenant

Werner

Siemens

and eng

inee1·

J .

G.

Halske,

who

opened

a smu.ll telegraph

factory

in 1847, in t

he

Schoenebergerst

ras

se of Berlin.

During

the stormy

years following

the revolution of

1848,

the

P

ru

ss

ian

Government laid underground

cables, which were

not well

protected,

and failed soon ; W

ern

er

Siemens

had

been

consulted,

but

his advice n

ot

he

eded. A

rupture

of all

relations

with

the

Government

ensued.

In the

Crimea,

both the

Russian

and the British

armies

used Siemens

telegraph apparatus. In

1849, 'Villiam Siemens

had already established business

connections

in

England. In

1851,

the Markgrafenstrasse

works

[J

uLY

5, 1901.

were

started in

Berlin. 1

1

he Ca.gliari-Bona (Sardinia

Algier

s)

cable was

supplied to

Messrs. Newall

and

Co. ,

of Gateshead,

in 1857.

The

first dynamo

machine was

shown in

1866

; the

differen

tia

l arc

lamp

and

an electric railway

were

first

in

opera

tion at the Berlin

Exhibition

of

1879.

The

works

in

t

he

Franklinstrasse

at Charlottenburg, datin

g

from

the early

eighties, w

ere

fi

r

st in t

ended as

a cable factory

and

machine sh

ops

.

Rail

way sig

nalling

apparatus

we

re

transferred from the Mark

gr

afenst rasse

to the Relmholtzstrasse, where inc

an

descence l

amps

have

been made since

1899. This

year

new

arc lamp carbon

works have

been

o

pened

at Lichtenberg,

n

ear

Berlin, and

new

genera

l

admin

i

strati

on buildings

are in the course

of

erect

ion

at

t

he

Askanische

PJatz

.

In the year

1900,

the

three

sister-houses,

Berlin-Vienna,

London, Peters

burg, employed

19,000

men,

including

4000

officials.

Werner von Sie m

ens died in

1892.

His brother

Oarl,

and

his two sons Arnold a

nd

Wilhelm, who

joined the

I.

E. E. on their rounds, are on the

board ;

the

directors

are

Messr3. Boedicker, Budde, Raps,

Schwieger,

Dihlmann,

all technical

men, and Dr.

Berliner.

T

o e oontilnued. 

LAHMEYER

TRIPHASE

ELECTRIC MOTOR

AND

MINE PUMP

TH

EElektrioitats Actien-Gesellschaft

W.

Lahmeyer

and Co. ), of Frankfort-on·M:ain,

in

conjunction with

the firm of M

es3

rs.

Ehrhardt

and Sehmer, Schleif

muhle, has recently

co

nstructed a large pumping

plant

for mines. The pump is triple acting, and can

raisA

from 1

to

12 cubic metres (35

to

420 cubic feet) of water

a minute

to

a height of

750

ft.

to

900

ft. when running

at

214 revolutions. The

plant

was shown

at

the Paris

Exhibition, and developed from 75 to 100 horse-power

with currents of 500 volts and

lOO

periods at

th

e

normal speed (214 revolutions). The motor is illus

trated in Figs.

1 to 4

on page

10.

The exciting

co

ils

are fixed in

the

cast-iron casing,

to

the sides of which

the

bearings are attache d. The field ring has a

diameter of 1.9 metres, and a

width

of 170 millimetres

(6

ft.

2. 7

in.

by 6. 7

in.). The revolving arma ture

has an external diameter of

1.

700 and

an

internal dia

meter of 1.500 millimetres (5 ft. 7 in. and 4 ft. 11 in.);

it is fixed

to

the shafti by means of two

sh

runk·on

rings. The exciting circuit comprises twenty-eight

poles

; the

coils forming these are embedded in mica

nite tubes;

the grooves have sections of

20

by

34

millimetres (0.8 in.

by

1.3 in.), and contain each

thirteen wires, 4. 8 and

5.

3 millimetres

in

diameter. ·

The armature winding is formed by copper rods,

placed in half-open grooves, with sections of 11 .5 by

27.5 millimetres.

Th

ere are

three puallel

fiat rods of

3

by

9

millimetres. This winding is of

the star

p

atter

n,

and

the free ends are

taken

to three slip

rings, and by brushes can be joined

to

the

starting

resistance.

There is li ttle danger of sparking from these slip

rings. Every precaution has

to

be applied in

the

possible presence of explosive gases

in

mine work, and

the

motor has been provided with a short.c

ir

cuiting,

brush·lifting device, lest

the

accidental taking off of

one of

the

brushes should lead

to

sparking. This

device will be understo

od

with

the

help of Fig.

4.

Con tact springs 0

1

, C

2

have been fixed

to the

box B,

which bears

the

alip·rings

8

17

8

2

, Sa. Th

e springs are

insulated , and connected in pairs with

the

slip·rings

by the parts

V.

There are also knife contacts ::r¥

opposite the springs C fixed

to

a sleeve which glides

over

a

spring. These contacts M

fix into

the spring C

when

the

sleeve is axially shifted.

When this

move·

ment has been effected,

the

contacts

M

are connected

by

the

ring R ; this operation short-circuits

the

rotor.

When

the

motor has been

started, and

all

the

res

is t

ance has been c

ut

out,

the

axial shifting of

the

sleeve

can be accomplished with

the

aid of

the

lever, \vhich

will be seen in Fig.

3;

afterwards

the

brushes can simul

taneously be taken off with the help of another lever.

• ince any stoppage of the pumps may be of

disastrous consequences in a mine,

the

greatest atten

tion has been paid

to the

design

and

co nstruction of

the

motor,

to

make

it

s working thoroughly reliable.

Oaly the best material  mica and micanite- have

been used as insul

at ion;

all

put

s subje

ct

to wear

ar

e

of

ample dimensions. After a

7

hours'

run at 75

horse

power, the temperature did not, in

any part

of the

motor, ri se

by

more

tha

n 20 deg. Cent.

At 500

volts

the

idle

current

amounted

to

about

34

amperes, and the useless energy

to 3.6 kilowatts;

cos.

>

is

0.8 wi th a

load of 75 horse·power.

The weights of

th

e differ

ent parts

of

the

motor

are :

Stator ...

Rotor ... ...

Two fram es ...

Shafb ...

...

Total

...

. 2670 kilogrammes.

.. . 2345

..

. 1652

343

. .

,

.. . 7010 kil

og

rammes

7

tons)

-

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E N G I N E E R I N

G.

I

j ULY 5

1901.]

holes when

the

work is held in a face- plate chuck,

TURRET

L A

THES

AT

THE

GLASGOW

fitted to

either a

la

t he

or

a boring mill.

EXHIBITION . In most shops, we find that the bulk of this work is

O

NE

of the newest things in tu rret

lath

es, to be seen done upon an ordinary lathe with fairly high

o ~ n t r e s

the Glasgow Exhibition, is a heavy one

wi

t h hexa- and with ordinary internal slide-rest

to

ols.

1s

now

l turret, exhibited by Messrs. Alfred Herbert, generally recognised by works m a n a g e r

t ~ a . t

tf

m ~ c h

ed. t will take a i n . bar of stook through of this chucking work has to done, 1t. 1s a

p a . ~ 1 0 g

e spindle, a

nd

it is capable of

taking

a

ny

reduction investment to

put

down a spe01al ohuc

kmg

maohme,

to

1 in., with one

cut

from the full si ze of the bar which combines the mo re important features of a

to a e o g ~ of 4ft.

We

reproduce on page 6 bo th high-centre lathe fitted with a substantial chuck, and

photograph and l i n ~ drawings which clearly show of

a.

turret lathe. So me of the new types of chucking

e general ar

ra

ngement of the machine.

la

thes or as some people call them, surfacing and

. f t

The machine has

a.

12-in. headstook fitted with two boring lathes, now embody th e mam

ea.

.ures men-

os of friction back-gears, so con

st

ru

cted

that

e

ither

tioned.

ay be engaged without stopping

the

lathe.

In

some A machine of this class, recently designed

and

made

spects the detai ls a

re

similar to those of the headstock

by

Messrs.

J.

Lang and Sons, and now to be seen

at

ted in ENO INEERINO , February 22 l

as t

, page the Glasgow Exhibition, is illustrated on pa ge 7. A

an important point of difference being that instead consideration of the desirable features that should be

the single-gear drive

fr

om th e cone pulley to the incorporated in such a machine this, will show

~ h a t

ack shafc, as is

there

shown,

this

machine has two the machine in question has mo st of them embod1ed.

airs of gears. A movement of the second handle, seen The machine is generally required to not only bore

out

th e front of the h

ea

dstock, may cause either of th ese a hole, but also to face off a portion of a casting.

gears

to

actively drive the back-shaft. The

other

This means that the diameters of

work

to be turned

andle is us

ed to

w

or

k the friction drive within the may be very different ; as, for instance, in the case of a

one and spindle gear, as in

the

illustra tion referred to. change wheel which has to be bored, and faced

at

both

t will t hus be seen that

the

spindle may be given

the

hub

and the

rim

at

one setting . To

get

reasonable

r

ee speeds of rotation without the movement of speeds of out for

both _borin

g and i n g ~ this e a ~ s a

ither

of the belt s. The countershaft may have either quick method of changmg the speed of spmdle rotatiOn.

f two speeds by striking the driving belt,

and

the In the machine under consideration, t his

is

obtained by

has three steps; thus,

the

whole combinat ion friction back-gear. A reasonable number of changes

in

the spindle eighteen speeds in all. the speed of feed is also

essential;

a

nd

in

order to

g ~ t

but at the same

time

also flow s through a reducing

valve into the low-pressure steam chests at a prede_er

mined pressure. On

the

first e x h a u s ~ from

the ~ 1 g b -

pressure cylinder the steam, u t o m a t 1 c ~ 1 l y adm1tted

to the l o w - p r ~ s s u r e cylinders, aut_?matlcally shut off,

the

engine subse

quently

w o r ~ m wtth

the stea_m

plied to the high-pressure cy

hnder,

a ld

exhaustin

g m

to

th

e low-pressure cylinders. Should 1t p ~ e n

th

at the

pressure of the exhaust steam from

the

h 1 ~ h - p r e u r e

cylinder falls below the

p r e s s u ~ t e ~ m m

by the

reducing valve,

this pressure

IS

~ u t o m

t 1 c a l l y kept up

by a supply of steam from the boiler, so

hat

hor?e

power developed by the low·pressure

cyhnder

s

1s

main

tained. At

starting,

it s o m e t i ~ e s happens

t h a ~ the

posit ion of

the

valve for

the

h1gh-pre :sure

cyhnder

is such that both steam ports are _los.ed to. st eam ;

but

since one end is

in

commumcat10n w1th

the

exhaust, the

back

pressu

re

from the

l o w - p r

e s s ~

cylinder tends to reverse the engine.

In

the

we

ar

e dealing with this is prevented by fittmg

a non

return

valve b

et

ween

the steam ports

of

the high·pressure cylinder and the ~ t e a m cheats the

l o w p r e ~ s u r e c y l i n d e r ~ . Steam

b e 1 ~ g

thus adm1tte_d

to

both

sides of the high-pressure

pi

ston,

the latter

1s

thrown into

equilibrium

until it

is able

to

take steam

from

its

own valve.

In

such a case the actual work of

starting is accomplished by the low-press

ur

e cylinders

For the handling of heavy bars, two th ree-jaw these, Messrs. Lang introduce two sets of thetr

cks are fitted to

the

spindle, one

at

each end. change-gear, one

with

three pairs of spurwheels, and

one at the driving end is the stronger of

the

two, the ot.her

with

two pairs, so that

in co

mbination they

s diameter being

1S

in., whereas

the

one

at

th

e tail will give six different feeds, namely, 160, 80, 30, 20,

12 in. in diameter. The fitting of the

la

rge 10, and 4 cuts

per

inch. Either of them is obtainable

uck

at

the

driving end makes it poseible to use

the

by the movement of one or two handles, conveniently

chine for other

than

bar work, for many forgings

pla

ced to the operator's

left

hand.

castings may be handled

with a

chuck of that When machining castings, especially

when

surfac-

ze. ing, a considerable amount of ka nsverse motion is, of

The turret

is of t he hollow hexagonal type, mounted course, necessary, according to

the

diameter of the

on a saddle which may be traversed either forwards· work to be machined.

For

this purpose the

turret

backwards by power. A quick-power traverse must be mounted upon a cross-slide. Messrs.

Lang

t

into

action by means of friction clutches is have not only done t his,

but

they have also fitted a

oduced, in addition to the cutting speeds of compound rest, with automatic traverse for

the

sur

so that

the

position of the saddle may rapidly facing mo t ion. The

turret

is six

-s

ided, to receive sub

e changed when withdrawing the tools or bringing

stantial

tool-holders,

whi

ch are bolted on the fiats,

into working position. Screw threads of all and it is rotated to its various positions by hand. The

es may be cut by means of a self-opening die- capacity of the machine will be more readily under

screw up to 3i in. Whitworth. In stood by the considerat ion of some of

its

dimensions.

er to give the correct lead for the screw to be

The

headstock is 10 in. high to

its

cent re,

and th

e

leader screws are provided. This insures a degree bed

plate

is raised where i t receives the headstock, so

accuracy in threaded work that could not otherwise that it can swing a diameter of 30 in., with a clear

obtained.

Th

e self-opening die has four chasers, ance of about   in. The four-jaw chuck is 24 in.

in

an

attachment

by which a number of

cuts

may, diameter , and well stiffened

at the

back. The greatest

necessary, be

tak

en

over

the

work. l

ength

of

work

it

can accommodate is 30 in. The

By the introduction of an interlocking arrangement spindle is hoJlow,

2 

in. in diameter inside and 4 in.

the apron of

the

saddle it is impossible to outside diameter at the

fr

ont journal.

In its

latest

me

sh two speeds of traverse at t he

sa

me time.

Thi

s form, the ways of the bed

are

of

the

shape rece

ntly

s a. point often O\'erlooked in the design of machines, in

trod

uced by this firm;

and,

to facilitate rapid work,

which case a b r e ~ k a g e is, sooner or la ter, inevitable. stops are fit ted for both the longitudinal and the

-s ided stop-rod is bracketed to

the front

of

the

cross t raverse. These, however, are not to be seen on

achine, and upon it

there

are the same number of

the

perspec

tive

view, as they have been added since

djustable stops. This rod

rotates

as the tm·ret is the photograph was taken.

tu rned to bring a fresh tool into posi tion, a connection

eing made between the two by the

aid

of bevels

beneath the turret, a splined shaft along the centre of

he bed, and a cross-shaft with bevels enclosed

within

a casting bracketed to the r ight-hand end of the

machine.

The

stop, which is

in

operative position

upon

the

hexagonal rod, engages a

trip

at the lower

front of the saddle apron, causing th e traversing gear

to drop out, so bringing the saddle to res t .

Th

e construction of the tool-holders is, of course,

modified according

to

the

kind of tool to be held,

and

th

e work

to

be done. Usually, howeve

r, the

c

uttin

g

tools may be·made similar to those in use on an ordi

nary

lath

e, in which case the tool-holders

are

of

the

ki

nd shown in the illustrations. That more clearly seen

in the perspective view has two tools- one at the

front

for forming, and another

at

the back for cutting off.

The

turn

ing tool-holder has accommodation for one

tool

only;

but

there

is a steady at the back

to pre

vent

,be work springing away from the tool. There are

adjustable stops to each holder to facilitate repeating

any required diameters.

The weight of the turret, holders, and tools is con

siderable, and it would be difficult to rotate were it

n

ot

for a neat device for relieving th e friction.

The

movement of the locking handle to release the

turret

a.Jso raises a ball

step

-bear ing,

whi

ch lifts the t u r r ~ t

sl,ightly from its seat, leaving it so free that it may

be

rotate

d as easily as one upon a small machine. A

large

oi

l pump is fitted

to th

e machine,

tog

ether with

arrangements for carrying the oil supply through the

turr

et tools when

dr

illing

and

boring.

The

machine

al

together is of bold design,

and

does

credit to

it

s

makers.

In all engineering establishmen

ts

a eonsiderable

amount of chucking work has to be done. The

term

" chucking " is in

this

instance used in reference to a

bra

nch of work which is spoken of by some as

"boring,"

that is to say, t he machining of circular

THREE-CYLINDER COMPOUND LOCOMO

TIVE FOR

THE

NORTH-EASTERN RAIL

WAY.

WE illustra te this week by our two-page engraving,

and f

urther

illustrations on pages 11, 14,

and

15, a

type of compound express passenger locomotive intro

duced on to the North-Easte

rn

Railway, a couple of

years ago, by l\Ir. Wilson

Wo

rsdell, the locomo

tive

superintendent of

the

line.

The

details of

the

engine

include a number of special features

patented by

Mr.

W. M. Smith, of 16, Otterburn- terrace, Jesmond,

Newcastle-on-Tyne.

The

engine has a

greater ran

ge

of power than most locomotives now in service,

and will, it is claimed, work equally good re

sults a lig

ht

train, a heavy train, a stopping train, or

a fast long-distance train.

The

example illus

trated,

though a powerful engine, represents

by

no means the

maximum size that could be built within the present

limits of ·gauge. The engine is arranged so that it.

can be worked as a simple engine, as a semi-compound,

or

a compound engine : operated as a simple engine

the high-pressure piston is placed in equilibrium, whilst

as a semi-compound

the

horse-power developed by

the

low-pressure cylinders is inc

rea

sed by

admitting

a

certain

amount

of steam direct from the boiler; as a

compound engine the exhaust steam from

the

high

pressure cylinder is, of coure, utilised to produce useful

work in the low-pressure cylinders.

As

a simple engine,

semi-compound, or a compound engine, the distance

run under any of these conditions is only limited by

the

requirements of

the

work it has

to

do.

Wo r

ked

as a compound engine,

whi

ch is the normal con

dition of operating, th e engine driver has . to attend

to only the same duties as be has to perform with

the

present t

ype

of simple engine. On the opening of the

ordinary steam regulator, steam from the boiler is

admitted to the high-pressure cylinrler

steam chests;

a

ct

ing alone. . . .

To work the engine

as

a sem1-compound,

.1

t 1s

o ~ l y

necessary

to

compress the reducing valve sprmg,. whtch

increases the pressure in

the

l o w ~ p r e s s u r e ? Y h n ~ e r ~ .

To work the locomotive as a s1mple engme, 1t 1s

only neces

sary

to compress the same .

spring

st ill

further thereby admit ting steam to the htgh and low

u r ~

ste am chests

at

equal

pr

essure,

the

h i ~ h -

pressure piston working

in

equilibrium. Th e engme

then works as a simple engine, with the two low

pressure cylinders only. In practice, it is not found

to be necessary to work the engine

at

any

time in

th is

way since when working as

a semi-compound t he

p o w ~ r developed

by

the engine is in excess of its

adhesive power; and arrangements have therefore

been made so that

in

no case can steam

at

boiler pres

sure be a

dmitted

to

the

low-pressure cylinders. As a

rule, the bulk of the work is done

by

the engine work

ing as a compound. When difficulties have to be

overcome

in

starting

a

heavy train, in drA.w ing a

heavy load up an incline,

or

in facing a stiff breeze,

converting the engine

into

a semi-compound enables

every difficul

ty

t o be overcome. The horse-power

developed

in the

low-press

ur

e cylinders is equal to

that

of most simple engines, and

that

developed in

th

e high-pressure cylinder is therefore a

clear

gain.

When

t he extra work , such as above-ment ioned, has

been overcome,

the

engine is

cha

nged back to

an

ordina

ry

compound;

the

work

being done

by steam

supplied from the boiler

to

th e high-pressure engine,

afterwards expanding into

the

two low-pressure

cylinders.

The engine

illust

rated has done

ex

c

ellent

work

with

the express trains on the East Coast line between

Newcastle and Edinburgh.

The

distance between

the two

places is 124.5 miles.

Fo

r

the

first nine

miles o

ut

of Newcastle the line rises abo

ut

1

in 200, then i t undulates slightly for 26 miles ;

and

then for 4 miles it rises 1 in 170 and

is

then

easy unt il approaching Tweedmouth, when there

is a rise of 1 in 190 for 3 miles. From Be

rwick

to Grant's Hou se, 16. 5 miles, the- gradient is

1 in 200 up, followed by a fall of about 1 in 96 for

about

4 miles.

The

line

then

rises

and

falls until

the

last mile from Ed inburgh, which is an up-grade of 1 in

78.

In

running several slacks have to be made ; the

speed has to be

redu

ced to 15 miles

per

ho

ur

going

round Morpeth curve,

and

also at Tweedmouth,

and

to

5 miles per hour passing

through

Berwick,

an

d for

the last 4 miles

o u t s i d ~

Edinburgh. On September

6 and 10, 1898, the 10 A

M .

(Scotchman) ex London was

worked from Newcastle

to

Edinburgh; the weight of

the tr ain behind the

tender,

including passengers and

luggage, was 372 tons; or, adding

the

mean

weight

of

the

engine and tender, 86 tons, to

the

above, 458 tons

in all. On each day time was

~ i n e d by

the engine.

The number of pairs of wheels behind the tender was

56; the total length of

the

tr ain,

in

c

luding

engine

and

tender, being nearly 78

6ft.

On September 10 it

was blowing a gale. These trains

stopped

at Berwick,

and the mean speed for

the

124.5 miles wa.a 48.36

miles per hour,

the

booked speed being 47.26 miles per

hour. On September 7, 8, and 9 corre&ponding t r a i n : : ~

we

re

worked, the gross load of each train being about

440 tons, and the mean speed

wa

s over 49 miles

per

hour. On

the

8th, ten minutes was gained by

the

engine on booked time. On

September

22, 24, and

26 the 1.37 a. m. train, Newcastle to Edinburgh, was

worked. This train does not stop at Berwick. On

the

22nd

and 26th

the

gross wei

ght

of

the train

was

approximately 350 tons, and the mean speed

was

53.75 miles

per

hour; on

the

24th the gross load wae

approximately 430 tons, and

the

mean speed 51.5 miles

per hour. The latter performance is a remarkably

good one, and required

the

high .average of 815 horse

power

to

accomplish it .

Taking the

mean of fifteen

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•

•

14

E N G I N E E R. 1N

G.

•

THREE-CYLINDER

COMPOUND LOCOMOTIVE

FOR THE

NORTH-EASTERN

RAILWAY

.

C O N ~ T R U C T E D AT

THE CO:NIPANY

'VORK ,

G A T E ~ H E A D l\

IR.

~ O N O R ~ D E LO

CO MOTIVE I U P J 4 ~ R N T E N D J 4 ~ N T .

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trips run

in

September, 1898, the gross we

ight

of the

train

worked was approximately 404

to

ns,

and the

mean speed 60 milee per hour. On December 10, 1898,

the 12.20 p.m. train, consisting of

17

coaches, left

Newcastle 19 mioutes

late,

the time being made

up

befcre r e a o h i n ~ E d i n b u r ~ h ;

and

on the 31st of the

S

eot W17;

A .B .

Secticf l;

C.

D .

.Fig. 79.

I

0

-

-

0

0

0

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o ' o o o · o o o o

• •

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

I

same mo

nth

a simil

ar

loss of time was made good,

the train

in

th i

s case consisting of 20 carriages. These

ve

ry

heavy express

tr a

ins

had

previous

ly

been

run

with two engines. '

Engine

No.

1619

,

which is

that

illustrated,

ha.s

as we have al ready stated,

three

cylinders.

The

high-press

ur

e cylinder is 19 in. in diameter by

26

in. stroke, whilst th e low· pressure cylinders

ar

e each 20 in. in diameter

by

24 in. stroke.

The

two low-pressure cranks

are pla

ced at r ight angles,

and the

high-pressure cylinder crank makes

an

angle

of 135 deg. wit h each of

the other

tw

o.

This

has been

found to be

the

most suitable pos

iti

on,

the

blast on

the

fire being

regular

.

The

driving wheels

are

four

coupled,

and are 7ft.

1 in. in diameter ; the weight

on coupled wheels,

35

.5 tons; total weight of engine

Fig .20

)..

•

•

I

l

aq

I

• •

I

•

• I

::::1

-- •

1

;5 i.BAA_

I l l &.

...

9 Y B . . ~ - - - - -

•

·········t•••rt••••;:

·- ., - · -

in working order, 53 tons; engine

and tender

in

working order.

94

tons ;

tot

al hea

ti

ng surface,

1324

square feet.

From

August

28

to December 31, 1898,

inclusive, thi s engine ran 20,930 miles,

and

gained

on booked time 1172

minut

es.

Coming to t he special features of

the

engine, it will

be see

n

on referring to

the

longi tudinal section,

Fig

. 1

on our

two-

page eng

ra

ving,

and

to Fig.

19

annextsd,

that

there

are a.

series of

water-tu

bes across

the

upper

portion of the firebox.

The

tubes

are arran

ged in

three

groups of

21

tubes, and ready access

to

them for in

spection a.nd cleaning is obtained through do ors in

the

external firebox, as shown jn Figs.

19 and

20.

The

tubes

ar

e, it

will

be seen,

bent

to a long spiral,

so

as

to give a certain amount of longitudinal elastic

ity,

and

thus redu

ce the st r

ains arising

fr

om

their

expan

sion when hot.

The

tubes

a.re

merely expanded

into

place, a stiffening sheet being added to

the

side sheet,

as shown. These tubes increase

the

heating su.rface

in

the

firebox by nea

rly :-30

per cent.

As shown in

the

plan, Fig. 2,

the

t

hre

e cylind

er

s

are

all placed

at the

front of

the

engine. The high-pres·

s

ur

e cylinder is p

1

aced

cent

rally, whilst

the

others

are

outside the frames. D

et a

ils of thi s high-pressure

cy

l:nd

er

and its

valve are shown in Figs. 6 to 12,

7/17/2019 Engineering Vol 72 1901-07-05

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'

} UL Y

5 190 1.]

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

15

THREE-CYLI

NDER COMPO

UN

D LOCOMOTIVE

FOR

THE NO RTH-EAS

TER

N RAILWAY.

CONSTRUCTED AT THE OOMPANY,S ' iVORKS GATESHEAD ; :

MR.

WILSON WORSDELL, LOCOMOTI VE

SUPERINTENDENT.

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13 TO 16.

RE D UC ING

VALVE.

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page 15.

The

valve is of

the pist

on type,

but

is

pa

cked come on

th

e bars across

the port

opeLings. Steam is

in a somewhat unusual way, patented by Mr. Smith. admitted behind th e segments, so

that

each const it utes

The

pa

cking consists of one complet e ring of

the

a.

sort

of slide valve by itself.

The total ar

ea expoaed

ordinary ty pe, and a seco nd ring made in t hree to pressure is, however, less than in

a.

slide

va

lve of

distinct segments.

Th

e joints of . these segments

the

ord;nary pattern;

and

Mr. Smith states

that the

•

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total fri ction is only about one-eighth that of an eq ui

valent

slide valve of

the

ordinary

type

. This valve

also acts as

a.

relief valve in the case of water reaching

the

cylinder. The segments

then

yield inwardly,

and

on

th

e wat er being got

rid

of

return

to

their

seats

Th

e reducing valve, by which steam is admitted

direct from the boiler t o the low-pressure cylinders, is

shown

in

p

os

ition

to the left

of

the

engine

in

Fig. 5,

and is also shown by dotted lines

in

Fig. 4. As shown,

it

is secured to

the

smoke-box casing.

Th

e construc

bion of this valve is clearly set forth in Figs. 13 to 16.

Th

e lower side, as shown, connects to the boiler, and

the

upper to

the

cylinders by

th

e pipe shown

in

Fig.

14. The

valve spindle is, it will be seen, of large

7/17/2019 Engineering Vol 72 1901-07-05

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-

16

and

moves

steam-t

i

ght in its

guides. A

from below

the

valve communicates

with an

spring-loaded valve,

most

c

learly

shown

in

. 13.

Any steam which

passes

this

spring-loaded

acts

on

the top

of

th

e

main

valve spindle,

and thus

to close it. A

sma

ll leak-off hole,

best

seen in Fig.

3, establishes a. communication between th e space on

he spring side of the subsidiary valve and the space

at

top

of the main valve. In starting the engine,

pressure above the main valve is

atmospheric,

below it is the full boil

er

pressure. The

opens, but closes again as soon as

he pressure on the cylinder side exceeds a

certain

whi

ch is

dependent

on

the

pressure

of

the

spring

on

the

subsidiary valve. As shown,

the

pres

sure

due to

this

s p r i n ~

can

be altered

at

will by a

which

can

be

turned

from

the

footplate. In

ordinary

working,

the spring

pressure is so

adjusted

that the

main valve closes so soon as the high-press

ure

cy

linder

begins to

exhaust

. Should, however, for

any

reason,

the pressure

from the high-pressure

exha

u

st

fall below

the normal, the

valve

will again

ope

n,

letting

in

live s

team from the

boiler,

so

as

to

bring the

st

eam in the

low-pressure

chests

to the

desired

working standard

of pressure. One

of the non-return va

lves

which puts

on

the

high

pressure cylinder into

equilibrium, should

its steam

ports

chance

to be both

closed

at starting,

is shown

in

position

in

Fig. 5, above

the

l

eft-band

low-pres

sure

cylinder.

The

valve

itself

is

shown

in

de

tail

in Fig. 18.

The vacuum·destroying valve for preventing grit

being dra wn

into

the cylindera,

when

the engine is

running with steam off, is

shown in

detail

in

Fjg. 17.

I t is, of course, on the

exhaust

passage. t consists of

a gun-metal valve,

which

when open establishes a

communication between

the

outer air and

the exhaust

passage. Above this valve is a small steel valve, com

municating

with

a pipe

to the

bo

il

er. Norma

lly this

valve

is

closed. Should, however,

th

ere be a vacuum

in the exhaust

pipe, the air valve opens,

and

rising,

strikes

and

lifts the steam

valve above

it. Steam then

flows

through

this

steam

valve,

and out

throllgh the

co

nical orifice shown,

where it

mixes

with

the incoming

air

and

drives it

up

the exhaust

pipe.

THE "KING

EDWARD."

TnE

vessel

which we

illustrate

on

page

18 of

our

pr e

se

nt issue

is

the King Edward

,

which

is

the la test

of the Clyde passenger steamers. As our

readers

are

8.\Vare, s

he ha

s been built for the purpose of

trying

the working of the Parsons' steam-turbine machinery

for

mer

ca

ntile purposes ; and it may

a.t

once be said

that,

so

far

as c

an be judged

by

her trials and

the

running s

he has

done up

to

the

time

of writing, she

has quite

justified

the

courage and enterprise of her

owners

in making this new departure.

The

ICing Edward is

250ft.

long

and

30ft.. wide.

Her

moulded depth is 10 ft.

6

in.

to

the main deck,

and

17 ft.

9

in.

to the promenade

deck.

In

general

arrangement for

passenger accommodation she is

sim

ilar to

the Duchess of

Hamilton,

a

favourite

Clyde

paddle-wheel

steamer.

Her builders

are

Messrs.

William

Denny and Broth

ers, of

Dumbuton, and she

has

been

constructed to the order

of

Captain John

Williamson, of Glasgow, who represen

ts the syndicate

which

own

her. The

propelling

ma

c

hinery

consis

ts

of three Parsons' steam turbines working compound.

These

are

pl aced side by side. In

ordinary

working,

and when going

ahead, stea

m is

admitted

from the

boilers to the

high-pre

ss

ure turbine, where

it is

expanded

fivefold.

From

thence it passes to the

two

low-pressure

or wing

turbines pla

ced one

on

each side,

where it is expanded 25-fold,

and then

passes

to

the

condensere.

The

total

ratio

of expansion is

therefore

no less

thon

125-fold.

l ~ a c h

turbine

has

its own

sha

ft

ing;

a

nd

on each of

the

wing

shafts there

are

two

prop

ellers,

while the centre

one

ca

rries

only

a single

screw

.

When

coming alongs

ide

a

pier

or manrouvring

in

crowded

waters

the

wing

motors alone

are

used,

steam being admit ted direotly

in

to them

by

suitable

valves. The high-pressure

turbine

is

th

en

shut

off, th e

steam

-admission valve

beiog

closed,

whilst

connection

between it and the

low-pr

essure

turbines

is

al

so shut

off

by an automatic

arrangement. Thtre

are

spEcial

turbines

placed inside

the exhaust ends

of

the

low

pr e

ssure turbines for going astern with the wing

screws. The whole of the manreuvring, excepting, of

cour3e, by the rudder, is effected by the manipulation

of valves in a very simple manner. The feed-pumping

engines

are

worked separately, as are the circulat ing

pumps

and

fans for

forced draught. The main air

pumps are worked

by

means

of worm gearing from

the

wiog shafts; but there are

auxiliary

air

pump

s,

ac

tuated

by

the

c

ir

c

ulating-pump

engines, for clearing

the

condensers

of

water

when

the main engines

are

not

in

operation.

There

is a feed

heater

which uses

the

exhaust

steam,

or

steam

taken from

an

in t

er

mediate point in

the

turbine

s

if

necessary.

There

is

also a filter to c

lear the

steam of

grease

.

Other

machinery

us

ual

on vessels of

this

class is fitted. The

boiler is

of the usual return-tube type,

being double-

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

ended, and

having four

furnaces

each end

.

t

is

pl a

ce

d

in

a clos

ed stokehold

.

The trial

of

the King Ed ward was made

on Wednes

day, Ju n

e

26,

on

the ]firth

of

Clyde

,

and

on a mean of

run

s

over

the

kelmorlie mile, a speed of 20.48

knots

was registered. The weather

was

fair, th ere being

but

little wind. The

mean

revolut ions were 740 per

min

ute, the steam at the boilers

was

150 lb. to the

equare

inch, and the vac

uum

in. The air pres

sure

in

the stokehold

was equal

to 1 in. of water.

The indicated horse-pow

er was

es tim

ated

at 3500,

there being, of course, no means of

taking

indicator

diagrams with

this type

of motor.

1'

he

coal consumption

has

not yet

been precisely

ascertained, but it is said to be

quite

satisfac

tory so far as

can be

judged. Captain \Villia.mson

at any rate has

no i v i n

on

this score, and

anticipates

from what

he has

seen that

the King

Ed ward will

burn

less coal

th a

n

other

vesseJs of her

class, of

which he

h

as wide

experience. The

high

speed

attained

on

this tria

l is, no

doubt,

largely

due

to

the fine shape of the vessel, the lioes being

tapered

off

very much both at

bow

and

stern.

The model

ha

s

been subje

cted to

a

large number

of

tr i

als

in the

Dumbarton experimental tank, and the resu

lt has

been a

very

beautiful

under-water

shape.

This

keen

bow

and

easy

delivery

are made

possible

by the

li

ght

ness of

the Parsons' turbine

engines.

The weight

of

the

motors, condensers,

with water in them, steam

pipes, auxiliaries connected with the propelling ma

chinety, ahafting, propellers, c., is 66 tons. '£his,

we

believe, is considered to be about half the weight

per

indicated horse-power developed of the average of

the

propelling machinery

of paddle-boats of a

similar

type. '£here is also a gain in the bnll

construction

due

to

the

absence of paddle-boxes and sponsons.

Another advantage

resulting from the use of the

turbine machinery

is the additional

pa

ssenger accom

modation that

can

be provid

ed

.

This

is

due

to the

lowness of

the

form, enabling the engines to be placed

under the main

deck. The opening for

the

machinery

space is

sma

ll in

the King Edward, and

the

actual

leng

th

occupied is

two

frames less th3.n

it

would be

were

ordinary

engines used.

The

passenger certificate

for

this

vessel is for

just

over

two

persons ins

ide the

Cumbraes.

She

has been

built,

however, for a No.

cer tificate,

which

will enable

her to

coast

or

to cross

the

Channel.

St ill another advantage due to the adoption of this

machinery is the noiselessness with

which

it runs.

So far as the turbines tbemselves

are

concerned, it is

not

possible to

tell

whether th ey

are

running or not

by placing one's hand on them.

There

is, however, a

very slight vibration t

hat

can be felt right

astern, and

this

is

due to

the

propellers.

Whether this

can

be

eliminated

or not

remains to be seen, but certainly no

vibration is set

up

by

the

main engines themselves.

At the bow end motion is

similar to

that of a

fast

sailing yacht ;

and

it

might

have been better

had the

main saloon been placed

forward instead

of

af t

.

t

had been expected

that

the vessel would

be

very

difficult

to bring

alongside a

wharf, and,

judging

by

experience

with

torpedo-boat

destroyers,

the pred

ic

tion was

not unwarranted. This must

always

be

more

or

less

the

case

with lightly

-

built

vessels having small

ri

se of floor,

little

l

atera

l resistance,

and somewhat

high superstructure. The fine lines of the King

Edward, with

her

long bow and lean quart ers, how

ever, give a good deal of approximately vertical sur

face

at

the ends, and this probably accounts for the

e1se with

which

she took }.{othsay

pier

on

her

first

run on her regular route,

made for experimental

pur

poses, on th is

day

last week. t is true

the day was

favourable,

there

being ve

ry

little wiod, but Rothsa.y

pier

is a

very

difficult one to take,

lying

right in the

bight of a

very narrow bay

. Moreover,

there

w

ere

several

yachts

anchored off which

hampered

the

pilot

a good deal.

In regard to

the fine s

hape

of the

boat,

it may be pointed out

that the low centre of

gravity

of

the turbine

machi

nery

gives good

stability without

the

necessity for a hard bilge

or

long floor ; in fac

t,

this type

of

ma

ch

inery

lends

it

self

readily

to a form

of

hu

ll

co

nducive

to

high speed.

f on

ly

for

her

novelty,

the King Ed ward

will un

doubtedly attract a large passenger traffic during the

present season. She

wa

s announced some months ago

to commence running on July 1, and

her

builders

haYe been punctual to

an

hour. Her daily route lies

over the

most

romantic scenery on the Clyde estuary,

from

Fairlie,

past Arran,

and

down to Campeltown

on the peninsula. of Cantyre. At

the

la

tter

town a

stay of

hours

will

be made in

ord

er to

give

pa

s

sengers

time

to drive over to Machrihanish Bay, from

which th e visitor can look across

the Atlantic

with no

land

betwe

en

him

and the

continent

of America..

The

whole

trip

from Glasgow

out

and ba

ck, h1cluding

tha

railway journey to Fairlie,

will occ

upy

about

9

hours.

The steamer

is

by far the fastest

of her class, exceed

ing in

speed

most

of

her

competitors

by

one

to

t wo

knots.

CANADA. The

population of Canada

is

returned

ab

5,551,036.

[J

ULY

5, 1901.

NOTES FROM

THE

NORTH.

GLASGOW, Wednesday.

Glasgow Pig Jron Market. The

wa

rrant

market was

very flat on

Thur

a

da.y

forenoon, when some

8000

tons

of

pig metal were sold. Scotch iron lost

2d

. per ton,

and

Cleveland per ton. Oumberland hema.tite iron was

unchanged

at 57s.

3d. per ton cash, with buyers over.

In

the

afternoon from 3000 to 4000 tons were dealt in, and

prices were flat, especially for Scotch iron, which closed

7 ~ d . per ton down on

the

day. At the close of

the

market

the sett

lement prices were: Scotch,

52d. Old ;

Oleve.

land, 433. hematite iron, 57s . l ~ d . per ton. Ab

the

forenoon session of

the

pig-iron market

8000

tons

were dealt in. Scotch was again flat,

the

cash price being

lowered l   d.

per

ton. Cleveland, however, r

os

e

an

equal

amount.

In

the

afternoon buyers were offering 523.

per ton for Scotch, and sellers asked ld. per ton more.

Business was done in <Jlevela.nd iron at 40s. per ton, and

sellers were asking 57s . 3d.

per

ton for Cumberland hema·

tite

ir

on. The

sett

lem

ent

prices were : 5ls. l O ~ d .

43s.

9d., and

56s.

l O ~ d per ton.

The

market was

quieb

in

the

forenoon on Monday, only

3000

or

4000

tons changing bands. Scotch iron was not dealt

in, and it w a . ~ quoted just

the turn

easier

a.t 523.

ld.

per ton cash buyers. Cleveland, to whioh dealing

was mainly confined, was firm, leaving

off 4 ~ d .

per

ton

up

at

44s.

cash buyers. Cumberla.nd be

ma.bite

iron was

dealt

in

ab

per ton up to

57s

. 3d. one

month.

In

the

afternoon between

5000 and 6000

tons

were

dealt

in,

the

mark

et

closing ·firm, especially for

Cleveland, which finished lld. per ton up on

the

day

ab

443. 11d. oash buyers. Hema.tite iron was not dealt in,

and

the

closing settlement prices were: 523.

l d

.,

~ 4 s .

57s. l ~ d .

per ton. Some 5000 tons were dealt

1n

at

the

forenoon market on Tuesday, and prices were

easier than on MondayhScotch declining 1 d. and Cleve

land 3d. per ton.

In

t e afternoon some

7000

tons were

dealt

in, including a line of

5000

tons of Cleveland

ir

on.

On

the

day Scotch closed 3 d. per ton down, and Cleve·

land 3d., and hema.tite iron ~ d . per ton down. The set

tlement prices were :

52s.

l ~ d . 44s. 9d., and 67s. lid.

per

ton. On

the

pig-iron warrant

market

this forenoon only

2600 tons were dealt in, and prices were weak, Scotch

losi

ng

8 d. per ton and Cleveland

ld. In

the

afternoon

some

4000

tons changed hands, a nd prices were still easier.

Scotch finished lO d. per ton down on the day, and Cleve

land and hematite iron both finished 2 ~ d . per ton down on

the

day. The settlement prices were: 5ls. 3d.,

44s.

and 57s.

per

ton. The following are

the

prices quoted

for makers' No. 1 iron : Olyde, 663. per ton

;

GartRherrie

and

Langloan,

66s.

6d. ; Calder,

67s.

6d.;

Summerlee,

70s.;

Coltness, 73s.

 

ll

the

foregoing shipped

a.t

Glasgow;

Glenga.rnock (shipped

ab

Ardrossan), 66s . 6d. ; Shotts

(shipped

a.t

Leith), 70s. ; Carron (shipped

a.t

Grange·

mouth), 67s. per ton. There has been another week

of exbreme dullness. The sales to consumers here,

and on

the

Continent, became increasingly diffi

ou lb.

Old contracts are fast running out, and

sh

ipments every

where are decreasing in a marked degree. Stocks of pig

iron, more especially in Middlesbrough, are again begin

ning to show heavy increases. American advices are

once more somewhat contradictory,

but

no real weakness

is

yet

apparent there.

The

stooks of pig-iron warrants

in Messrs. Connal and Co. 's public warr ant stores stood

ab 69,701

tons yesterday, as

com

pared with 59,751 tons

yesterday week, thus showing

a decrea.se for

the

week

of

60 tons.

Fin

is

hed

I ron

a;ncl Steel There

are

but

few fresh de.

velopments to note in

the

finished iron and steel trades.

The slightly

bette

r tone recorded recently in

re

spect of

the

finished branch

of the

trade seems to be fairly well

maintained. The shipbuilding industry continues to be

well employed, and some orders of importance have lately

been booked;

but

manufacturers of finished iron and

steel are by no means pleased

with

their po3ition just

now, the steel-plate makers in particular being very

badly

off

for orders. One works is actually stopped

and further stoppages are anticipated if mat ters do n

ob

improve. The placing of so much new shipbuilding

tonnage may, however, result

in the

giving oub of

specifications more freely

than

has been the case of

lat

e.

A number

of

Scotch iron and steel makers intend

to send

a

deputation of represenba.tives to

the United

States next September, to

study the

working conditions

there, with a view to

the

better meeting of American

competition in neutral markets. A deputation of repre

senta.tives

of

masters and men left Glasgow for

the North

of

Eng

land on 1\1onday, for the purpose

of

inquiring

into

th

e wages and working conditions, with

a

possible view

to a trade understanding not to encroach on each other's

territory.

Olyde

Shipbuilding Trade : Lawnches

DUII' ing

June -

This

branch of trade is on the improving line there

having been launched last month 24 vessels, of a total of

44,909 tons. Of the 24 vessels,

18

were screw steamers and

the

rest were one paddle-boat, two dredgers,

h i n g

vessels, a tug,

a

steam yacht,

a

lightship,

o.

Most of

the

vessels in

the

launches were for

the

Thames and the

~ e r s e y

.but

the

Clyde and various foreign countries

g1ve regtstry to a number. The following are a

few of

the

vessels launched during

the

month

of

June.

The

K u m a ~ o Maru, a . passenger and cargo

Borew

s t e ~

m e r bmlt.

and engmeq for

the

Nippon

Yusen Ka1sha, of T

ok10,

by

the

Fa1rfield Shipbuilding

and Engineering Company;

the

Sangola,

a

sorew steamer

of 6200

tons,

built

by Messrs. Denny and Brothers Dum

barton, for

the

British India.Steam Navigation o ~ p a n l

Limited;

the

Inkum, a screw steamer of

4800

tons bmlb

and engined by_ Messrs. Stephen and Sons, Li:Oited

Linthouse, for Messrs. J.

H.

Welsford and Company'

Liverpool;

the

Hermiston,

a

screw steamer of

4500 t o n ~

built for Messrs.

M'Laren

and M'Laren, Glasgow, by

•

•

7/17/2019 Engineering Vol 72 1901-07-05

http://slidepdf.com/reader/full/engineering-vol-72-1901-07-05 17/37

j

ULY 5, 1901.]

1\Iessrs. Roberb Duncan and Co., Limited, Port Glas

~ r o w ;

bhe Pla.neb

Neptune, 4339

tons,

built by s ~ .

Napier

and

Miller, Yoker, for the Leyland Shtp

ping

Compa.ny, L.imited, L i v e r p ~ > O l ; Archduca.

Ste

fano, 3580 tons, budb for an Austrta.n firm by Mes srs.

Russell

and

Co., Port

Glasgow; the

Zafiro, screw pas

s e n ~ e r and cargo steamer of 3000 to

ns

,

built

by Messrs.

D. J. Donlop

a

nd

Co., Port Glasg-ow, for

the China and

Manila. Steamship Company, of Hong Kong. The

bwo

d r e d ~ r e r s

we

re both built

by Messrs.

Wm.

Simons

and

Co., Renfrew. one for the port of

Riga and the other

for

the Russian Government.

New Contraots. The contracts reported

as

having

been

closed

during the

pasb

month are

pub down

at

80 000 tons. A

number of

these

have

been men

tioned in former "Notes," but it

may be

mentioned

that

Messr

e. D .

J. Dunlop and

Co.

have contracted

with the H a m b u r ~ owners for an oil-carrying steamer

of

8000 tons ;

and

thab a. four-ma.sted

sailing barque

is

to

be builb for Messrs. George Duncan

and

Co., L ondon,

by

Messrs. JC?hn

~ ~ d and

Co.,

J 1 i m i t ~ d

Whiteinoh.-The Clyde ShtpbUlldmg and Engmeermg

Company, of Port Glasgow, have boo

ked two

steamers,

en.oh of 3000 tons deadweight, for Messrs. Elder, De.mp

ster

and Co., Liverpool; and

they have

also recetved

an

~ r d e r

from

Mr.

Robertl Maca.ndrew, London,

to

build

a

steamer

of 2700 tons.

All

these three vessels will

be

engined by

the

builders.

NOTES FROM SOUTH YORKSHIRE.

SREI<'I<

IELD,

W ednesday.

Changes

in

Messrs. Charles O

amvmell

and Co., IA.mited.

-Recently important

changes

have

been

made

m

the

personnel of the directorate of

the

above company. Lord

Wharncliffe has

o e ~ t e

a seat on

the

board.

Sir

Alex

ander Wilson

has relmquished his position as D?anaging

d i r e c : ~ u e n

of the

e f f e ~ t s of

ac01dent1 he

sus

tamed m April

last,

but

he will contnnue

to

be

an

active chairman, and devote a large portion of h is time

to

the

co

nduct

of

the

company's affairs.

:

Mr.

A. G.

L ong

den, who {>rovisionally retains

the

office of

s e c r e t a r y ~ . . - .

has

been a.ppomted a

managing

director,

and Mr. F.

C.

a i r

holme has been promoted t6> a similar position.

Mr.

F air

holme, who joined

the

company

in January

of Jasb

year,

is

an

engineer, and his functions will chiefly lie with

the

general control

and direction

of the

works.

Mr.

L ongd en

entered the service of the company in January, 1867. H e

was

appointed

a.s.sistan t secretary in

June,

1884, and,

up

on

the

death

of

Mr.

J.

S. Robinson, became E

ecretary in

August, 1891.

She

  l

eld CMporation Works Depart

ment.

L ast

week

the

newly.formed works construction

committee appointed

Mr.

Frederi

ok Willie Brook, of Bristol, as manager over

the department, the salary being 3fi0l

. a year.

There

were originally 215 applicants for

the

post,, and

eight

candidates were

selected

to attend the

commtttee.

Mr.

Brook has held

the

position of clerk of works

to

the

Bristol

Board of Guardians

since

last

year, having pre

viously been a builder's

manager

at

Eastbourne, and

having

held various similar appointments

in other parts

of the country.

Iron amd Steel. A .t a large number of iron

and

st.eel

works little business is being

done

this week, as attent10n

is beinggiven to stocktaking. No work is being senb in

to

tho mills and forges,

and th

ese are taking

the

o p ~ o r

tunity to carry

oub

repairs and

replenishments.

The

outlook in the crucible steel

trade

is nob encouraging.

Material,

suc

h as

rail

ends, old tyres,

spring

scrap,

and

so forth, is stiffening

in price;

while, on

the

other

hand,

the tendency of the

finished

material

is

to

decline.

The

demand for crucible steel is only

quiet

, and there is

not

the

same

pre

ss

ure of

orders for

open-hearth

steel.

Firms

who have Government contracts on

hand

for spades,

shovels, picks,

l a r ~ e

hammers,

and other mining and

excavating tools

are

well employed, but the general

trade

is quieb.

In the

file

trade

there

is

a well-sustained

demand for small files, but

there

has been a most marked

falling off in orders for

the larger

files,

such as

are used

in i n e e r i n ~ shops and shipyards.

There

is

a good

demand for bght

·edged

toole, hub for heavy engineers'

tools

there is

much less doing.

South Yorkshire Coal Trade. - The railway contracts

re stiH unsettled. The

Steam

Coalowners' Association

meb in Sheffield on Monday, but their decision was not

ann

ounced.

Some

coalowners hold

the

opinion that

th

e

osition of steam coal is stronger now than three

onths ago,

and they

feel justified

in d e o l i n i n ~ r to

contracts at the same

figure.

The

differ

dividing the owners and railway companies has

reduced

to

a.

matter of

pence,

and it is

that

the

contracts will

be settl

ed by sp

litting

difference.

There

is a fair aver

ag

e

trade

being

done

Humber

ports,

and

10s. is

the general

figure for

ntracts

now

b e i n ~

placed. In house coal

there is little

and stooks I wagons can

be

obtained on easier

than

bhe quotations.

An

increase of 1s.

per

ton is

secured for forward deliveries of blast-furnace coke

for steel

melting qualities

delivered

in Sheffield-26s.

ton is being paid.

NOTES FROM CLEVELAND AND THE

NORTHERN COUNTIES.

MIDDLESBROUGH,

Wednesday.

The Cleveland Iron Trade.

Yesterday

the

attendance

'C

hange was

only

emall, but

the market

was mo

re

in tone

than

it has been for some time pasb. The

of businees

done

was nob large, but

after the stag

state

of affairs

re

cently experienced, it was gratifying

notice

ad i

sposition,

both

on

the

part

of buyersand se

llers,

o

e

nt

er into contracts. Quotations for Cleveland pig·iron

E N G I N E E

1(

I N G.

had a decided upward tendency, and prospects for the

future

were

reg

a

rded

as

fairly

satisfactory. Producers

were

und

erstood

to

have pretty good order·books, e:nd

several

rather large inquiries

b

ot

h on home

and

fore1gn

account were reported.

Merchants

sold No. 3 ~ . m . b .

Cleveland pig-iron

ab

4-is. 6d.

for prompt

f.o.b. delivery,

and

that pr ice was generally nam

ed

,

t h o u ~ h

some of the

maker

s asked 44s. 9d.

and

even 45s.

No

. 1 was

46s.

;

grey forge, 43s.; and

mottl

ed, 423. Od.

Ea.-at

Coast hema

t

it

e

pig

was

in

good

requ

est,

and Nos

.1, 2,

and

3

y.rer

e

firm at 55s. 6d. for early delivery. Rub1o ore w a ~

qmeter

ab

15s.

ex·ship

Tees. To-day

there

was practically

no

change in the

market

.

~ f a n u f a o t

Iron

and

Steel.

A

fairly good

u n t

can be

fri ven of

th

e

manufactured

uon

and

stee

l

mdus

tries. vVorks generally

are

well employed,

and quota

tio

ns are

firm.

In

c

lination

is shown

to ad ~ n c e rates

for some descriptio

ns

. Shipbuilding

ma t

erial has

an

upward

tendency,

and rails are

very strong. T?e latter

are said

to be

in very good demand. Common uon bars

are 6l 

5s. ;

best

bars,

6l

15s. ; iron s

hi

?

plat

es,

6l 

12s.

6d.;

iron

ship

angles, 5l. 17s. 6d.; steel

s h 1 p - p l a t e ~ : ~

6l ;

and

steel ship

angles, 5l. 15

s.

a l l

less. the customary per

cent. disooun

f.

o.b.

Heavy

sect10ns of steel ra.tls are

5l. 10s.

net

cash

at

works.

Ir on

and

Ste

el

Sh

ipm

ents. The shipments of iron and

stee

l from

the

Tees

during

bhe month of .Tune we

re

any

thing

but

satisfactory, showing as

they do

a.

larg

e

de

crease

comP.ared

with the

corresponding

month

a yea.t: ago, and

a st1ll heavier falling off when

m p a r e ~

With J u n ~

1899. For

the

month just ended

the totalshtpments

of p1g

iron were only 71,229

o n ~

against 713 tons for

the

same

time a

year

ago, and 124,617tonsdurmgJune, 1899. Manu

factured iron

totalled

14,858 tons,

a ~ a i n s b

14,935 tons

in June lasb year, and 16,530 tons durmg the correspond

ing period

in 1899; and

steel

s

hipments amounted to

12,737 tons, against 8629 tons in June, 1900, and 14,392

tons for

the

same month of 189

7.

Scotland was bhe

be

st

uustomer for

pig iron

last

month, taking

24,845 tons,

Germany

came next

with 14,213 tons,

and

Holland

third

with

8258 tons. India. took

the most manufactured

iron

-4660

tons;

and the largest

quantity

of

steel-2467

tons

-was

senb

to Russia

.

Head, W rightson, 0/ rl.d

(Jo.,

Li

·

rnited.-Ald

e

rman

C.

A.

Head,

in moving the adoption of

the

repo

rt

ab bhe eleventh

annual

general

meeting

of

Head, W r i ~ h t s o n and

Co.,

Limited, ironfounders

and

bridgebmlders, expressed

pl

easure thab

they were able to

reco

mmend

for

the

third year

a dividend of

7

per cent. and add 5000l.

•

17

right to

call for

further

s

upplie

s on bhe same

terms

a.nd

co

ndi

iona.

Tredega

1

•

Iron

fnd Coal

Co

rnpa,ny,

IA

1nited. -

balance to the credtt of profit and loss f

o.

r

the

year end

ing

Ma rch, 1

90

1,

is

124,82&.,

and the

du

ectors

recom

mend a. dividend on the A and B share at the ratThf

7 

per

cent.

per

annum, c:urying f<?rward

9 2 3 2

e

directo rs state tha.b at bhe

present

t1me coal p r 1 c ~ da

re

hi her and

firm,

and

that

the

company ~ a s a .consi er

ab

1e

amount

booked forward at which forTha

good

~ r o u n d work

for

the current year :

operat1ohns. e

bar

mill was sto

pped

in November, 1900, when t .e

manu

facture of merchant iron be

came

u n r e ~ u n e r a t t v e ;

and

the

furnaces

which

bad to be

blown oub

1n

J

n u a ~ y 1 9 0 ~ i

for re-lining have nob been re·s

tarted.

The hghb

ra.I

mill

c o n t i n u ~ s

to work

with

fairly sa tisfactory results.

Th

e Septic

Tank Sy

stem. A meeting of shareholders

in the Septic Tank Syndicate, Limited, wa

s

held the

New London Hotel, Exeter on

Saturday, to

co

nstder

a

proposed

in

crease

of the

cap1ta.l of

the company to

80,

T O ~ .

by

the

creation of 20,000 new shares of ll. each. e

increase

was

approved.

Stroud Electric Ra il1vay. On T u e s d ~ y e v e n ~ n g :

a

meet

ing, convened

by

the St roud

r r a d ~ r s

Aesomat1on, was

held

ab the

La.nsdowne

Hall, to

constder a

p r o p o ~ l made

by Mr. Neviss,

of

Cheltenham, for t ~ e n ~ t r u c t 1 0 n

of

an

electric

railway to c o n n e c ~

Str<?ud w1th

Nailsworth, Chal

ford Stonehouse a

nd

Patnswtck. Mr. C. Lambert

pre

sid

ed . Mr .

U

pjohn, solicitor,.

having

.

explained the

details of

the

scheme, the meetiDg u n a m m o ~ s l y r ~ c o m

mended the

proposal

to the

fav o

urable

considerat10n of

the

local governing bodies.

PERSONAL.-On

the

occasion of h -a

r e ~ i r e m e n t

after

thirteen

years'

service

as

the managmg

d1rec

tor

of

the

Weardale Steel Coal

and

Coke Company,

Mr.

H.

W.

Hollis

has

been'

presented with an illuminat

ed

addres

s as

a

mark

of the esteem in whi ch

he

has been

held

by the

staff

of the company. Mr. G.

H.

W r a i t ~ has

been

appointed general

manager

of the companf ID t h ~ p l ~

of Mr. Hollis.

The

latter

gentleman will retam hlB

present direotorsbips.

THE BELLE VLLE V CYLINDRIOAL BOI

LE

B.-The follow

ing

shows

at

a glance

the

comparative res

ults of the t ials

of the Belleville boilered cruiser Hyacinth and the SlSter

ship

Minerva fitted

with

cylindrical boilers. Th.e

f i ~ u r e s

too

have the merit of being

accurate. The 8000

md icate

d

h o r ~ e - p o w e r t r i a l o f theMinervawa.s

thefull

-powerrun,

and

must

be

compared

with the

10,000

indicated hor

se-

power

trial of the Hy acinth, which was the full-power run.

On

this run the water

used per

hour per indicated

horse-power

was about

l ib.

less in

the Hyacinth,

the evaporation was

•

7

lb.

greater per

po

und of

coal consumed, while

the

con

sumption was .3 1b. p er hor sf>-Power hour less.

Actual

Tot al

Wa

ter Co

al

uq

ed

odica.ted B:va.poration

Uf ed

PH '

pP.r Ho ur

orse-

of Wa te r

Power.

per Pound

I T f . ~

~ ; . r

per

I.H.

·

P.

to

the reserve

fund

for

capital

expenditure, mak

ing the

revenue accounts for that and S'eneral pur

poses

43, OOO

l. He referred

to the addi

10na.l eapi

tal

raised

last ye

ar

by the

issue

of

105,000l. six

per

cenb. preference shares,

which

amount was largely

over subscribed,

enabling the directors to

complete

pay

ment

of

the purchase

money for

the

Stockton

Forge

Works,

and the purchase of

special machinery.

The

work in progress continued

to be

large, although

not

quite

equal

to the amount

of

last

y

ea

r,

due

in

some

measure to

the

decrease in values owing

to the

heavy

fall

in

cost

of

materiaL H e referred

to the de

cision

of the directors

to enter into

contracts for adopt

i n ~ electric power

ab the

Teesdale Iron

Works, and

satd

they

hoped to have it in full operation before the

nextg

eneralmeeting. Sir Thomas W r i ~ h t Barb.,

M.P.,

seconded, and said that from the apphcation of electricity H

as a driving power

they

anticipated re

du

cing

very

con- M

siderably the quantity

of coal r€quired.

The rep

o

rt was

adopted,

and

Alderman

W.

A

nder

son

and Mr.

T. G. H

W r t g h ~ were

re·eleoted dir€ctors of

the

co

mpany. M

r a.cinth

•

inerva

y&

cinth

•

me rva.

yacinth

•

merva

-   ·

..

2000

• •

2000

..

5000

..

5000

••

8000

I

. 8 0 0 ~

of Coal.

lb .

lb.

lb.

{).7

19.4

2

8.7

19.14

2.2

{).5

17 48

1.84

8.9

15.48

1.74

-

-

10

18

1.8

8.

1

19.4-t

2.4

Co

al and Coke.

-Coal

pr ices are rather easy

in

conse-

H

quence of the

larger supply. Coke steady, medium blast

furnace kinds

being 15s. 3d. delivered here.

yacinth

• •

10,000

-

I

8.8

18.48

2.1

l

NOTES FROM THE SOUTH-WEST.

Card

ift: The demand for steam coal for

Ju

ly shipmenb

has

been

pretty

good,

and quotations have

been well

maintained.

The market

for small steam coal has also

shown

strength, and

prices have,

if anything, exhibited

an

upward tendency. The

best

steam coal has

made

20s. 6d.

to

21s.

per

ton, while secondary

qualities have

brought 18s.

to

19s. 6d.

p ~ r

ton.

Hou

sehold co

al

has

shown scarcely any change.

No

. 3

Rhondda large has

made 16s. 6d. to 16s. 9d. per ton. Quotations for coke

have

also

remained without alteration;

foundry

qualities

have made 1 9 ~ .

to

20s. per ton, and furnace

ditto

17s.

to

18s. per ton.

As regards iron

ore, Rubio

ha

s been

quoted

at 14s. 6d.

per

ton, and Tafna ab 15s. 6d. per ton.

The S u:a;nsea Valley,_: fhe steel

trade

has shown a

somewhat improved

tone. 'rhe s

melting f u r n a ~ e s have

also made large

outputs

. The demand for Graigola coal

from

tinplate manufacturers has been gradually

increa-s

ing.

Most

collieries are well employed, but one

or

two

are idle.

Wages in Wales. A meeting

of

the

joinb

committee

of

iron

and

steel workers, mechanics,

and

others

under

the

sliding

sca

le for

South

Wales

and Monmouthshire, was

held ab Cardiff on

Friday, to

receive the auditors' report

for

the thre

e months ending

May

3

1,

1901.

The result

was that wages will be reduced per cent.,

as

from

July 1.

Coa

l

j01

the

Man

a;uvres.

-

The Lords

of

the Admiralty

have placed orders ab Cardiff for

the

s

upply

of 50,000 tons

of

steam

coal,

to be

u

se

d in connection With

the appr

oach

ing naval manmuvres. The orders have been divided

b e t w ~ e n about twenty

collieries,

and the quality ranges

from

~ o o d

Monm

out

hshi

re to best

Cardiff. The lowest

price IS

18s. 6d.

per

ton,

and the highest

20s. per ton,

free on board net. The order is

not

so large as

had

be

en

expected ;

but the Lords of the Admiralty retain the

IN

CORPO

RATED ASSOOI

ATION

M UN

IO

IPAL AND

CouNTY E NGINEERS.-

This

association held

their annual

conference

at Leicester last

week,

beginning

on

Thurs

day, June 27. The president th1s

year

is Mr. E. G.

Mawbey,

the

borough

engineer

of Leicester.

On the

firsb

day

of

the

meeting

he

delivered his presidential

address, which

was largely

occupied

with

a reference

to

the

municipal

works

in th

ab town,

after

whi

ch

Mr. W.

Ho

ward Smith read

a

paper

on

permanent

way

for electric

tramway@, in which he contended very

prop

e

rly for

greater

attention being paid

to

the

section

of rail adopted

for

electric tramways. The

nexb

paper on the list was

by

Mr .

Edward

Manville, on

the

methods

of safety for

the overhead electric tr

olley

system which the Leicest e

r

Corporation a

re about to

adopt.

Mr.

Manvillea.dvocated

dou

ble installation of the trolley wire throughout, and for

the tro

ll

ey arm being long enough

to carry

the head

free

of the

cars, so

that should it be

dropped

it would

cer

tainly

fall

clear of

the

pa s

sengers : while all the metallic

parts

of

the

car,

including the trolley standard

itself,

should

e

tho

roughly

earthed.

Mr.

W. R .

Worby

Bean

moot

read

a

paper on the wear of roads by horse haul

age and motor

traffic,

and Mr. T.

H. Yabbecom,

of

Bristol,

dealb

with the subject of purification of

sewage

by Stewart

's improved filter.

Mr.

J . vV.

Bradler, City Engineer of Westminster, read

a

paper

on "Rifle

Ranges

a.nd

their Public

Supervision."

He

calculated thab

the

provision

of

a

range would not in

volve a rate of more than one

.s

ixth of a

penny

per

pound

in towns of average

size,

the stand

of

arms being provided

by Government

free,

with

free

ammunition

on Sa-urday

afterno

o

ns and bank

holidays.

The range would be

200

or

300

yards

and

screened

in,

and thus

a citizen might ab

least learn to have perfect control

of

his

rifle.

Morris

ranges were

suggested

as an

alternative. Public autho

rities

have already provided

ranges

ab

Boston.

Conway,

Doncaster, Norwich,

Nottingham, and

Great

Yarmouth.

During th

e

meeting there were

, as usual, seve

ral

social

functions

and visits to public work

s

in the neighbourho

od.

7/17/2019 Engineering Vol 72 1901-07-05

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THE TURBINE-PROPELLED

PASSENGER

STEAMER

' 'KING

EDWARD.''

t f

CONSTRUCTED BY 1

IE

SSRS. WILLIAI\'1 DENNY

A ~ ~

BROTHERS, DUI\'IBARTON; ENG

INED

BY PARSONS' :MARINE

(Fu?· Desc,,.iption,

see

Page 16 )

STEAJ.\1 TURBINE CO:MPANY, L I ~ I I T E D WALLSEND-ON-TYNE.

00

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OVEB-SKA

BRITAIN

-There

has jnst been R u e d by

Messrs.

T.

B.

Brow

ne, Lim ited, 163, Queen Victoria

st

reet, L ondon, a useful publicati on whic h contains

artic:les on each of the colonies and dependencit-s of Great

B

rit

ain, analysing

the

trade conditions and

pro

spec

ts

with a. view

to the educati

on of expo

rt

ers and to

the

stimulati

on

to

greater effort. There is given of each

colony a well-printed map, so

that the

book. which is

well-printed on good paper, is ab once an

atla

s, a geo

graphical and industrial review, and incidentally a news·

paper direcbory.

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NOTTINGHAM A ~ J W A Y s

Bul well extension is

The

e

fl

gine-room, which is 206 ft. in length and

40 fb.

in

now practically completed. Rapid prog ress i11 bbing breaJth, will

be

fitted

with

12 engines and the

made with the erect ion of an electric power sta tiOn on a

fl

oor of the house being of concrete, with mosaic paving.

s

ite

ad joining So. Ann

's

Well-road, Nottingham.

Th

e Tbe n ~ i n e are to

et upon

a bed of concrete

4ft.

premi

st:

s will occupy an area

c

f over 11,000 yards, and thi ck. The roof will

be

of

ir

on. with fe

lt

boarding

and

when completed th e s tation

will

be one of tbe fin est in slat es for covering, and will have a lantern-li

ght

and

No

ttingham.

In

the boiler-room, which is

239 fo.

6 io. ventilator.

~ t a n c b

and girders for a travelling crane

long , 53 ftl. wide, 40 ft. in height to the ridge, and 10 ft. are

already

in position, the crane being intended for

lower than the ~ n g i n e r o o m 16 large boiltrs are to be raising the machme

r1r

from th e dray and depositing

it

in

intr

oduced. Buff glazed bricks, with a brown-black dado,

the engine

-room. The flues from

the

boilers to

the

are being employed in the building of this department. chimney are 12 ft. by 7 ft ., and are lined with fire-

• . - - 11 11

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bricks.

Th

e

M n

tiJey .itself, when completed, will be

220

ft. high from the floor,

and the

foundati ons

go down

34 ft.

For

a height of

67

ft.

above the

floor

the

chimney is 24 h. square, the remainder being of an

octagon shape, large broach-s

tones

being em

pl

oyed for

t:ffecting t h ~ ~ e .

In

thickness

the

chimney varies

from bri cks to bricks, the width

at

the top being

13 ft

. 6 in .

The

subways which are

pr

ovi

ded

to carry

cables for the supply of electricity in S t. Ann's Well

road are finished.

WA

hope

on

a

fut

u

re

ocoaaion

to deal

fully with the N ottingham Tramways.

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7/17/2019 Engineering Vol 72 1901-07-05

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JULY 5, I

90

I.]

AGENTS

FOR

ENGINEERING.

USTR

IA,

Vienna.: Lehmann

and

Went zel, Ka

rt n

erstrasse .

APE TOWN Gordon a,nd Gotch.

I

NBURGH:

J ohn Menzies

an

d Co. , 12, H anover

-st

reet.

NO

B,

Paris : Boyveau and Ohevillet, Libra.irie

Et

ra.nge re, 22,

Rue

de la Banque ;

Em.

Tet·quem, 31 bls, Boulevard Haus s

man.

Also for Adv flrtisements, Agence Ha vn.s , 8, Pl ace de la

Bour

se.

Berlin:

Messrs.

A.

Asher and Co., 5, Un te r d en

Liud

en.

F ta.nkf ur t.-am-Ma.io : Mess rs.

G.

L. Da ube a,nd Oo. (for

Adver tisement ).

Le

ip

zig :

F. A. Br o

c

khau

s.

M\llh ouse : H . St ucke lberger.

GLASGOW : Willi t

un Lo

ve .

NDIA, Qa,lcutta.: Thacker, Spink, and Oo.

Bomb

ay: Th n.cker

and

Co.,

Limited.

ITALY: U. Ho epli , Milan, and any post office .

Ll

V

IllR.

POO

L :

Mrs.

To.

ylor , La

nd

ing

S t n . ~ " e .

MANOH

ES

TKR: J o

hn

H eywood, 143,

Dean

sgat e.

NORWAY, Ohri st io.nia: Camm ermeye tS, Boghnndel, Ca

l'l

J ohans

Gade

, 41

and

43.

Nsw ouTn WALES, Sydn ey :

Turn

er and Henderson, la and 18,

Hu n

ter-

st

r

eet.

Gordon and Gotch, George-str

ee t

.

Q U E E

(SOUTH

), Brisb ane :

G01

·

don

and Gotch.

(NoRTH), Townsville : T. Willmett and Co.

T T B R D A ~ £ : H. A.

l(ramer

a

nd

Son.

SouTn Auwrn.

ALIA

, Adelaide: W. C. Rigby.

UN ITBD STATES,

New

York: W.

H. WH

ey,

43 , East

19th-st ree

t.

Ch icago: H. V. H olm es, 1257-1258, Monndnock

Block.

VICTOR

lA , Melbo

urn

e : Melville, Mullen, and Sl

ad

e, 261/264 Collins

street. Gord on an d Go

to

h,

Limited,

Queen-stree t.

We beg to announce t hat American Subscriptions to ENG tNElFlR ING

may

now

be add ressed either

dire

c t

to

the

Pu

blisher, Mr. C. R

•

J OmiSON, at th e offices of th is J ournal, Nos.

36

and

36,

Bedford-

s t r ~ e t Strand, London , W.C., or

to

our a.c01·edi ted Agen ts for th e

United

States: Mr. W. H. WILe v,

43

,

East

19th-st

reet

,

New York,

and Mr. H. V. Hot.ME , 1

257-

1258, Monadnock Block, Chicag

o.

The prices of s

ub

sc l'iption (pay

abl

e

in

advance) for

one year

are:

For thin (foreign) paper ed tt ion , 1l. 16s. Od. ; for th ick (ordinary)

paper edi t ion , 2l. 0 . 6d.; or, if remitted

to

Agents, 9 dollar'S for

thin and 10 dollars for th ick.

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OTI

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CAN ADVF..RTISERS.

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rica

n firms desirous of ad verti sing in E NGINKE

IUNG

ar e

req

ue

sted to apply to Mr. H.

V.

HOLME , 1257-1 258, Monadnock

Bl

oc

k, C

hi

cago, or Mr. WILLAitO C. TYLBR., 150,

Nassau-st

ree t,

Room l9L

O,

New York City,

fr

om whom all particuhHs and

pri

ces

can be obtained.

.ADVERTISEMENTS.

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is thre

e h i l l i n   for th e first

four lines or

und

er, and eig

ht p

ence for eac h addittonall i ne. Th e

line averages seven

word

s. Pnyn1ent mnst accomp

any

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orders

f

or

single adve

rt i

semen

ts,

other wise their in

se

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tion cannot

be

guaranteed. Te rms fo r displayed

ad \

•er tisemeuts on the

wrappe

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and

on the

inside pa

ges

m

ay

be

obtain

ed on applica tion.

Se

rial

nd \•ertisemen ts will be inser ted with all pr act icable regula ri ty, but

absolu te r

eg

ula rity

ca

nnot be g uaran tee

d.

Advertisements intended for insertion in the

cur

rent

week's

issue

must

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delivered not

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5 p.m. on Thursday. In consequence of the necessity

for

going to press early with a portion of he edition,

alterations

for

standing Advertisements should

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received

not

la ter

than

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Wednesday after·

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ENGINEERING can be supplied, di rect from th e Publishe r,

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01D.ces for

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Advertisements,

Nos.

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and 36,

Bedford

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TELEGR.APIII

C

ADDRE

SS-

ENGINEERING,

LONDON.

TELEPHO

NE

NUM BER-

3663

Gerrard.

CONTENTS

P

AGE

PAGE

E n ~ i n e e r i n g V

aluation

s. . . . 1 Notes from the United

The Cardiff Show(I

llus.)

.. 2 States

.. .. .. ..

.. . . . . . . 24

The Insti

tutio

n of Naval

The Dutoh

Torpedo-Boat

A h

·t

t 4 RindJaoi  

.. ..

.

.. .. ..

24

e

1 eo s . . . .. .. ..  

The Institution of Electrical

The

Late Mr. George

Arthur

Engineers

in Germany . • 8 Bidde11.. . . . . . . . . . . . . . . 24

Lahm

eyer Tripbase

Ele

ctric The

Development of Smoke·

M·)to r and Mine Pump less Powder . . . . . . . . . . . . 25

1 lust·rated)

. . . . . . . . . . . . 12

Th

e

All

s

Engines

at Glaa-

25

ur r

et Lathes at the Glas- gow . . . . . . . . . . . . . . . . . . .

gow Exhibition (J llus.) . . 13

Co

ll ecting

Discharge

fr

om

Three-Cy linder

Compound

Cupolas . . . . . . . . . . . . . . .

25

Locomotive

tor

the

No

rt h

·

Launohes

and

Trial

Trips 25

Eastern Rail

way ( l

llus.

) 13 Miscellanea. . . . . . . . . . . . . . . . 26

The

King Edward l l· Diagrams of Three Moothts'

16 Fluctuations

in

Prices of

-

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

TRACTION

and

TRANSMISSION.

Published. on the ji?·st Tuesday in

ea

ch month.)

No. 4 NOW

READY.

PR OB 28. , Net ; POST

FREE

28.

.d.

Published

ab the Offices of ENGINBEitiNG,

85

and 86, Bedford Street,

Strand, London, W.

O.

CONTENTS OF No. 4.

PAO B PAOB

The El

eot

rlcDistributionof Powor.

XL

V.

to XL

IX.

and Dluatm.

By B.

Alfred

&worth . . . . . . . . . .

177

tlona ln

Text)

. . . . . . . . . . . . . . . . . . 216

Teats of

Ele

o

tr lo

Mo

to

rs on .Belgln.n

Tmn

smi

Rs

lon of

Power

from

Nla·

S b ~ t o

Rai

h

mys.

Second Artlole. to the Pnn

·A

tnerl

can

Ex

-

(Illustmted

.)

By Emost. Gemrd

188 hl

bltlon . . . . . . . . . . . . . . . . . . . . . . . . 223

'rho Liverpool Trh\ls of Heavy

Ele

otrloPower lnn. Coke Oven Phmt 224

Motor Vehlolos . . . . . . . . . . .... ..

198

1he Purls .Extensi

on

of the

Orl

euns

'l

'rn

dlu

g . . . . . • . .

. . . .

2015

1

R a l l w

~ y .

(Pl

ntea

L.

to

LV

II I

.

Tlte

E

tl\

cle

n

oy

of Po

wer

SW.

tlon

s.

nd lllustmtlous

In

Text.)

By

(lllustmted.) Dy Phlllp Daw-

Daniel

Bell

et . . . . . . . . . . . . . . . . . . 22.S

son . . . . . . . . . . . . . . . . . . . . . . . . . . . . 208 'l'ractlon and Tmuam lsslon Notes.

e y ~

and To

wer Wa

gons. (Plates (Plates L

IX

. and

LX

.) . . . . . . . . . . 2:l6

NOTICE TO CONTINENTAL ADVERTISERS.

,

Advertisements from Germany should now be

sent

through

Messrs.

G. L. Daube

and

Co.,Frankfurt-am

Main, who

have been appointed our

Sole Agents

for

that country for Trade

displayed

Advertisements.

Advertisements from France, Belgium, and Rol·

land should be sent through the

Agence

Ravas,

8, Place de la Bourse, Paris,

our

Sole Agents

for

those

countries for similar Advertisements.

NOTICES OF MEETINGS.

TilE INST\TUTION OF J UN I

OR.

ENGlNBERS. - Saturday,

at

S

p.m., vistt the

M:illwall Lead Works.

July 13,

ENGINEERING.

FRIDAY,

JULY

5, 1901.

THE NAVAL ARCHITECTS

AND

THE

NAVY.

THE sumtner meeting of

the Institution

of Naval

Architects, held

last

week in Glasgow-

the report

of

the

proceedings is concluded in

our

present issue

is memor

ab

le

in

more respects

than

one.

In the

first

place it was, we believe, the most largely-attended

meeting

the

Institut ion has ever held, over eight

hundred

members and guests having been present.

This may be

taken

as a

pretty sure

indication

that

the

society, which represents

what

is,

in

ma

ny

re

spects, our most important industry, continues to

flourish. Just how much the Navy,

and

with it

the

supremacy of this country in shipbuilding and

marine engineering, owes to

the Institution, it

is,

of course, impossible

to

say ;

but

there

can

be

no

doubt

th

at

marine science would not hold

the

high

position it does were it not for

the

assistance it

has received from

the

Insiitution of Naval Archi-

tects.

For

twenty- two years

past it

has com

manded the services of a secretary of exceptional

ability, whose genius for organisation has now

been recognised by

the

high officers of the

State,

who have therefore offered

to him the

position of

head of an imp

ortant

Government

department in

Ireland. I t may be

thought

that

the

Naval Archi

tect's loss is

the

country's gain ;

bu t

- remember

ing

the

influence

the great

technical institutions

have upon

the

industries t hey represent,

and

also

how largely

the

success of these institutions is

dependent on

their

chief permanent officials,

the

secretaries- it may be a question whether

the

community at large would

not

profit more were

the most

able of these officials to remain in

their

l u s t r a ~ M A ~ . . . . . . . . . . . •. .

Notes from the North . . . . 16 Metals . . . . . . . . . . . . . . · · · ·

Notes from South Yorkshire 17 Penman's

Water-Tube

Boiler

Notes

from Cleveland and I l lustr ated)

.

 

. . · · · ·

the Northern Counties.. 17 Relative

Speed

Indicator

Notes from

the

South·West

17

llmtrated) .. ..

•• .   ..

The

Nava

l Architects and Indust rial Nor.es . . . . . . . .. .

19 The

Phvsical

Sooiaty . . . . .

be Navy . . . .

.

. . . .

. ..

. . .

Ir

on

Ore Supplies .. . . .. . .

20 On Freeboards ( lmtrated)

The

Transverse

Strength

of

S

hips

I lust?·ated)

. .

Engineering Patent Re-

The

Ra

ti

ng

of

Di

s

used

Pre·

miees . . . . . . . . . . . . . . . . . . 21

original positions.

It

.may be

r e m ~ m b

r e d t h ~ t

this is

the

second occasiOn upon whiCh

the

Insti

tution

of Naval Architects has proved a recruit

ing ground for

the

Government. Its first secre

tary,

and to

a large

?xtent its

founder, was Mr.

E. J. Reed, now Su Edward Reed. He was

selected

by

the Board of Admiralty of

the

day

to

become

the

First Director of Naval Construction,

and fo

und the

modern school of scientific naval

architecture at Whitehall.

It might

almost

have been an ticipated

that,

as Mr. Holmes was to

be absorbed in

the

Government service, he would,

like his predecessor, have gone

to

~ h e Admiralty,

26

where his wide knowledge of all th1ngs co

nn

ected

21

with shipping could

not

fail

to

prove useful.

But

27

there

was no post vacant

at

'Vhitehall, .and has

28 accordingly been

translated

to

an

engineertng.ap-

29 pointment in

Ireland. No doubt

Mr. Holmes 1s a

29

difficult man to follow,

but the

Council have, appa-

30

rently been

fortunate

in

the

choice of his suc-

Tb e American Society of

Mechanical

Enginters

. . 21

co

rd

J

 

t ,

straf

,

ed

)

. .

19

features was the large

number

of foreign members

and

guests who

attended.

Of

these the

Germans

very largely predominated, oyer two

h u n d r ~ d

coming

in the

Deutschland, whiCh made the

trtp

across to the Forth expressly for

the

purpose,

owing to

the

co

urte

sy of her owners, the a ~ b u r g ~

American Steamship Company; who, tt w11l be

remembered so generously

sent

one of

their

finest

steame

rs

to' ake

the Briti

sh Naval Architects

to

Hamburg when

the

s u n ~ m e 1 : J?leeting was held .in

Germany in 1896. Th1s v1s1t of German ship

builders is full of good augw·y. f o ~

the

har

mo

ny

of feeling between

our Teu

tonic

lnn

smen

and

ourselves

and

should do much to neutralise a deal

of

s p i t e f ~ l newspaper writing that stri.ves to stir

up enmity.

When the

summer meetmg of the

Institution

was held in Germany five years ago,

the

cordial receptio

ns

given ~ y . the. citizens of

Berlin

and

Hamburg,

and the

d1st1nct10n conferred

on

the

meeting by

the

presence of

the

German

Emperor

together with his reception of members

at the

~ y a l Palace at Potsdam,

did

m?ch to

m o o ~ h

over a political difficulty, and

to

explam w ~ y a mis

understanding

that

never should have arisen,

but

which

at

one time bid fair to lead

to

serious results.

The

visit of

the

German members and gue

sts to

Glasgow is

the

corollary to

the

summer meeting of

1896, and

the

telegram addressed to Lord

~ l a s g o w ,

which we

print on

another page- besides

the

gracious messa&e from our own King- sh?ws that

the

kindly feeling then

planted

has contmued

to

flourish.

In these matters scientific institutions

are

silently

doing a

great

work, equal, if

not

of greater,

import

for the welfare of mankind

than

even

that

of their

more ostensible functions. Science affords a plat

form on which

in t

ernational rancour can find no

footing ;

and

as

our

manufacturing industries be

come more scientific, so do

the

bonds of amity

between those who are engaged in

them

become

closer, irrespective of race

or

nationality. A

British

engineer regards

the

work of

Regnault

with

the

same pride·

and

gratitude as

that

which

he

bestows

on

the researches of Joule; and has equal

admiration for a Siemens whether he laboured in

London

or

Berlin.

Where the

engrossing problems

of science

are

involved,

the

accident of th e birthplace

of its votaries becomes of

no

mome

nt. If

ever

the

millennium arrive, it would seem as if it would

come through channels of scientific research.

Another feature in which

the

recent meeting of

the Institution

of Naval Architects may prove

memorable is

the

way in which an attempt has been

made

to

put certain problems most closely touch

ing shipbuilding interests on a clearer footing. In

spite

of

what

has been said above,

the

millennium

has

not yet

arrived,

and

one of

the

pressing

needs of the country is that more complete Navy

which makes for peace. One

great want

is more

cruisers ;

but our

mercantile marine is so

vast that

we can hardly hope

to po

ssess a fleet of fast vessels

adequate to

its

protection.

In our

last issue we

printed

a paper on' ' Mercantile Cruisers,

read

at

the

Glasgow meeting

by Lord

Brassey, togethet

with

the

discussion

by

which it was followed. It

will also be remembered

that an

interesting dis

.

cussion on this subject took place at

the

spring

meeting of

the Institution

in London. A large

number

of

our

naval officers

are

opposed

to

mer

cantile cruisers. They have

been

educated

in

a

school of perfection,

and

look

on

makeshifts

with a disfavour that is, perhaps, natural, and would

be justified were

the

complete ·

thing

available in

sufficient quantities.

No

doubt a

bona.fide

ship of

war- planned throughout for

the purpose-

is a

better instrum

e

nt than

the

compromise vessel, half

fighter and half trader. No mercantile auxiliary

could be made

to

trade successfully,

and

yet be

capable of meeting our armoured cruisers, any more

than

a war

ve11sel

could carry cargo with success.

There

are many warlike operations besides firing

guns; but the

point

is

whether

merchant vessels

cannot be made defensible so as

not to

fall an easy

prey to the

weakest of our possible enemy's war

ships. Cruisers a

re not

expected to engage battle

ships, nor even the smalle1· cruisers those of

the

most

powerful type. Is

there

not, therefore, a place in

time

of war for the merchant cruiser, remembering

he;

high

speed

and perfect

sea-keeping capacity 7

When

the regular

Navy, to

paraphrase a mili

tary term, has been battered by war-when, per-

Notes . . . . . . • . . . . . . . . . . . . 23

cessor';

at

any

rate, he has already given evidence

35

of high qualifications for the post.

JYith a Two

Pagt

Eng9a1Jing of a

THREE CYLINDER

OM-

POUND

LO  OMOT

IVE FOR

THE NORTH EASTERN

It was however, of

the recent

meeting rather

than the

per

sonnel

of

the

Institution

that

we would

speak. One of

the

most

notable and

pleasing

.RAILWAY.

haps,

three or

four naval battles have been fought

-when battleships

and cruisers

are

in the dock

yards repairing

and

refitting, it

is

possible

the

mercantile cruiser may be monarch of

the

ocean•

•

•

7/17/2019 Engineering Vol 72 1901-07-05

http://slidepdf.com/reader/full/engineering-vol-72-1901-07-05 21/37

2

Russians at any rate

have some

such

idea,

or

would hardly have

established

their numerous

In

o

ld

days,

after

we

had

l

ost

so

of our regular

seame

n battles

were sometimes

ght

and

won largely by

landsmen. We may yet

analogue with sh

ip

s.

. It Is,

as

was

sa

id at the meeting, chiefly a q ues

twn of money. Professor Biles,

six or

seven years

ago,

submitted

a scheme at a meeting of the

In stitution  nd Professor

Biles is a

ser

ious naval

a

rchitect

who

has

designed some n

otab

le vessels

in

his t ime-by

which

the

merca

ntile cruiser

could

even

be

armoured in time

of war.

From

a con

structive

point

of view,

th

ere is

no doubt

the

plans

propo

sed are

quite feasible ;

but

would it

pay

Consider ing the contingencies involved

the mo

re

or l ess remote possibility of war- would

it

be

worth while for the country

to

subsidise pri

vate

owners

to

tempt

them to

put

recesses

in the

sides of t

heir

ships,

to

be

filled with wood

in

peace,

and armour in war

t ime

to

say

nothin

g of guns,

ammunition,

and other

warlike stores

to

be

kept

in

readiness

Would it

not

be better at

once to

increa

se Vote 8 of

the Estimates by the

same

amount

and

build

cruisers f

or

the fleet

Beyond

this, again, there is the question of crew.

Let

us

say we have the ships, and we have the

guns:

Where

and when

are

t

he

men

to

fight

them to

come

fr

om

The Royal Naval Reserve

is

not

a

brilliant

success.

Indeed it

is

one

of

our

chief fa

ilur

es as a

maritime and an Imperial

race.

But

undoubtedly

the

R.N.R.

could

be mended an

d

expanded by

money

and

intelli

gent

administration ;

both

of which

it

ha

s always lacked woefully. But

here

again

the

same

question

presents

itse lf:

Could not the

money

be

better spent

u

po

n absolute ma.n-o'-war's

men 7

Would not

one

of the

real thing not

be a better

return than half-a-dozen makes

hi f

ts

All these questions, and a

hundred

others, are

easy enough

to

put but

difficult enough

to

answer.

We as a

nation,

are

fo

nd

of

putting

them; it

is

a

pleasing exerci

se

for

Parliamentarians amateur

st

ra teg

ists, naval officers (half-pay

or

retired),

and

above all, newspaper writers. But nobody

essays

an

answer, and

that

is just where

the

Institution of

Nava

l Architects

is

st riving now

to

do good work. The resolution* proposed

by that

veteran

Admiral,

Sir J .

Dalrymple Hay for so

many

years one of the most

re

spected members

of the Institution-and seconded by Dr. Thorny

croft , if adequately followed up, will give light and

l

ea

ding

in

these matters. The

subject

is of para

mount

importance

to

us

no

other nati

on is touched

as

we are.

Admiralty

officials, shipowners,

and

shipbuilders

, may solve

the

problem.

It

is to

be

hoped

that

P-arliament, urged

by

so influent ial

and

c

ompete

nt a b o ~ y as

the

Council of

the. ? s ~ i ~ u -

tion

will forget Its

petty

squabbles and trlviahties

for

brief

space,

yet

sufficient to aff

ord this Im

perial question some

co

nsideration, and

thus stamp

with legislative

autho

rity the proposal put forward.

To us,

as

t

he

paramount sea. power, the

matter

is,

as

we have said, of

the

first Importance.

We

have

the greatest

sea

trade to .pr

otect,

~ h e

most ships

th

at

mig

ht

be

c

onverted-

If conversiOn prove pro

fitable

and there

is

this ad

vantage, that

the

more

mercantile vessels

lik

e

ly

to

be battered by

war,

the

less

probability

is there that

war ~ i l l

come about.

On

t

he

second

day

of

the meeting another

very

important and

practical s?ggestio n was

put

o r w : a r d

by

one

of

the

vice-presidents of

the

Inshtubon.

Mr .

Ya

rrow's suggestion that an experimental

tank

should be es tablished

is

reported

at

length on

another

page of the

present

issue, and

the

matter

was

so

we

ll

p

re

sen

ted

that

we

need

say very

little

here beyond joining with t ~ o s e memb

e

 

s

:W ho

spoke

on the subj e

ct in urgmg

the

clesuabtl.1ty

of the scheme.

What can be

don e for marine

design

by an exper

im

enta

l

tank in competent

hands

was well exemplified

by

t

he brilliant

success

of

the

late

Mr. Froude. The

work

t h a ~

has been

ca

rried on

s

in

ce

hi

s l

amented

dea th by h

iB

son, Mr.

R.

E .

Froude

has

bulked

less largely in the public

eye no

doubt

because his labours have been con

f i n ~ d t o Navy vessels, and the results ~ r e known

o

nly

to Gove

rnm

e

nt

officials.

There 1s b u ~

?ne

private tank

th

at

owned

by

Messrs. Wilham

Denny and Brothers at Dumbarton

a

nd

we com

m

end

to the

notice of

our

readers

the

statement

of

Mr. Archib

ald

Denny that had his f i r ~ two

a n k s

t hey co

uld

find

work

for

both.

.

Here

IS

t o ~ t i m ? n y

from

an authority

bot h practlCa.l and sCienttfic.

The King

Edward to

the

trial

of which we make

See

page

84

of

ou

r last issue.

E N G I N E E R I N

G.

re f

erence on a

nother

page, is a vessel of beauti

ful form.

Her

design, with

the

lig

ht

and novel

machinery, presented a new problem which

th

e

good old rule - of · thumb was powerless to

solve.

In

such cases

the

tank comes

in

with its

accurate information

supp

lying the basis for true

scientific deduction.

The

King Edward is

the

great

success she is,

no

t alone

in virtue

of her

wo

nder

ful engines,

but by the

use

that

could be

made of

the

saving

in

weig

ht in

desi

gn in

g

the

hull.

This

is

an

age of competition among nations for all

industries,

and the nati

on

that

is in t

he

van of

progress will

be the nation that

will

be

in

the

fore

front

of

industry. We must

lead,

not

follow,

and

in ship design

the

experimental

tank

is

the

chief

instrument

for originating.

Still

another proposal

that

received

re

cognition

at

the

meeting

was

that

which,

it

is

to

be

hoped,

will

lead

to

the

much-des

ir

ed

end

of unification

in

nomenclature

and

of

meth

ods of recording

and

mea

suring. '£his also is

referred to in

o

ur present

report and

we

need

o

nly

again

wi

sh

the

proposal

every success.

On the

whole it will

be

seen

that the recent

meeting of

the Ins

t itution of Naval Architects was

notable in more respects than one,

and

is well

worthy of special

attention

on the part of ship

builders

and

engineers of all countries.

IRON

ORE

SUPPLIES.

IN

the

course of his evidence before

the Indu

s

trial

Commission

at

W a.shington,

the

President

of

the United States Stee

l Corporation committed

himself

to the statement that at the

present

ra te

of consumption,

the iron

ore deposits of

the

United

States

will be exhausted in

anoth

er

sixty

years.

We

take

it t

ha

t

Mr.

Schwab was referring to the

mo

re

readily accessible

and

relatively rich ores

which

are

now being

 o

r before long will

be

drawn upon

for

the

feeding of

the

ever-hungry

furnaces of

Penn

sylvania, Ohio,

and the other stee

l

manufacturing centres ;

and afte

r what we have

been told

as to

the

enormous resources of

the

United

States

in

this

re

spect,

the statement

comes

rather as a surprise. s a

fa

ct , t

he

experience of

America promises to

be

on all fours with

that

of

the

U

ni t

ed Kingdom.

There

was a time when

our

own

ironmasters believed

that they

had command .of

an unlimited supply of

iron

ore, and

they

used it

up

with avidity. Now, t

he

main

te

nance of

steel

pr

oduc

tion in

this

country is largely

a

question of

procuring

ore

from Spain, Sweden,

and other

quar

ters;

and it

will

be

remembered t

hat

in his Presiden

t ial

Addre

ss to

the Iron and Ste

el

In

st

itute

Mr. W.

Whitwell

stated th

at

Great Britain might be

co

m-

pelled,

at

no very remote date,

to

adopt increasingly

the ba

sic process of steel manuf

act

ure,

and to

use

the

impurer

n

at

ive ores more extensively.

Our great

reliance

at present

is

up

on Spain ;

and one thing

beyond

doubt

is

that the

richer

and

more accessible

dep osits, in the Bilbao dis

trict

especially, are show

ing sig

ns

of thinning ; wbile such undevelo

ped or

parti

ally developed

stretc

hes as

are st

ill

a.vaila..ble

are

ri

sing rapidly

in

value.

In

the

country behmd

Bilbao

and in other

dis

tr

icts of

Spain there are

numerous

ir

on-bearing properties,

bu

t

they

suffer

as a

rule

from remoteness from a rail way line .

In

Swedish La.p

land there are about

250,000,000 tons

of first-class ma

gnet

ite recently

rend

ered available

by

the

extension of

the

rail way f rom Lulea through

Gellivara; but the

Germans are making a

strong

bid

for this, and certainly we can claim no mono

poly of the supply. The ore

re

sources · of t he

Unite d States are, of course,

on

a much larger

scale

than

those of t he U

nited

Kingdom ;

but

on

the

other

hand,

the

consumption is much greater.

The Lake shipments

alone

last

year were

19 350 000 tons,

and the output

for

the

whole

o ~ n t r y

w

as in

excess of 25,000,000 tons. The pig

ir

on output

this year

has

been

on a

m u ~ h

sca

le

than in 1900,

and the

furnaces

are sti

ll g01ng

strong ;

the

week

ly

production on June 1 being

314,505 tons,

or at

t

he

r

ate

of 16,300,000 tons p ~ r

annum

.

The

consumption of ore, therefore, IS

likely to run

to

over 30,000,000 tons. W o ~ k

for

an

expansion

rath

er

h ~ n

for a traction. In

the

American iron a

nd steel

1ndustry In

the

commg

years ;

but

if

the

present taken

as

the

average

consumption for t

he 11ext

s1xty years, we have n

tota

l of 1,800,000,000 t?ns, which will

be

used

up

in

this

period.

In the

Circumstances,

the

a g e r n e s s

with which

the

big steel concerns are buying

up

all

the

productive properties that come

into the

m a r k ~ t

is easily to be understood, All the good gro

und

m

[j U

LY

5 1901.

Mesaba, Menominee, and

the ot

h

er

ranges of

Lake

Superior, has been

acquired;

and in the

ir

anxiety to

be prepared

for

the future the

Americans have of

l

ate

been purchasing iron lands in

th

e Michipicoten

district of Canada.. Of

the present

o

utpu

t of ore,

Michigan

and

Minnesota contribute about three

fifths, the

rest

coming

fr

om Al

abama

· (about

2, 700,000tons), Pennsylvania(900,000tons), Tennes

see (700,000 tons), Virginia, Wisconsin,

and

six

teen

other States

, whose contributions

are

comparatively

in

significant.

The Lak

e

district

is not good for

any

indefinite increase

upon its pre

se

nt total; and as

the

Pittsburgh and Ohio

men

are depe

nden

t upon

it for

their

supplies, a few more

ye

ars may wit

ne

ss

the spectacle of a group of works unable, in periods

of great activity, to obtain sufficient ore

to

make

their pi

g

ir

on.

Th

e cheap cost

at

which

Lake

ores

are

n

ow put

down

at

the

furn

ace has

had

much

to

do with

the pro

s

peri

ty of

the

American

steel tr a

de.

It

will n

ot

be cheap

to bring

supplies

by

rail from

other

States ; and apart from

these

(which un

doubtedly have extensive

dep os

its undeveloped), it

will not

be

possible to obtain large quant ities of ore

except

fr

om Cuba

on the

one

hand

and from

Canada on the other, and in both cases the cost

will be considerable. This is looking some way

ahead, but the

mat

te r is one of much

in t

er

est

, and

in

America

it

is

attracting

much attention.

We

have already alluded

to the

two sources

whence

the

requiremen

ts

of

Br iti

sh ironm

aste

rs

are

being supplemented. As to Spain,

there

is no

doubt that the

mines of Bilbao have

been brought

to

their

full capacity;

but

Bilbao is n

ot the

whole

of Spain,

and our

Consul for that district

pointed

out

in a

recent

report, that

the

large demand

and

higher prices had induced people to seek mines

inland, whe

re there is und

oubtedly plenty of ore

readily marketable, even

al t

hough

the

quality may

n

ot in

all

in

sta

nces

be

so

pure

and

rich as

that

of

Bilbao;

a

nd he in

stanced

the

wo

rkin

gs

at

Grana

da

and

J aen,

and

added

that in

a sho

rt

time

the

mines

at

Soria, Burgos, Galicia, Alba.cete,

and

Cordova would

s

upply

ores.

He

said,

further

th

at

t

he

di

st

ri

ct

s

of Guadalajara, Leon,

Teru

el, a

nd others

are. also

being investigate

d;

and it is certain therefore

that

iron-ore mining

in

Sp

ai

n is augmenting and de

veloping considerably. New mines are also being

opened in

the south

of Spain, where

there

are vast

depositsof o

re

said to be richer

than

ever existed in

Bilbao, and better t han

the

American ores. Spain

needs to be bett er explored. f that were done,

entirely new sources of

supply

would

probab

ly

be

di

scovered. M

eantim

e,

the

growing tendency on

the

p

art

of

English

iron works to acquire

ore

bearing properties

in

th

at country

is one to

be

commended, because

it insur

es a regular

supply of high-grade ore

at

a price which is

practically

independent

of

marke

t fluctuations;

and

in

this

way smoothes the

path

of

the En g

lish

men

in face of

the

very strenuous competi

tio

n

of American

and

German

ri

vals.

The

Consett,

Co

lt n

ess, and Millom

and

Askam,

are

only a few

of

the

companies which have adopted this policy

with profit. Greece might ship

co

nsiderably more

than

500,000 tons of ore

per annum

with

the

invest

m

ent

of more capital ;

and

t

here

a

re

other

sources

which, while

in

significant individually, mig

ht be

of

much

imp

o

rtance

collecti\'ely

in

t

he

supp1y of ore

to

Europe.

But apart fr

om Spain, there is

no

country

to

which our ironrua

ste

rs

can turn

for

really large quantities of ore, obtainable cheaply,

except Sweden. The railway has been

brought

north to Kiirunavaara

and

Luossavaara, where

the

ore is,

and

is being carr ied through

to

Ofotenfiord

on the

N

orwegia.n coast. In the Kiirunavaara

range the depo

sit

stretches for nearly three miles,

and ha

s a

width

rang

ing

from 100 ft. to 836

ft. ;

while

that at

Luossavaara

ha

s been followed for

4165

ft. and ha

s a maximum width of 200 ft.

n

the

:first

there are

some 215,000,000 tons,

and in

the

second 18,000,000 tons, above

the

level of

Lake

Luossajarvi ; and

there

is strong evidence of large

quantiti

es

und

er t

he

level of t hat

lak

e. The

Swedish Gove

rnm

ent proposes to limit

the

ship

ment to

about

1,500,000 tons annually,

and

a

very

considerable propo rtion of

th

is has

been

contracted

for

by the

Germans for some years to come. The

figures show that

the

Germans are, by a long way,

the

largest consumers of Swedish

ir

on

ore .

The

exports l

ast year

were 1,619,900 tons, of which

the

Gelliv

ara di

s

trict

contributed

over 70

per

cent.,

the

balance being supplied

by

V estmanland, t

he

Kopparberg,

and

Gefleborg.

And

of

the total

ship

ment

422,625 tons

went direct to Ger

many,

and

967 249 to

ns

to

Holland

for Germany-in all

-

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J

U Y 5, 1901.]

tons.

To

the United Kingdom

the

ex

were 102, 7 71 tons ; to Belgium, 99,125 to ns ;

18, 731 tons ; and to

Franc

e, 94:00 tons.

small takings

are

explained by our

stake

in

the

pani

$h mines, but it would appear that

some

of

r ironmasters are proposing to provide f

or

the

At any ra te, the

British

Consul at Lu lea

in

his

last report

that

a number of pros

are

t

raver

s

in

g

the

NorbottenHin (where

s

ituated

the Gellivara.

mines)

in search of

on properties, and are offering anythino- of

slightest promise

to

Englishmen and others

some

success. I t may be well to state here

hat

all mines

are

not n ecessa

rily

rich because

they

s

ituat

ed in a district which

turns

out 3 tons

ore for every one pro

duced

elsewhere in the

; and to repeat

our

consul's warning

inst the indiscriminate

pu r

chase of mines on

strength of

prospectors' yarns.

Nearly

all

the

round which is going

beg

g

ing

contains ore too

to

pay

for the working. ' '

Th e

se mines,, we

told, " are always sit

ua

ted in

some

remote

desolate

part

of

the

country, with

no

rail

ay or other communicat ion . . . . f Eng

ish

ironmasters

want

the

Lapland

ores

for their

works, it would certainly be of more advantage to

them to make contracts for several years in ad

vance with mineowne

rs

for the s

upply

of ores, as

some of

the

principal German ironma

sters

have

one,

and thus

avoid the g

reat

risk, expense, un

ertainty, and

t

rouble of starting mining

in

an

lmost

uninhabited

desolate

place., The condi

ions, it will be rec ognised, are different from those

hich rule in

Spain,

but the consular observa

tions do

no

t apply to

mines

which

have

been

and

at least partially developed.

RATING

OF

DISUSED PREMISES

.

IT sometimes happens that when

there

is de

in trade,

the

manufacturer finds

that he

make adequate use of ce

rtain

portions of his

Factories which are run at full pressure

orders are plenti ful mu

st

needs be shut

down

r

run

at a loss when

orders are

few ; warehouses

to overloading in prosperous times

are

well

abandoned

wh

en the

st

ock is sold out, and the

of the

market

creates no demand for a fresh

In

these circum

sta

nces the manufacturer

not

seeks to escape payment

to

rates for

he relief of t he poor.

Rates are

essentially a tax

a

profit-earning

concern : i t stands to

reason

i f mills or

wareh

ouses are standing id le (fits of

being more or less characteristic of every

the proprietor should not be ask ed to

in

re

spect of

such periods.

Further,

as

the

poor ra

te

is levied upon

the

rent

hypothetical tenant would be willing to

as rent for

a

tenancy from

year to year, it

is

that

the

rent which would

be

given for

premises from

year to year

would

be prac

nil

.

Cert.ain cases rece

ntly

before the Courts show

the judges will

support

the principle that

nt occupation of premises will not be

rateable,

there was sufficient evidence of vacant p osses

to ju stify the magist rates in disallowing the

This principle was early recognised in r educing

rateable value, i.e by transforming a

factory

,

a

warehouse, making the assessment

for

the

ose.

In Staley v. Cas tleton (Oversers), 5 B. and S.

a co tton mill, owing to depression

in

the

t

ton

trade, was no longer worked,

but

was

at

some expense as a factory, with its

in a

fi

t s tate

for

working

when

the trade

hould revive. I t was decided that the occupiers

rateable for the mill, and that the rate should

ma

de

upon

it

s

annual

va

lu

e as a storehouse for

machinery in it , and not upon an estimate of

rent which might

fairly

be expected for it

if

et for a reasonable term of years,

with the

prospect

improvement in value.

Again, in

the

case of Harter

v. Salford

(Overseers)

B.

a

nd S.,

591),

the

owner

of a

silk

mill gave

his business, with the intention of never re

it, and

the

mill had not

since

been

worked,

with the machinery

and other

articles and

s in it , had been advertised for sale.

All

the

the mill were essential

ar t

icles

and

for a tenant to have in working it for the

of silk. The

machinery, some

of

was affixed to the doors

and

ceilings, was in

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

the nature of

tenant's

fixture. A man occasionally

w

ent

to the mill in order to protect t he pro

perty

against t respas s or depre

da

t ion. I t was decided

that the owner was rateable for the mill, bu t o

nly

upon its an

nual

value as a

wareh

ouse for

the

machinery, articles,

and

thin gs in it.

The essence of occupation for the purposes of

ratin

g is that it shall

be

profitable. So

in

the case

of

Re g

. v. the Assessment Committee of St.

Pa n

cras (2 Q

.B

.D ., 681), a pe rson in consideration

of a yearly

payment

had permission from the

owner of land

to

affix

to such land hoarding

s f

or

advertising

purposes, and such

hoardin

gs

were

accordingly affixed,

but

not in such a way as to

necessitate any disturbance of the

soi

l if t hey were

removed, or

as

to

indicate

any

intenti

on on t he

part of the owner that

there

should be a permanent

occupation of any part of the land by the person

erecting the hoarding. It

was decided that such

person was n

ot

rateable as an occupier of an

" advertising station, " and

that

his name was

therefore wrongly

in

serted

in the

supplemental

valuation list of a metropolitan parish.

While

the older cases

have

established

that

a

factory,

may become transformed

into

a ware

house , two recent cases in the Divisional Court go

one st ep further, and establish the

principle

that

if a warehousa

be

unoccupied for a stat

ed

period,

and due notice of the fact be given to the overseers,

it m

ay

go completely

out

of

rating.

We refer to

the

cases of

the

Overseers of

Bo

o

tle

v.

Webster,

and

Bootle v. Liverpool Warehousing Oompany

(17, T. L. R. 650], in which the f

acts

were s ubs

tan

tially

the same. The cases we

re

heard

by Mr.

.Justice Ridley and Mr.

Justice

Bigham, on

June

4:.

It appeared that the respondents

were

the lessees

of six warehouses in Bootle,

the

lease of which ex

pired

at the

end

of the year 1900, and the re

spond e

nts

did not at the time of the rate in tend to

apply for a renewal. Th ey

were

ra ted in

respect

of the above warehouses,

but

owing to the depres

sion in the cotton trade they decided to close one

of t

he

hou ses . In order to

av

oid r

at

ing they gave

notice

to the overseers

on

January 6, 1900,

to

the

effect that the warehouse

in

question was

empty

and

untenanted. They carried on

their

usual busi

ness in

the

five other houses, but had

endeavoured

unsuccessfully to let the

other

house. In these

circumstances the

magistrates

found that there was

no

occupation of

the

warehouses for

the

purpose

of

rating,

and

that the respondents were not liable.

This decision was upheld in the Divisional

Court.

THE AMERICAN SOCIETY OF MECHA

NICAL

ENGINEERS.

(FRoM OUR

NEw

YoRK CoRRESPONDENT.)

THE

forty-third meeting of the American

Society

of Mechauical Engineers was held in Milwaukee,

Wisconsin, on May 28 to

31last.

Although this meeting was not so large as some

p r e v i o u ~ ones h

av

e

been,

partly because of a ma

chinists' strike, ye t the enthusiasm of those in

attendance, and the delightful arrangements of the

local committee,

more

than compensated for tho

smaller numbers present. Some 400 in all were

registered during the session. Professor W . S.

J ohnson,

chairman

of the local committee,

made

the address of welcome. He s

tate

d, amo

ng other

matters, that the value of th e manufactures of Mil

waukee

was 150,000,000 dols. per annum, the

greater

part of which consisted of machinery .

This was responded to very pleasan tly

by

the Pre

sident, Mr. Samuel T.

Wellman.

ELECTRICITY IN ENGINEERING WORK.

The first paper

con

s

idered

was : "

Require

ments of Electricity in Manufacturing

Work,,

by

W. S. A

ldrich

. This was an important paper, and

one

that

could

be studied with

profit

by

every manu

facturer; but only a brief summary of

its

salient

points can be given; t

his

summary we shall pub

lish on an

early occasion.

In respect to the selection of equipment, the

author gave no

ge

neral rules,

be

c

au

se of the

varying

conditions,

that

of

economic

production being

the

prominent factor. He believed in interchange

ability

throughout, but not necessarily

driving from

one circuit, although the same service should use

the

same

circuit. There should be uniformity of

electrical

equipment. Th

e

load diagram

for any

machine gave the best data for the size of the motor.

The character of

loads

in manufacturing

work should

be de te

rmined

by load curYes

and

the diagrams of

21

individual machines, gro

up

s, sections,

and

t he

entire plant, and the ratio of t he maximum to the

average load , should

be

as

hi

gh as possible.

The

speed should be predetermined

by

the conditions

for the most econ

om

ic

maximum

output. Th e style

and

type

of elec

tric generat

ors should

be

decided

by the kind of service requi red , and t heir size by

the

normal

and overload cond itions.

Wiring

and

distributing systems should be according to the

National Electric Code.

He

said, un der certain

conditions, indirect

distribution might be

expedien t.

Losses

in tr a

nsm

ission

were

a

minimum

in

el

ec tric

drivin

g, while

the

efficiency in

from

26

to 36

per

cent. overload shows high maintained values. 'l,he

author

concluded as follows :

1. The Generating Plant.

  Aa

far as practicabl

e,

each

unib

should be operated at its normal capacity-addi

tional units

to

be switched in as may be required by the

manufacturing conditions.

2.

T he Motors. It

is rarely the case that any machine or

tool is started from rest with full load upon it. Motors

may be started best under the usual friction, or lighb loads

on the machine

s,

as in the belt systems. When the

ma chine is brought up to proper speed, wo

rk

may be

thrown on to it. In this respect the practical operation

of an individual electric drive follows closely

that

of the

belt system.

t

s always possible to tell exactly what is going on in

an electric drive, both in kind and amount of useful work,

as

well as in matter of wastes and losses. Power measure-

ments are mn.de at any point by ammeter and voltmeter,

or by a wattmeter alon 3. special tesn motor of known

performance lends itself admirably to comparative tests

of

the performan

ce

of machin

es

and tools under various

conditions. Workmen may know at any moment

wh

ether

they are driving tools or machine to best advantage for

maximum output at best sp

ee

ds.

The definite power required for definite work may be

determined and charged to each machine, t

oo

l, or piece

of work, and

so

make up the shop cost of production more

exactly than by any other system. The power lost in

friction of individual machines when running empty may

be obtained with equal facility, and compared with

that

required in doing useful work. It will be found

that

the

latt

er increases almostly directly as the resistance being

overcome by the machine in its operation under working

conditions. The power requir

ed

by the work is a small

percentage of the total power delivered to the ma chine.

PoRTABLE

v.

STATIONARY

MA CHINE TooLS .

In connection

with this valuable paper was

pre

sented

one by John Riddell,

entitled

Portable

v.

Stationary Machine Tools."

The

author contrasted

stationary tools

with

portable ones, illustrat.ing each

case

by

a

photograph

of

the

toels

contrasted,

show

ing the saving in time, labour,

and

expense by

th e use of the latt e

r. In

the la

st

case

cited,

that

of a dynamo,

he

said

it

required originally

4:0 hours to plane one set of pole-pieces with a

96-in. planer,

costing

8000 dols. Th e milEn 

machine now does the same work in 12 hours:

and the cost of machine was 1000 dols. He

found

it necessary to build

three

of the latter

machine

s,

and,

with the allowance that

one

milling

machine could do the work of

three

planers, it would

show an investment of 72,000 dols.

in

planers, to

say nothin

g of

th

e floor space req

ui r

ed. The dis

cussion on both th ese papers favoured the views of

their

authors.

ENGINE TE

STS

.

The

next morning came the re

port

of the Com

mittee on standardisa tion of

th

e methods of making

engine tests.

The report

in full

occupied 71 o

ctav

o

pages,

and replete with va

lue;

but

li

t t

le

more

than

the headings can be given. They said

at

the ou tset :

. The ultimate ?bject of an i g i n ~ test , using the term in

Its broad sense, 1s the determmat10n of the economy with

which the.engi le. produces a g i v e ~ m o u ~ t of power. In

steam engmes IbIS the economy With

wh1

cb steam is con

sumed in the cylinders, or coal is burned in the boilers

or h e e c o n o m y i n the c_onsu.m:ption u n i t s supplied;

~ b i l e m other heat engmes

1t

1s economy m weight of gas

011

or other

fu

el burned. The elementary qualities

c o n ~

earned are thus two in number, viz.: The amo unt of steam

fuel, or heat, as the case may

be,

consumed, and

amount of power d

eve

loped. How to determine these

quantities, and to systematise the work in such a way

as

to

serve

as

a standard method of test, is the leading problem

before us.

t

is evident

that

the

sta

ndardising

of

methods

of

t

es

t

should include

in its

sco

p.e

not only rules for obtaining the

necessary data. and workmg out the results,

but

it should

determine a standard form of

ex

pressing the results and

sta

nda

rd

units in which they should be stated. Fu;tber

more, the sche

me

proposed should be broad enough to

apply to all

~ b e

pri?ci:pal class.es of engines, whatever the

nature of their serv10e m p r a c t ~ work

;

and do this nob

only in a sc ientific but

in

a practical way, without 'con

flicting with the recommendations of former committees

of the Society relating to pumping-engine tests, loco

motive tests, and boiler tests. In short, the work of the

committee should be one of syatematising the whole

subject of engine-testing; and with this end

in

view they

offer the report of their labours.

1. As

a.

first step,

e c t i o

must be made of the units

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JULY

5

190 I ]

manufacturing, the author gave as a fundamental

principle

the

following :

E v ~ r y t h i n g pertaining to the construction of the

machmes must originate in the drafting-room, and

everybody in the shop, including the foreman and all

p a t t e r n - m a k e ~ must be guided solely by the lists and

ordera

e m ~ n a ~ m ~

fr9m that department.

The deatgnmg bemg done m the drafting-room, tha.t

department should

b3

made. to assume the s p o n

i b i l i t y

not only for the general destgn of the maohmes built, but

for every part n ~ e d e d to ~ a k ~ up a complete machine;

and as the dra.ftmg-room 18

w1thoub

question the proper

p l ~ c e to keep recorda of the machines built,

ib

is quite

evtdent that the machines should

be

built entirely accord

ing

to

its orders,

so tba.ti

the records

ma.y

be

accurate

ly

kept.

He then gave certain rules for tracings :

1.

Put

only one piece on a tracing.

.2.

Do not

pub

~ l l v i e w of a piece requiring several

v1ewa.

on one

tra.cmg.

3.

Keep down the sizes of tracings by drawing to as

small a aoale as willahc:>w

olea.rlv.

Rules 1 a.nd 2 are somewhat e l ~ t i c and can be stretched

a little to cover exceptions.

I will

now

give

you some of

the reasons why the above

rules are good, and the difficulties encountered if they are

nob followed.

In

the first place,

if,

a s is very often the

oast ,

one piece should

be used

in a number

of

different

sizes of machines, one tracing of

it

and one blue print in

the shop is enough

if

it is

on

a tracing by itself.

On

the

other hand,

if

it be shown on a sheet with other parts,

~ n d any

one

of these parts should

be

different or changed

m a n ~ resp

ec

t. in making

a n ~ t h e r

machine,

i

b

would

n e c ~ 3 1 t a . t e m ~ m g a new drawmg of a11 the parts on this

dra.WIJ?g. Ha.v

.mg more than one

parb on

. tracing

would

necessitate havmg

more

than one blue

prmt

in the shop

so

that the different parts can be made ab the same time:

Another reason

for ~ i n g l i n g oub

the piec

es on i n ~ s

is

that the oftener the tracings a.re reproduced the greater

is the liability

for mi

stakes to occur.

I t

will

also be

seen

tbab if after a piece has been s

hown on

several tradogs ib

s ~ o u l d

be

f9und necessary advisable to change this

p1ece

ent1re new s e ~

of

tracmgs and blue prints

would

be reqmred ; whereas m the other case vne new tracing

and one

new

blue print would suffice.

He

then

illustrated the paper by examples from

actual practice, showing

dr

a wings. To th is was

added

A

Convenient

Pattern

Record Book.,

Mr. Ball's paper rec eived a

pretty

thot·ough dis

cussion,

and

one speaker said, his company em

ployed 200 draughtsmen,

and

a separate s

heet

for

every piece meant 600,000

blue

prints ;

he

pre

ferred a sheet for related pieces. He also claimed

that

alterations might be noted on one sheet,

and

escape notice if

another sheet

was

taken

out. The

drafting-room was

held by others to be

largely a bureau of record,

and

should not be con

sidered

in the light the author

claimed. The

general discussion seemed

to

show this plan of

the

author could not be successfully applied in exten

sive works, although it might be admirably suited

to small establishments.

' 'Blue Printing

by

Electric Light,,

was

the next

paper, pres

ented by

Mr. H. G. Reist, of

the

General

Electric

Com

pany. This described

the

method in use at that

company's works. Some criticism was made as

to

.

he

clumsiness of

the

frame used,

and

this was ex

plained by

the

author to result from the company

having these frames on hand, made for another pur

pose, but

he intended to

have them replaced. As

to

the

saving in time by

the

use of electric light,

the author said that a paper which will print

in

eight seconds in

the

sun at noon during July will

require 2.33 minutes for

the

hours from 8 to 12

and

from 1

to

4

in January.

Similarly

in

July

from 8

to

12 and from 1 to 5. 30 will require.59 minutes, or

the

mean time for clear days during

the

year is 1.4 mi

nutes. Taking this

into

account,

he

calculates

that

one operator can make on an average 26.4 prints a

day in winter,

and

65.3 per day

in the

summer time,

allowing for cloudy days. In

printing

by electric

light,

it

is assumed

that the

cost of electricity is 12

cents

per

kilowatt

hour. The lamps

are

turned off

when

not

in use. They

are in

use only 36 minutes

for each operator, as shown

in the

Table below.

Each lamp requires 660 watts,

and the

cost is 18. 7

cents

per day. Labour is assumed at

the

rate of

1 dol. per day.

Sunlight.

Electric

Light.

Number of prints per day, mean

per year

..

. . . .

. ..

. 41.19 56 6

Cost of printing, per print (cents) 2.39 2.

A drawing of a

frame

used extensively

in

En g

land was shown, but one memher present stated he

preferred a vertical glass cylinder inside of which an

arc light was suspended, having

the

tracing

and

paper on the outside of the cylinder. Of a some

what similar character was

the

next paper on

' 'Rules for a Drawing Office," by A. V l Robinson.

E

GI N E

ER

I N

G.

Ex

cu

RsioNs.

The afternoon was devoted t o sight-soeing.

Although we were

in

Mil waukee, and Waukegon

was also near W aukesha, yet walking was

not the

idea of our hosts ;

they

had

pr

ocured a series of

open

-trolley cars, and the route was so arranged as

t o bring

the

party very near the plant to be visited.

We went first to

the

Allis Company's extensive

works

and

had our first impressions of

the

effect of

the

machinist's strike, which it may be remarked

was

in

abso lute violation of an agreement entered

into

as

recently

as

January 1

I f labour

unions

consider

that an

agreement i

t >

only to bind

the

em·

ployer, while the employe may abro

gate it

at plea

sure, that should be made a part of future agree

ments. At all events,

the

pres

ent

strike has had one

good effect,

it

has consolidated

the

employers into a

tremendously

strong

organisation, and if the result

is

the absolute disintegration of those tyrannical

labour unions which are only benefiting a few men,

walking delegates, so-called leaders

and

working

men's friends (falsely named), the benefit

to

the

honest and industrious working man and to the

country at large will be worth far more than

it

costs.

At th

e Allis Works

an

8000 horse-power engine

was seen, intended for the Manhattan

Rail

way

Company, of New York City. The other

sh

ops

visited were

the

Nordberg Manufacturing Com

pany, and o

ther

works

in the

vicinity;

the

shops of the Filter and Stowell

Manuf

acturing

Company

and Filter

Manufacturing Company ;

the

Christensen Engineering Company and the

Bucyrus Company,

at South

Milwa.ukee.

ThA

ladies

in

the me antime were taken

to

the Public

Museum and to

the

Library Building,

the

latter

being a beautiful

and

complete structure.

That

evening a delightful reception was given at the

Deutsche Club. This house was originally a private

dwelling, and stands in

the

centre of a large block

right

in the heart

of

the

city.

The

grounds

are

exten

sive, and contain many beautiful

shad

e

trees of great size. These were illuminated by

electric lights, and it had been intended to de

corate

them further

with Chinese

lantern

s,

but the

weather

bureau

had not been suitably subsidised by

our

ho

st

s, and the rain fell

in

torrents, so the re

ception was confined to the house,

and

closed at a

ate hour with

a

banquet,

which was preceded and

succeeded by an elaborate programme of dancing,

in which

the

mechanical engineers showed th em

se}

ves

afi

experts.

To

e

conti

nued

.  

23

advantage of four-stage expansion, instead of two,

without interfering

either

with passenger

or

cargo

space, and thus to

secure

the great ad

vantage of

the economy of high steam-pressure. The indi

cat ed hors e - power of machinery constructed is

800,000,

and the

var iety is suggested

by the

fact

that

sixty of

the

vessels were driven

by

twin- screwa, 317 with

the

single screw, and

100 with paddles. I t will be no

ted that the

twin-screw vessels bear a

pr

oport ion of about

13

per

cent. of

the

total, whereas

the

propor

tion of vessels of this type now built

is

only from

6

to

7

per cent.,

so

that

it

will

at

once

be seen

that

th

e l>ennys have been able

to

impress on

their

clients

the

great advantage of duplication of propel

ling

machinery. In the social gathering at which

the men rejoiced with their employers, Mr.

James

Denny, who presided, was quit e justified

in

claim

ing as

the

highest of testimonials

the extent

of

the

work done for some of

the

clients, one firm alone

having taken 74 sets of engines, another 43, a

third

36,

and

a fourth 30 sets.

In

fi fty yeara, too,

the

firm have had a turnover of fully 6  million ster

ling, and during that time have paid

in

wages

nearly million sterling,

the

labo

ur

cost there

fore representing little more

than

a fourth of

the

whole

turnover.

But

perhaps

the most suggestive

fact brought out by

Mr.

James Denny was the

great increase in

the

average wage paid per head,

from 14s.

ld. per

week

in

1852 to 26s.

per

week

now. I t is true the skill of the

worker

is greater,

ju

st as

the product

is more

intricate and

of higher

finish,

but

at

the

same time th e introduction

of

labour-saving tools enables,

or

should enable, a

large part of the work

to

be done by unskilled

hands. In this respect, however, the experience

in the

Denny establishment is probably more or

less universal,

and is further

proof

that the

in

creased production, consequent upon the use of

a . u t o m ~ t i c or easily-controlled mechanical appli

ances,

tends

to

the

increase of

the

average wage,

although it

undoubtedly

operates alEo in the direc

tion of lessening the actual cost of manufacture.

R

EA

SONS FOR TH E RAILWAY

RA

CE TO S COTLAND.

Some might say

that

considering

the

average

speed attained in

the

4.00 miles run from JJondon

to Edinburgh, or Glasgow, exceeds 60 miles

per

hour, any

attempts

to decrease it , even by

temporary spurts, was unreasonable ; but,

apart

alt o

gether

from

the

general advantage which

must

accrue by the effort

to

determine

the

maximum

speed possible under

the

working conditions- dis

closing, as it must do, the direction in which

improvement in locomotive design must follow-

N

0

T

E S.

there are reasons associated with railway manage-

J UBILEE

OF AN ENGINEERIN

G

F

RIII

ment

which

partly

explain

the

present keenness of

THE workmen of

the

well-known engineering firm competition. We have before now

pointed

out

that

of Messrs. Denny and Co., Dumbarton, have the relationship of the three companies conduc ting

signalised

the

jubilee of

the

establishment by

the

East Coast

service-the

Great Northern, North

presenting to

the partners an

address expre:sive Eastern,

and North

British- have

not

been charac

not only of congratulation, but of their ap- ·terised byg

reat amity;

for instance, theNorth British

preoiation of the cordial feeling which has ever objected to the North-Eastern taking all the trains

characterised

the

relationship between

the

Dennys between Berwick and Edinburgh over

the North

a

nd their

workpeople. This has found expres- British line.

When the

Scotch company succeeded

sion from time to time in the organisation, long

in

gaining a share of this traffic there arose

the

before legal ena.ctments, of a system of accident question of acceleration due

to the qua.rtE: r

of

an

benefits, as well as of premiums for suggested im- hour's

st

op at York becoming

u n n e c e ~ s a . r y ,

owing

provements

in plant and machinery generally and, to the inclusion of dining-cars and luncheon-cars

on

further, in

a

system

of conferences

to settle

questions

the train. Here the North-Eastern

gained

their

of importance affecting bot.h parties. While

the point in

favour of

the

acceleration, with

the result

shipbuilding yard of Messrs. Willia.m

Denny and that the

day

train

was timed to make

the journey

Brothers was organised fifty-seven years ago, the in

8

hours, not only on the East Coast, but aleo

engineering works were not commenced until on

the

West Coast routes. The North-Eastern,

May 1, 1861,

the

original partners being Peter too, have been trying

to get

running powers over

Denny,

John

Tulloch,

and John

McAusland, of

the North

British line between Berwick

and Edin

whom the

latter

alone survives; but

the

first two burgh, with

the

intention of having a staff of their

partners have left descendants, who carry on the own,

and

at

the

same time they have,

in

conjunc

traditions of

the

founders, both

in

business and

in

tion with

the

Caledonian Company, arranged a

furthering

the

intellectual

and

the industrial interests faster service

than

formerly between Newcas

tle

of

the

town, which is so

much

dependent upon the and Glasgow via Carlisle, and, notwithstanding a

Dennys.

The

senior

partner

now is Mr. Waiter heavier road, this journey,

in

the case of at least

Brock, who joined

the

concern in 1871, and who one train per day, is made

in

s

horter

time

than

has

rendered great

services towards

the

develop-

vi

a Edinburgh. This was

the

situation at

the

ment of the compounding system in

marine

engi- beginning of this season, when the Midland Com

neering practice, and particularly for the driving of pany decided to greatly accelerate their service to

paddle steamers, while

in the

design of high-speed Glasgow

and

Edinburgh. Formerly

the

Midland

twin-screw Channel steamers

he and

his

partners did not attempt fast

running,

their route

being

have shown a

thoroughly

progressive spirit.

In

longer and through

a

heavy

country,

dotted with

the

fifty years during which the works have been large towns, which it was felt could

not

be ignored by

in

operation, 627 sets of new engines

and

boilers through expresses

in the

same way as is

the

case

on

have

been

constructed,

in

addition to

the

recon-

the 'Vest Coa

st route, where a stoppage is only made

struction of compound into triple or quadruple at Crewe. The

splendid

Midland locomotives re

expansion engines,

the

arrangement of

the

cylinders cently designed by Mr. J ohnson, however, largely

tandem-wise having enabled many owners t o

take

overcome

the

difficulty of greater distance,

and the

•

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

con1pany decided

to

n u ~ k e o

nly

one stoppage south

of Ca r lis

le, namely at

N

ott.ingham,

80

that the run TIIE DUTCH

TORPEDO-BOAT

E

RINDJANI. ''

dmbur

gh,

notw1thstand1ng the longer road,

occu-

ptes only about

half-

an -hour more than on

the East

ME

SSRS.

YARROW

AND

Co., Limited, Poplar,

~ o a s t

route,

with

its long st

retches of

compara-

la

unched,

on

the 2nd inst.,

the last of the torpedo

ttvely level road. I t

is

easy

to

understand that boats

for

the

Dutch

Navy. This

vesse

l,

the

Rindjani,

the

North

British,

who take the Midland train belongs to the same class as the

oil-burning

boat

fro.m

Carlisle

to

Edinburgh, would

not be

illustrated

in ENG

INEERING

a fortnight ago (page 803).

b

She was launched at

2 o

'c

lock

with her steam

up,

and

0

Jectors

to the accele ration ; and,

as

a matter 35 minutes later left the yard to undergo a series of

of

fact, the Carlisle to

Edinburgh time has progressive speed trials,

in showery weather,

but

been

well kept;

but,

as ye

t , no

attempt has without any

wind.

The

vessel was

drawing 3ft.

9 in.

been made to excel the scheduled time. The forward,

4ft.

7 in.

aft.,

giving a mean of 4 fb.

2

in.,

E a s ~

Coast

companies,

on

the

other

hand, are

the total

load

being 49.5 tons.

Th

e results are set out

[ J ULY

5, 1901

and in

the following

year

assumed the more resP.onsible

position of chief engineer. which position

he held until

March

of 1876.

During these years the

firm

were very

busily engaged,

not

only in railway appliances,

but in

the manufacture of

agricultural

implements,

portable

engines,

and the like; and the

subj

ect

of

this

memoir

introduced

many improvements,

of which it is only

necessary

to

mention a.

few-a

bean cutter, a cam cha

ff-

cutter,

oat

mill,

thrashing

machines ;

but perhaps the

most important improvement was his method of

chilling iron,

and

its

application

to railway work.

This system

proved

most successful also

in

connec

tion with

plough-shares,

and

it

was

character

i

stic

of

his lo

ve

for

natur

e,

that he borrowed

the idea from

n1ak1ng t h ~

pace,

a ~ d

have been arriving at Edin

burgh

considerably

10

advance of booked time, and

the

public will, no doubt, watch with interest the

contest,

especially

if the West Coast should be

roused; ~ e c a u s e ~ o t w i t h s t a n d i n g

their heavy

loads, the1r locomotives are well able to give

a

good

account of

themselves.

The posi tion of the

North

British Company

is

distinctly the most

interesting.

PAR'IIOULARS OF

THE

TRIAL 01<

'

THli: "RINDJANI

, 

FIRST·CLASS

T

ORPEDO·BOAT

, BUILT DY

ME

SS

RS

.

YARROW

AND Co., L IMITED,

PoPLAR, li

'OR THE Du

To

H GoVERNMENT.

NOTES FROM

THE

UNI'l'ED STATES.

PHILADELPHIA 

June

27.

WHEN the

United

States

Steel Co rporation

was

formed,

three

motives

predominat

ed

in the action

:

Steam,

Boiler.

lb.

145

155

170

ISO

190

200

200

200

Steam ,

Eng

ine

.

lb.

142.5

U 8.5

1615

165.0

166.5

181

5

188.3

190

I

I

High·

Pressure

Steam

Chamber.

lb.

130

IU

1

56 5

160

160.5

176.5

180

18

3.7

I

I

I

I

I

Vacuum. I

•

10.

23.1

23

23

22.7

23

22

.8

23 2

23

Air

Pressure.

Revolutions

per

Minute.

Time

.

•

10.

•

mm.

sec.

.76

298.2

301.5

Progre ssive d Trials 

I 311

.5

2 51

3 10

2

46

2

59

2

32

2 44

2

30

2

38

2

29

2

29

2 21

2 23

2 20

2 20

2

20

2

21

I

Speed.

knots

21.

052

18.947

21.686

2

0.111

2 3 . 6 8 ~

21.951

24.0JO

22.

7

85

24.161

24

.

161

25.532

25.

175

25.714

25.714

25.714

25.5

32

I

Means.

knots

I

19.999

20.898 1

22.817

23.392

24.161

25.353

25.444

25

.7H

25.714

25.623

Second

Means.

knots

••

• •

• •

25.

398

2S.579

25 .7H

25.668

I

I

I

Slip.

per oent..

15.6

15.3

12

.4

12.4

11.9

First, to find an

investment on

a a highly profitable

basis

for a.

large

volume of

capital

; second, to prevent

the

Carnegie

Company

from swallowing

up all the

other iron

and steel

makers;

and, third,

to

prevent

th at

company

from upsetting and

demoralising

freight

rates

through

the

construction

of a

new liue

from

Pittsburgh to the

Atlantic

coast, with extensions to

St

. Louis, and

thence

to the nort}l-

west and sout

h

  Th

e

recent

de

cision of

that

company

to con

sohdate

the National Steel

Company

with it, is the

first

step

in

a series of consolidations which will

de

monstrate that

Mr. Carnegie

sa

w

through

a solid

stone

wall when he went

through

the motions of selling out.

The

next national

companies that will disappear

down

the

Carnegie

Company's throat

will

be

the American

Tinplate Company

and

the American S

heet

Com

pany.

Carnegie officials are to

be placed in

charge

of theEe

subordinate intere3ts

.

The Shelby Steel Tube

Company,

the

l

argest

concern of

it

s

kind

outside

of

the

National

Tube

Company,

ca

pita

ll5,000,000

dole.,

has

-   """

been acquired

by

the United States Steel

Company.

200

1

86.6 I

1

80 1 23 1 1.9 IMean of

means-revs.,

368.7; speed, 25

.

590

knots; slip,

12.1 p.c.

~ e m a k i n g o f s t e e l r a i l s i n t h e s o u t h a n d

in the west ~ ~ ~   ~ ~ ~

~

is

likely to increase soon.

The

Tennessee

Co

al

and

Iron

Company's

mill in Alabama

will soon

be making

rails,

and if

the

demonstration

is

satisfactory

another

mill

will

be

built. Railway

managers

have

been

quietly

securing

stock

in the Colorado Fuel

an

d Iron

Company,

the

secret purpos

e being alleged to

greatly

expand the mill, so

as

to furnish rails to western

roads

at

cost.

Another

3,000,000 dols.

steel

plant is pro

jected in the Pittsburgh dist

rict.

The

Bethlehem

sale has not yet taken place. There

is

an uncontra

dicted rum

our

that the

U

nited

States Steel Company

in tends to

pay 4

per

cent. on common, 7

per cent

. on

preferred,

and

5

per

cent. on its bonds, which requires

an earning capacity of 75,000,000 dols. 'l'his

would

call

for a

distribution

of eome 19,000,000 dols.

The

con

structio

n

of the

proposed bridge

plant in the Pitts

burgh

district will

be

formally recommended

in about

two wee

ks

to the

United

States

Steel

Company.

Anot

h

er

1,000,000 dole.

steel

plant

is

to

be erected

by

Alan

Wood,

and

Co., a short distance from

this city.

The Republic Iron and Stee

l Company is

erecting

v.:hat is s

poken

o the

millmen as

the l ~ ~ g e s t ~ 6 - i n .

btllet and bar

mill

ID the world. Electnctty w1ll

be

the

motive

power.

The

proposed

bridge iron plant

will ha,·e

a

capacity

of 100,000

tons

per

year,

and

the

cost of the plant will

be

close to 2,000,000 dols.

The

ownership of

the

Minnie

Healy

Co

pper

Mine, valued

at

10,000,000 dole.

has

be

en

judicially

placed

in F.

A.

Heinze,

who

has nearly

300 suit s pending for

other

more or less

valuable proper t

ies. This ~ u c c e s s

in

winning

suits is

ama

zin

g; his

.

opponents

' copper stooks

are very active.

The

Amalgamated has i n c r e a ~ e d

stock to 155,000,000 dols. Exports of copper

last

week,

2358

tons, price

17 cents

.

Lead has

been

very

ac t

ive,

and spe

l

ter

goes fast.

Tota

l

arriva

ls of

tin

irl

the United States since

June

I, 2531 tons ; latest

ar r

ivaJ, the Gymeric, 846

tons,

from

the

Stra

it

s.

The

characteriet

ic of

the markets in nearly all

lines

is an advancing

tendency in

raw material.

LoWESTOFT.-On Tuesdo.y Mr.

W.

D. Meade-King

held

an

inquir y on behalf of

the

Local Government Board

into

an

application of

the

Lowesto

ft

Town Council for

authority to borrow 37,000l. for

sea.

defences. Mr.

Douglass,

the

n ~ i n e e r

concerned, explained his plans

in

detail, and said It was propoRed to erect a groyne 240 fb.

long at

the

southern borough boundary,

and

a s

pur

break

water

of

245ft.

ab th

e south side of

the

south pier. On

the north beach

it

was proposed that

there

should

be

a

wall

5796

ft. lon

.g and

from 14 to

18 ft

. deep,. i ~ h

timber

groynes ID fro

nt. The

mspeotor wlll reporb

ID

due

course.

in the Table

accompanying

this

article, from

whi

ch

it

will be seen ten runs

were

made on the

measured

mile

n.t progressive speeds; two

runs in

each direction

giving 19.999

knots

,

two

at

20.898

knots, two

at

22.817

knot

s, two at 23.392

knot

s, and two at 24.161

knots, the

slip of

the

propeller decreasing from 15.5 to

11.9

per

cent.

Then

six

runs

were

made

at

full speed,

the mean results being- boiler pressure, 200 lb. ; at

engines, 186.6 lb.

; at

steam chest, 180 lb. ; first

receiver,

71

lb. ; second receiver,

12

lb. ;

vacuum,

23 in. ; air

pressure

in

stokehold, I 9 in. ; revolutions,

368.7; speed, 25.59 knots;

and av

erage slip, 12.1

per

cet;lt.

The

vessel

continued running

for some

time at

t his speed ;

and

the c ; o ~ l burn

ed

throughout the trial,

which

terminated at

9.20 p.m., was 7 tons 10 cwt.,

the

draugh_t

upon

the return

.b

eing -

forward,

3.6 in. ;

aft, 4ft.

7 m. ; mean, 4ft.

Oi

m.

Mr. Van Waveren

and

Mr. Van Bowen

were

present on

behalf

of the

Du t

ch

Navy.

THE LATE

MR.

GEORGE

ARTHUR

BID

DELL.

WE

regret to

have to record

the death

of Mr. Geo

rge

Arthur

Biddell,

who

was so long a

nd

so

intimately

identified with the success of the old firm of Ransome

's

,

of Ipswich .

His

father,

Arthur

Biddell, was ma

rried

to

a

sister

of

the

founder,

and his

four sons became

more or less associated

with

the famous engineering

concern.

The subject

of

our

memoir was born

in

1824,

and was thus in

his 78

 

h year.

Like

his

brothers,

he

was

educated in

the school at Grun

disburgb,

and entered the Ip

swich works

in

1840,

then

owned

by

Messrs.

J.

R. a

nd A.

Ransome

and C.

May.

He served a seven yearo' apprentice

sh

ip, going t hrough

the

various shops and

drawing

offices,

and applying

himself

diligently

to

acquiring

an

all-round knowledge of engineering, so that before his

time

was

out he

was

entrusted

by his employers

with

the important

dutie

s aseoci

at e

d

with the

commence

ment of a

factory

in

Tours,

France, for the

manu

fac

ture of Ransome

and

May 's compressed fastenings for

railways. Oo his return to

Ipswich, he b e c ~ m e

sub

manager,

and

was conce

rned

mainly upon

the

const

ru

c

tion of pumps, engine

switche

s, crossings,

turntable

s,

an

d cranes.

In

December of 1850, however,

he was

chosen to

be

ass

istant to Mr. H ~ n s m a n the ch

ief

engineer

for t he machinery

department

of the 1851

Exhibition,

and

received

the superintendents'

medal

an

d diploma.

In

May, 1852,

he returned to the Ipswich

firm, which had

in

the meantime become Ransomes

an

d

Sims, as engineer

and

manag

er

of a

larg

e

department,

the r

abbit

's tooth.

Thu

s he

chi

lled one edge of th e

plough to co rrespond

with

the hard surface of the

tooth, and the

friction of the ea.

rth in

its operations

wore away

the

so

ft part,

maintaining

a

lways

a wedge

shaped

blade. This was one of the most wid ely

applied of

th

e

inY

entions.

He

also

tried

a

method

for rifling a projectile,

instead

of the

bor

e of a gun,

but

without

success ; he made sever al boilers

with

an

arrangement of flue

and tubes

easily withdrawable

for inspection,

and

he

worked

for long

at

gas-burners,

c.

In d

eed,

in

his

later years he

found

opportunity

for energy the Ipswich gas

undertaking,

of which

he

was

chairman, and other

loc

al

concerns, occupying

his

mind to the

l

as

t for

the

advancement

of

the

town

for which

he had

done so much.

He

was st ruck down

with a

paraly

.

tic stroke on Wednesday,

the

19th

ult. ,

a ~ d

su?cumbed

on t ~ e

23

rd ult., to the regret

of a

wtde 01rcle of profess10nal and

other

friends.

lviORE

CoAL IN

THE

NOR

TH. - Messrs. Bolckow

Vaughan,

and

Co., Limited, have commenced sinking

new pit at Leasingthorpe, near Bishop Auckland. One

of

the

drafts has already been

partly co

nsbruoted.

The

seam of coal to be worked is

the

Brockwell.

THE

ELEOTRIO

L

IGHT AT YoRK.-A

report on the first

year's. working of

the

York electric lighting station has

been 1esued to

the

members of

the

town council by

the

engineer,

Mr

.

C.

A. Midgley.

The rel?

o

rt

states thab after

payments of

l l _ o u t g o i

including mtere

sb and

sinking

fund, and also

dt

scbargmg a

debt

of

310l.

1 .ld.

6d

. incurred

in preliminary expenses,

there

was a

net

profib of

l  .15s.

9d.

The

year

ha.s b e ~ n

a phenomenal one.

Ortgmally, Professor Kennedy matalled four engines

an?

dynamos with a total horae-power of 320. \¥i th

this planb,

the

town council

wa.s

in a position

to

supply

6000

lamps of eight candle-power each, burning simul

taneously. So

great

was

the de

mand, however,

that a

400

horse-power n ~ i n e

and

dynamo was installed for

the

past i n t e ~ . This No. 5 set was itself capable of supply

mg 7000

eight candle-power lamps ;

but

even with this

set,

the

council has

not

been able to have one of

the

others laid

off,

and at

the

end of

the

year (March 31, 1901)

ib had a total lamp connection of 16,400 eight candle

power lamps connected the mains, and over 5000 e i ~ h b

oandle.power lamps apphed for,

the

majority of

wh 10

h

would be connected by

the

end of

July.

A further ex

penditure of 10,850l. on mains

and

extensions for

the

coming wint

er

is considered absolutely necessary if

the

present

rate

of progrees

is

to

be

maintained

and

the

applications for

the

light are already so extensive thab

the

expenditure can

but

be

remunerative.

The

eleobrio

lighting committee proposes to carry out the extensions

suggested.

7/17/2019 Engineering Vol 72 1901-07-05

http://slidepdf.com/reader/full/engineering-vol-72-1901-07-05 26/37

J LY 5 1go 1.J

THE

DEVELOPMENT OF SlVIOKELESS

POWDER.

To THE EnrTOR OF

ENGINEEmNo.

Sm,-The interesting articles in your esteemed journal

the

subject

of American experiences in regard to the

kinds of smokeless

J>Owders,

fully corroborate

similar

results arrived at tn

Sweden.

In this country

nitr

oglycerine powders have been used

the

Navy

si

nce 1892, and have of late been adapted

certain heavy guns belonging to

the

coast de

the Army is using

principally

a nitro

manufactured

at the

Government

Up

to

1896, smokeless

powder

was used

by

bhe

Nav

y

nly for the light quick-tiring guns. That

year it

was

for

the

new 12-centimetre (4.7-in.) quick

The

nitroglycerine powder employed for these purposes

o

rdin

ary ballistite, containing 60 per cent. nitro

and

60

per cent.

nitr

ocellulose of about 12 per

nitroge

n.

The

heating

and erosive effect of thid

is very muoh

the

same as

that

produced by cordite.

using a more

suitable

shape of the grain-tubes

instead

oords-

it

was, however, possible to obtain a sat isfac

tory velocity

without

too excessive pressure,

thus

avoid

ing a too great erosive effect on the bore of these light

guns.

In 1897, during firing experiments carried out

at

Bofors

with a 15-centime tre (6-in.) quick-firing gun

with

very

small chamber space,

it

was found

that

the heating effect

of the power was too considerable to

make it suitable

for

a.

gun of this calibre. After a. few rounds, a considerable

washing away of the

metal

round the seat of the pro

jectile was perceptible. After three rounds, using the

same

metal cartridge

case, this was completely worn out

at the edge,

and

could not be used further.

I t

wa-s

then

found

ne

cessa

ry to alter the

composition of

the powder, in

order

to

obtain

a lower

temperature

of

combustion, and consequently less corrosive effect.

This aim

was arrived at by lesse

ning the

percentage of

nitr

.:>glycerine to 25 per cent., and using a •' moderant,"

which is at the same

time

a solvent for nitroglycerine

and

nitrocellulose. In this way it is easy to obtain a com

position giving even a lower devel

opment

of heat

and

larger volume of gas per

unitJ

of weight than a rure nitro

cellulose powder containing a low perce

ntage

o nitrogen,

such as, for instance, the German Troisdorf powder.

To

prove

this, the follow ing results

obtained by

calori

metric

test

of the two powders may be cited :

en

•

.. .GI

Volume of Gas of

G)

..

as

s

G) *

Combustion.

PS

: : s j : l . ·

- G)

Kind of Powder.

t$

o « ~ S

0 ~ > ~ a

: ..

Perma·

:> t$

~ G I

Aqueous.

Total.

 '

l j : l .

nent.

~ o

=

-

-

Nitroglycerine p

owde

r

(yielding

11.27 per cent.

U

22

901.7

. . . . . . . .

813 165 978

Troisdorf

powder (yield·

•

11.93

cent

.

Og per

N.-.).

• •

• • • •

943

760

17l

922

870.6

* Nitrogen determined by nitrometer.

As

will

be

observed, the nitroglycerine

powder

is

capable of perfor

ming

a

slightly

greater amount of

work

per unit of weight,

under

the same conditions,

although

the heat produced per gramme is somew

hat

less.

These

theoretical calculations

have

been

upheld

by

actual

experience, the modified nitroglycerine

powder

having given satisfactory results in various heavy guns,

up

to such of 25.4 centimetres (10 in .) calibre.

The experience in

Norway,

where a

similar

nitroglyce

rine powder is used by the Army as well a.s by the Navy,

for guns of all calibres, and also for

the

Army rifle, seems

to be very much the same as in Sweden. Since 1893,

when

the powder was first

introduced

into the r v i c ~ , no

serious complaints have been made against it.

In taking

cordite

as the

representative

type of powdera

containing

nitr

oglycerin

e,

as has been done by

the

author

of a

paper

which

appeared

on

March

8

in your

journal,

and condemning

the

whole cla.ss on account of the

dem

e

rits

of cordite, a great

injustice

is

certainly done

towards

the

more modern

t y p ~ ,

which do not share

the

same faults. For

it can

hardly be denied

that

cordite

is

in several respects an antiquated powder, however great

may

have

been its

merits

at the

time

of its first appear

ance, and even then these merits were

disputed.

Thus,

the cord

shape

is not

by far

comparable to the

tube

or

multiperforatcd

grain when a high ballistic effect

with

moderate pressure is desired.

l ,urther,

the

use of

in

soluble nitrocellulose, together

with a moderant-vaseline- which is not a solvent,

either for nitroglycerine or for nitrocellulose, causes

serious disadvantages, which are

still

further

aggravated

by

the

excessive percentage of nitroglycerine contained

in the powder. By exposing

cordite

to

heat and preBSure,

it

is easy to cause the nitroglycerine to separate from

the

nitrocellulose, in a way very

similar

to the squeezing

out

of water from a wet sponge. t is all

but

possible that

the same phenomena occurs, at least J>artly,

in

the com

bustion of cordite in a gun. f thts be so,

the

nitro

glycerine will

burn

l i ~ h t l y

quicker than the

nitrocellulose

and vaseline, producmg a higher temperature in

the

beginning of combustion of the c h a r ~ e than the compo

sittOn of

the

powder and

the

calonmetric data would

indicate.

A further disadvantage of cordite, 'Yhioh does

not

exi

st

with

the low p,ercentage, nitros-lycerine powders contain

ing "soluble , nitrocellulose,

18

the exudation of nitro·

glycerine which tak es place at a. low

temperature.

The main

advantage

of the nitroglycerine powders are,

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

in the view of your correspondent,

their

absolute f ~ e ~ d o m

from porosity. A nitrocellulose

powder

conta.mmg a

few

per cent.

of volatile solvent is apt to

l o ~ e

parb of

this

during

prolonged storage.

T h ~

evaJ>orat1on of

~ h e

solvent will cause a tendency of

the

mten?r of

the

r a ~ n s

to oontraot. As the surface is hard and bnttle, the grams

will be exposed to internal stresees which may, under

unfavourable conditions, cause their

breaking

up in the

bore of the gun, thus producing

an

e x c e s s i v ~ p r e s s u ~ e . .

In

the

evaporati<?n of t h ~ solvent, a

ce

rtam J?Orosity 1s

unavoidable. This poros1ty oa.uses a certam hygro

scopic

ity

of

the

pure

nitro

cellulose powder3, and a.

ten

dency to give uneven preas

nreR.

The

ad

vantagea cla.imed for the. pure t;ti.trocellulose

powders

are

n.

high

degree

of

o h ~ m 1 0 a

stablltty and

l<?W

temper

atu

re o

combustion. As 1t seems,

h<?wever,

qutte

feasible to arrtve at the same results, and gam other very

important advantages,

with

a n i t r o g l y c ~ r i n e

powder

con

taining a. low percentage of nitroglycerme, such p o.wders

will probably, as is also

pointed

out

by

Mr. Willcox,

prove

the most satisfactory for the future.

Bofors, June 27, 1901. RAGNAR :30HLMAN.

'rilE ALLIS ENGINES AT GLASGOW.

To THE EDITOR OF

ENGINEERING.

Sm,-So many reports have been

c i . r c u

l a ~ e d of l a t ~ with

regard

to the performance of the Alhs n g m e ~ wh1oh we

had

the

honour of supplying to

the

Glasgow Corporation

for the operation of their tramways, that we shall

be

glad

to have you notice

the

enclosed reJ>ort, which is, we be

lieve, the first

authorised

publicat1on

on

the

subject.

We

remain, Sir, yours faithfully,

RoDER l W. BLAOKWELL AND

Co

., LIMITED,

Per F. S. L .

59, City-road, London,

E.O.,

July 2, 1901.

GLA

SOOW T RAMWAY OOmHTTBE. - At the usual fortnightly meet·

ing of the

Tr

amways Committee, held on

June

26, the General

Manager repor

ted that

satisfact?ry progress

was

being

~ a d e

~ 1 1

round

a t Plnkston Power Statton,

and that the

machmery

m

operation was working well.

In

addition, a rep ort was submitted

by Mr. Parshall, the consulting engineer, which §lives the position

of the

works as a t

this

date.

Mr.

Parshall says

: " I

have pleasure

in

reporting

favourable progress since seeing you three weeks a ~ o .

The electrical machinery in the sub·stations, and all of

the

un der

ground

cables, have given entirely satisfactory resul ts.

T h e ~ e

have

been

no

electri

cal difficulties

whats

oever: In the po' er stat1on the

boiler-house

arrangements are

approachmg completion. The coal

handling machinery has been tested and found satisfactory. The

first econom iser has now been

put

in satisfa

ct o

ry working order,

and the

second

one is well

forward.

The

outside coa

l-

handling

machine

ha 3 been tested and

found satisfactory. Generally,

everything in ope ration in connection \Vith

the

boiler-house is

working well. As regards

the engine-room, the

two

Stewart

engines, which

have

been w

orking for some

weeks at about haJf.

load,

were taken out of work on J une 14, and

one handed

over

to

the Stewart Company

for

general overhauling, the

second

engine being held as a stand-by for

the

working

of the

auxiliary power plant in case of failure of supply

from

Dalhousie.

This second machine will be turned over to the Stewnrt

Oompany as soon as the first machine is

put

in working order.

What I am

asking

the Stewart

Oompany to

do is to

make

such

ar r

angements

as

will

enable me

to

use

the

engines

under

usual

working conditions.

As

yet

we have been unable

to

work these

engines with the governor, and have had

to

work them always

with

a man at the throttle.

The

llttle

trouble at

first

experien

ced

fr

om warm pins with the Allis engines

ha

s

entirely

disappeared.

No. 1 Allis engine has been ca rrying the oar load for eleven

da

re,

and the

No. 2 for sixteen

da

ys.

The

average load on

an

engme

for 260

cars

amounts to some 1400 kilowatts. The average o u t ~ u t

from

the station amounts to .93 Board of Trade units pe r car-m1le,

wh ich figu re will indicate

to you that

the system

g ~ o e r a l l y

is

efficiently and well.

As

regards the .Musgrave

engines,

the first commenced

tu

rn

ing

ground on .Monday last. There

have

been some incipient troubles

from

heating, but no t more than

might

reasonably be expected in

startfng

a new engine. The

engine

will

be

put on

artificial

load on Satur

day

first,

provided

things go on satisfactorily, and it is expected it will be in satis

fa

cto

ry working order

for

car load in a week

from

that

time.

We

are preEsing

the

contractors for

the

cranes

to

complete

thei

r con

tr act .

As

you

kno

w,

these contractors

have

been

a

cause

of

serious delay in connection with the execution of

the

engine con ·

tracts. They are now , however, act

ua

lly at work overhauling one

60·ton

cr

ane, and report

the 30-ton crane

ready for trial. The

conden9er

and auxiliary

plant generally are w o r k i n ~ satisfac

torily, and have given no unusual trouble from the begmning."

COLLECTING DISCHARGE FROM CUPOLAS.

To THE EDITOR OF ENGINEERING .

Sm,-Acknowledging the

fact

thA.t

your

paper is one

of the

leading

in

the

engineering world, we write to ask

whether

you or

any

of

your

subscribers oan assist

us in

a

matter of our cupola.

We

have

an

iron-melting cupola

fixed

in

our

foundry

about 50 ft. from

the drying

sheds

of a t a n n e r y ~ and the tanners complain that one hundred

pounds' worth of leather is damaged every year, owing

to the f

aot

that smuts and other refuse from

the

top

of our cupola are de

posited

on

their

leather in these

drying sheds.

We

ha.ve

tried

several different eorts of caps and dust

collectors

on

the top of the furnace, but

so far

without

success, although we have partially succeeded in prevent

ing the

larger

part of the smuts from es

ca

ping.

We

shall be glad therefore, to hear from you or your

readers as to

whether

you oan

suggest

or

help

us in this

matter in any

way.

Yours faithfully,

THE RICHMOND GAS

STOVE AND METER

COMPANY,

LUIITED.

J.

A.

RANSOME, Director.

Warringbon, June 27, 1001.

TIL

E

CoM

MITTEE

oN STANDARD

S'lEEL SECTIONS :

ERRATUM. The address of Mr.

Leslie

S.

Robertson,

the

secret "ry to

the

committee appointed to report

on the

adopt10n of standard steelsect1ons

should

be 28,

Victoria

st

reet, S.

W., and not

29,

a.a printed

in our iBSue of

the

21st

ul t

.

LAUNCHES AND TRIAL TRIPS.

THE steel

screw

steamer Elswick Tower recently

launched from

the

shiQbuilding

yard

of

MeBBrs. Robert

Stephenson

and Co.,

Limited,

of Hebburn·on-Tyne, to

the

order of the Elswick Steam Shipping Company,

Limited (Messrs. W

eidner, Hopkins,

and Oo. ), t a . k ~ n

out to sea on Saturday, the 22nd ul t., on

her

offiCial tna.l

trip.

The dimensions are: 352 fb. over all by

4? ft.

breadth by 29ft. 10 in.

depth

moulded, a ~ d she ~ r n e s a

dead weight

of

fullY. 6300

tons. The. engmea, yrrh10h ~ r e

of the triple-expans10n

type,

have cyhnders 25 m., 4lt.n.,

and

67 in . in

dtam

eter by 45 in. st roke,

and

are supplied

with steam from two main boilers working at 165 lb.

pressure,

supplied by

Messrs. Richardsons,

Westgarth,

and Co., Limited, of Sunde

rland.

On Thursday,

the

27th ult.,

the

large steel screw

steamer Roseba.nk,

built

by Messrs. William

Gray and

Co.,

Limited,

to the order of the Pyman Steamship Com

pany, Limited,

West

Hartlepool, was

taken

to sea for

her

trial

trip

.

The

vessel

has been

built to Lloyd's

highest class under special survey.

She is

358 ftJ.

in

length

over a.ll, 49 ft. 6

in.

in breadth, and 28 fb. 3

in.

deep. Triple· expansion engines, having cylinders in.,

40 in., and 67

in.

in diameter by 45

in. stroke,

have been

supplied from

the

Central Marine Engine vVorks of

the

firm,

together with

two large steel boilers adapted to

work

at

a. pressure of 180 lb.

per

square inch.

On

Thur

sday,

the

27th ult.,

the

new first class steel

screw cargo and

passenger

steamer,

bearing

the

name

La

eisz, in memory of

the late

C. Ferd Laeisz,

and

built

to the

order

of the

Deutsch-Australische

Dampfschitfs

Gesellechaft, proceeded from

the

yard of

the

builders,

the

Flensburger

Schiffsbau Gesellscb aftr for her official

trials.

The

engines,

capable

of d

evelopmg

an

ind

icated

horse-power of

about

2500, ga ve a speed of about l 3i

knots.

The vessel's principaldimensions

are:

Length,

403ft.

8 in.;

breadth,

47ft. 8

in.;

depth, 32

ft.;

and

she

has a dead

weight carrying c1pacity of about 6500 tons.

There was launched on Friday,

the

28th

ul t

., from

the

yard of Messrs .Ramageand

Ferguson,

Limited, Leith, a

twin-screw tender, Helen Peele, for

the

Royal National

I

ifeboat

Institution. The vessel

has been

built from

designs by Mr. G.

L.

Wateon, of Glasgow.

Messr3.

John I.

Thornycroft and Oo., Limited, launched

on

Tuesday, the 2nd inst., the third of the

four

first-class

torpedo·boats building for

the

British Government.

The

boats

are 160 ft. long . by 17 ft. beam, and ca.rry a. load of

42

tons.

The

speed lS

25

knots. They

are

armed

with

three 18·in.

torpedo

tubes, and three 3-pounder quick

firing guns.

Sir

Raylton Dixon and Co., Limited, Middlesbrough·

launched on

Wednesday,

the 3rd

inst.,

from

the

C l e v e ~

l3.nd D o c k ~ a r d s a fine

steel

screw steamer, named Den

Seaton, built

to

the order

of Messrs. C.

Barrie and Son

Dundee. The vessel's din:;tensi<?ns

are

364 ft. by 47ft. 8 in:

by 30 ft. moulded, and

she

1s des1gned

to

carry a.

deadweight

cargo about 6300 tons on a light draught of \Vater,

with

a c a p ~ m t y of.

about

9409

tons measurement

cargo. The

macbmery wtll be supphed by Messrs. Richardsons West

garth,

and.Co., Limit.ed,

d l e s b r o ~ g h ,

and c o ~ i s t s of

a s ~ t of t r 1 p l e ~ e x ~ a n s 1 ? n engmes, w ~ t h cylinders

25

in.,

m.,

and

68

m. m

dtameter

by 48 m. stroke, supplied

wtth steam at 190 lb. preesure by three large steel boilern.

Messrs.

Ropner

and Son, Stock on. on-Tees launched

on ~ d n e s d ~ y , t h ~

3rd i ~ s t a

stee

l

screw

t e a ~ e r of the

f o l l o w 1 ~ g

dtmens10ns, v1z.: L ength, 343

ft.;

breadth,

46 ftJ. 6 m.;

depth,

27

ft.

The

steamer

has

been

built to

the

order of. Messrs. R . Ropner and Oo., of

West Hartle

pool, and wlll <?arry about. 5800 t?ns on Lloyd's summer

freeboard. T r i p l e - e x p a n t ; I engmes will

be

supQlied

by

Messrs. a ~ r a . ~ d Co., Ltmtted, of Stockton-on-Tees, of

about 1 4 ~ 0 md1cated h o ~ s e - p o w e r

stea

m being supplied

by

~ w o s m g l e · e ~ d e d b o l l ~ r s

15 ft. 6

in.

by 10 ft. 6 in.,

havmg

a

worktng pressure

of 180 lb.

The

vessel

wasnamed Westonby.

A M E I ~ . J O A N COAL-MINING.-The

production

of coal in

the Umted States

la

st

Y.ear attained

the

vast

r e g a t e

of

267,542,444 tons. In

this

aggregate Pennsylvama figured

f o ~ 1 ~ ~ 724,006 tons ;

Illin

ois, for 25,153,929 tons ; Weat

Vngtma, for 21,980,430 tons; Ohio, for 19,105,408

tons;

Alabama, for

8,

393,385 tons ; India.na for 6

449

645 tons •

Colorado, for 5,232,843 tons; and Ken'tucky' fo; 5 181 917

tons. ' ' '

PRIVATE OwNERS 01

RAILWAY

ROLLING STOOK

The

t e ~ t h annual g ~ n e r a l .meeting of

the

ABSociation of

Pn

a t ~

Owners

of

Railway Rolling Stook

was held a t

the

Midland <;}rand Hotel, London, on

Thur

s

day

lasb

under the r e s t ~ e n c y of Mr. G. C. Loc

ket,

Mr. W. F:

Burr, th.e ? h a t r ~ ~ n of the Association, being absent

through m d t s p o s t t l o ~ . Mr.

Locket

referred

to the new

rules p ~ o p o s e d

to

be 1ssued

by

the Board of

Trade

under

the Ratlway Employment

(Prevention

of

Accident)

Act

O n . l ~

two of those rules

affect

private owners

:

the one re:

quumg brake

lever

s

to

be

fitted to

both sides of

all

rail

way w a ~ o n s , and the t h e ~ providing for

the

labelling of

wagons ll;l traffio

on

both stdes.

I t was considered that

th;e ~ e q u t r e t ; n e n t as

to

b r a k e ~ could not be carried

out

wtthm

t h ~

t1me allowed

by.the

rules, but the thirteenth

rule proVIded for

a.n

extens.ton of time when

found

to be

necessary,

and

~ h e commtttee wou

ld in

due

time make

such repreaentattons

to the Board of Trade as might be

necessary.

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•

MISCELLANEA.

IN_ a. communioa.tion

to

the J oUtrnal

of

the Frankliln

e, ;Mr. H. V. Loss gives pa.rticula.rs of experi

go to show tha.t a. less intensity of pressure

needed

to

punch steel pla.tes when the punching

e f f ~ t e < ; I

by

hydra.ulio pressure bha.n when a. rota.ry

used. The reason suggested is tha.t grea.ter

_

s

gtven for t h ~ meta.l

to

flow

with the

pressure

":herea.s

":tth

the

other type

the a.otion is

bemg

more m the na.ture of a. blow.

Mr.

Loss

t h a ~

the

best results would be obtained with a.

~ a . v m g a slow motion on the penetration stroke,

a. quteker one for the return movement.

E l e o t ~ o

working in

f a . o t o r i ~ s

engineering shops.

&o.,

commg more

a.nd

more

mto

use on the Continent

la.rge shipbuilding establishment of Burmeister

a.nd

a.m, Copenha.gen, has to a large extent adopted this

beth

a.t their foundry and engine shop a.t Chris

now also for the greater part of their

_a.b

Refsha.len_.

At _he latter place they have

own eleotnc sta.tton.

The

engine is of

320

horse-power, hailing from the firm's own

works;

the

dynamo a.nd the motors, of which

the

la.rgest

of 90 horse-power, ha.ve been suP.plied

by

Siemens

~ a . l s k e .

Whilst

hitherto five boilers (out of seven)

regula.r use, two

are

now, as a rule, sufficient.

An importa.nb

re

clamation of

tide

-wa.ter flats is now

in

a.t

Sea.tble, Puget Sound.

This city ha.s

deve

much of

late

yea.ra ; but there has been a la.ok

sites suita.ble for the erection of warehouses a.nd

By filling in the tida.l wastes in question a

level a . r e ~ will be p r o v ~ d e d f_or this purpose. M ~ c h

the mabena.l necessary ts bemg obta.ined from two

ft.

wide

and 30

ft.

long-now

being

through the flats so as

to

form navigable channelti

Lake

W a.shington and Puget Sound

and

between

latter

and the

Duwomiah River.

S e a . ~ s . l l a

a.re

being

along

the

edges of

the

flats, and the apace

will then be ~ l e d Jl by " h y d r a u l i o k i n ~ . part of

necessary

matenal

be1ng obtained from htlla in the

In a. r e c ~ n t issue of the Iron Age_

Mr.

H. G. Tyrrel, of

some rules for makmg a p ~ ; > r o x i m a t e esti

to

the cost in the States of b u i l d ~ n g s for manu·

purposes. Sheds and other buildings exposed

nly to the usual roof and wind loads cost, he states, from

a.

to

ls.

per

squa

re

foot of ground covered. Machine

hops, foundnes,

and the

like cost from

ls.

f)W.

up to

la.

l()id.

per sq

uare foot of ground occupied.

For

shedd

nd manufacturing b u i l d i n ~ s a fairly close estimate of

coat

oa.n

be made by taking 1t as

la

. for every square foot

of outside exposed surface of walls

and

roofs. I f ravelling

cranes are fitted, the amount thus obtained· should be

inorea.sed by 4s. 2d.

per

lineal foot of the building for

every ton capacity of the crane. This covers the cost of

crane supports and girders only. and not that of the crane

it self. Foundations are not included in the above costs.

Ferro-silicon has been prepared

at

the

Mera.n (Tyrol)

Steel Works

by

electro-thermic processes, by passing a

heavy current through & mixture made up of 1 ton of

forge aoa.le, 8 cwt. of quartz, and 8 cwt. of coke. The

operation lasts fifteen hours, and results in the production

of l()i cwt. of ferro-silicon. The

output

is 0.45 lb.

per

kilowatt-hour.

The

ferro-silicon thus produced contains

21i per

cent. of Si and 75

per

cent. of

Fe,

and costs about

8l.

per

ton . I t

is

found

that

ferro -silicons containing much

larger quantities of silicon can be readily produced

a.t

no

greater cost per ton. In still more rece nt work, open-hearth

slags

h&ve

been used to replace the iron scale. and a. ferro·

silicon has been produced from these containing 30 per

cent. of Si, 54 per cent. of Fe, and 13 per cent. of Mn.

The energy required is less than with the mixture pre

viously described

and

amounts

to

about

5380

kilowatt

hours

per

ton. Steel containing

a.s

much

ao

l i

per

ce

nt

.

of Si

is

made

by

the

Holtzer

Company for

the

manufac

ture of springs.

The

plan

adopted

by

the

Admiralty to

control the

quality of the armour-plates supplied them has been

to require the makers to furnish a.n experimental plate

manufa.otured

under

the

supervision of

an

inspecto

r. This

plate

is then tested, a

nd if

satisfactory, a. batch of similar

plates, also made under inspection, 18 accepted withcut

further trial. The inspectors are expected to watch at d

check -he manufa.oture in all its stages. Abroad, a. du

ferent

system

ia

followed. One

plate out

of a batch is

86lected for trial,

and

if satisfactory

the

whole of

the

remaining plates are a.ccepted,

and

no

attempt is

made to

control

the

details of

the

various processes through which

the plates have to pa.ss before completion. Both methods

have some &Cvantages; a.nd recently the authorities

det

er

mined to carry out a. check trial, somewhat on the Con

tinental plan, of a series of pla tes made by Messrs. John

Brown and Co. The plate chosen was one made for the

Venera.ble. I t was completely finished, but tqere were

some cracks

a.b

one end, the importance of wh1oh was

a.

matter of doubt.

The

firing trials took place on

the

Tues

day

of

last

week,

the

particulars of

the

trial being

aa

follows: Plate, 12ft. by

7ft.

6

in.

by 8.8 in. thick, bent and

fitted to ship's side; bolts, twelve of 4 in. diameter, 5 ft.

long • ba.cking, oak ; frame, none ; attack, three rounds of

Holt;er armour-piercing steel projectiles of 9.2 in. in dia

meter and 381lb., 379 lb., and 379lb. weight, striking ab

the

apices of

a.n

equilateral triangle 3

ft.

per

side, with

velootties reapeoti

~ l y ->f

1899, 1900 19

00 o o t - a e c ~ n d s

ea.oh

capable of pteromg over 20

m. ef

wrought Iron.

The

t>late passed through the tests triumphantly: An

examma.tion at the end showed one crack exten.dtng

the edge, 4 in. deep and a number of s u p e ~ f i c t a . l hatr

oraoks.

All

the nro1ecttles were broken up wtth a pene-

tration

of some 3i 1n.

E NC t N E E R l N G

(J ULV

5,

190 t.

-- - ---

-

DIAGRAMS OF THREE MONTHS' FLUCTUATIONS IN PRICES OF METALS.

(Specially eompiled from O.tficial

Rep01-ts

of London Metal atnd Scotch Pig-I1·on W atrratnt Market .)

APRIL.

MAY.

JUNE.

,£

132

IJO

IZB

IZG

124

122

IZO

8

JIG

/14

1 2

.£.

7'

74

7Z

•

31.

-

;J2t

tBL

'"-"

•

If 1}1".

11 1\

it \ ~

..

--

,

I

~

..

:::

~

..

I

V

-

•

.

70

be

.£

42

•

~

~

~

2l

:cc

•r R

~ I " -

p.

~ . .

40

38

J'

34

s

GC

•

....

I•

JC

•

,

><

..

•

IJI

I

I I I I I I

•

-

 

...

.....

Y

)(

l(

•

•

~

~

T. Tl

~

rh

n

l(

..

S(j

j

liiii

-

•

u

H

.. .

...

.

....

....

lw

 

l>t

'"

,

..

....

1

~ ~

A

t o ~ ~

lE ~ d r

·'

rl

:I\ .r

• (

I

JV

..

,

rn

.

v s

sq

...

H

n ~ ;

talv.s

ARI

; ·

...

w

1

11 '

·

11..

llllllilll." .. ·;,·

ll:::::il

lli::f::::

I

\

J(

. .

I I I

I I

::t::::=iiill..,..

,

~ t l t t l > l

,

r . , •

: I I

8

" 18

Z2 34 2 30

2

-6

-

10

16

20

22

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28 30 3

/,

•

13

17 , , 21

2.S

Z7

1

3

  1 

APRIL MAY JUNE

IN the

accompanying

diagrams each vertica.l line represents a market day, and ea.ch horizontal

line

repre

sents

ls. in

the case of tin plates, hema.tite, Scotch,

and C

leveland iron, and U.

in

all

other

cases.

The

price of

quicksilver is per

bottle. the contents of

which vary in weight

from

70

lb.

to 80 lb.

The

meta.l prices are

per

ton. Hea.vy steel rails a.re to Middlesbrough

quota

tions.

Tin

plates

are

per box of

I .

C. cokes.

THE Au

sTRI

AN LLOl'D.-We learn from Vienna.

that

bhe

Austrian Lloyd

ha.s

decided to build eleven steamers.

LO

CAL

LONDON:

A

MUNI

C

IPAL DIRECTORY

FOR THE

METROPOLIS

AND IT

S S

UBURB

S. -The division of London

int

o burghs has brought several interesting publications

dea.ling with

the

new conditions,

and

of these one of

the

most useful is

that

issued

by

Messrs.

P.

S. King and

:jun, 2 and 4,

Great

Smith-street, Westminster, in which

there is set forth a. a list of officials assoc

iat

ed with

corporations, councils, and boards within the County

and City of L o n d o ~ and of sixty adjoining areas

within

the

neighbouring counties. including Govern

ment, Parliamentary, legal, philanthropic, &o., lists.

There is a small

map;

but

it

is

not

detailed enough

•

to enable the reader to identify the several areas de

fined on it. The lists include the County Councils of

London, Middlesex, and Surrey_ ; the Corporation of

the City of London; the School Board for London; the

Metropolitan Asylums Board ; the Poor Law School

Districts

and

Sick Aay lums ;

the Tham

es

and Lea

Con

servancy Boards;

the

28 e t r o ~ l i t a . n Borough CounC'ils;

40

Metropolitan and

Suburb

an Boards of

Gua

rdians ;

and

54

Suburban Boroughs and

Urban Di

s

tri

ct Councils.

The

numerous institutions

and

subsidiary boards and com

mittees appointed by all these local authorities are aJso

set

out in detail; their location, officers, places, and

times of meeting of the committees. with other useful in

formation. being given. The book is issued a.t 6d. for

paper and

la. for c

loth

editions,

7/17/2019 Engineering Vol 72 1901-07-05

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} ULY

5 190 1.]

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

PENMAN'S WATER-TUBE BOILER.

•

CON

TRU

CT ED

BY

~ I E R .

P EN M A N

AND CO., GLA GO W.

Fig.1.

•

----+-

-t

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

-----

-

-----------

Ft:J Z

I

I

I

I

I

•

I

I

•

I

I I

I I

:

___

__ ___

I

I

I

I I

I I

;

.

....

, . .

/

:  I

I

r i

: I l I I

I 1 1

...

___

._____

L _J

L _

  ___ ...

__

... .

.19/f}.

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

-

\VE illustrate

above a -

water

- tube boiler de

igned by Mr. William Penman, of the well-known

irm of boilermakers in Glasgow,

and

const ructed by

some month s ago for running t heir works ma

hinery. As one would

naturally

expect,

in

view of

the fact that Messrs. Penman confine themselves to

making of boilers, leaving

others

to construct the

chinery. the steam generator is essentially a boiler

ma

ker

's job. Indeed, one of its chara

{}

teristics is it s

it contains more water than is usual

tubulou s boilers. All the tubes are

dr

owned, so

that

irculation may be as rapid as the stoking requires.

s the usual

steam

collector

or drum

at the top,

t instead of

the

tubes, which are inclined slightly to

horizontal, being screwed

into

junct ion boxes,

or

intovertical tube-plates

at

front

or back, form

they are expanded

into

end chambers,

ch there are

two

at both front and back of the

as shown, are circular and of considerable

built

of

a

flanged tube-plate atid a circular body,

an angle steel flange for securing the dished plate

front, which forms a manhole

in

smaller boilers or

door in larger boilers. There is thus no trouble

tube or of plugging it m the usual way,

the nest of tubes to which th e injured pipe be

may

be stopped for the repairs.

This method of ieoJating part of the heating surface

one of the

featur

es of the design. It will he seen

•

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

•

\

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

•

that

there ar

e two groups of tubes,

with

separate

drums

at

front and back. The connection between the

upper and

the

lower drums is through a series of

curved tubes passing from the bottom of the

upper

to the top of the lower drums,

and

these tubes,

which also are simply expanded, can be stopped

by a Jift valve fitting

in

a seat chamber within

t he

upper

drum and lowered or raised

by

a

spindle ex tending through the

top

of the drum

and fitted with a handwheel. In this way it might

be possible to work one half of the boiler while

with

drawing a defective tube and expanding a substitute.

There are also two outside circulating tubes,

co

n

necting with th e upp er drum above the water line,

a

nd

these are fitted with a stop valve for shutting

off connection. Under the drum at the back of the

boiler there is a mud drum with the usual blow-out

cock.

The ge

neral

a rrangement,

it

will be seen, is very

simple,

and

although

the

boiler

at

the

Caledonian

Iron Works is not worked

at

a

very

high pressure,

or

to give forced re

sult

s, it has done good work, accord

ing

to

the requirements, without indic

ating

any weak

element in design,

and the

many engineering visitors

to

Glasgow during the Exhibition period might, espe

cially if interested in t he problems of

wate

r-tube

boilers, find an inspection of the boiler

at

work of

much in terest.

•

RELATIVE SPEED INDICATOR.

K .ILROY's relat ive speed indicator. which is manufac

tu red

by

Messrs. Evershed and VignoJes, Limited,

Woodfield Works,

Harrow

-road, London, has been

de·dsed in order

that those

in charge of

th

e engines in

twin-screw ships may be able to know at a glance

whether t he port and starboard engines are

running at

equal speeds, and, if not, which are going the faster.

The indications given by this indicator are such as to

enable the engineers quiokJy and easily to bring

the

engines to equal speeds, and maintain them so. The

advantages gained

in the

engine-room

by

t he use of

this indicator are self-evident to t hose used to

the

management of marine engines. Deck officers will

a

ppr

eciate the benefits derived, as the equal running

of the

two

engines, besides insuring a

slightly

be

tter

efficiency of

pr

opulsion, faci litates the steering of a

ship under all steaming conditions.

The engraving below shows an indicator. One

of these would be fitted in each engine-room,

suitably

near the

starting

platforms.

Wh en th e two engine-rooms are separated

by

a

water-tight bulkhead,

the

two indica tors could con

veniently be coupled together, one on

either

side of

the

bulkhead ; as in th is case, connection by shafting

to

the port and starboard engines need only be made

to one of

the

two indicators. The dire

ct

ion of rotation

of

th

e pointer indicates the faster engine. The right -

hand

shaft is joined by shafliing to the starboard engin

eR

;

the

-

•

• •

•

•

•

FIG.

1.

•

(

)

•

582 D

]eft-hand

shaft

is joined by shafting

to

the port engines.

Wh

en bo t h engines are running at equal speeds t he

pointe r will remain s

tationary

opposite the i n d i ~ t o r

mark.

f

th

e starboard engines

are

running faste

r, th

e

pointer will move round in the direction

indi

cated on

tb e dial shown

in

t he photog raph. f

the

port engines

ar

e running faster, the pointer wiJl move round in the

opposite

di rect

ion, as indica

te

d on

the

dial. The

small arrow pivoted under the indicating mark is

always pointing in

the

di r

ect

ion in

whi

ch the pointer

has moved away from the indicating mark. Lubrica

tion is provided for all the moving parts,

an

oil syphon

being fitted in the usual way.

I t

will be seen from

Fig

. 2 th at

the

shafts to be

connected respectively to th e port and sta.rboa.rd en

gines each engage, by means of bevil gearing, with a

differential bevil gear, whose beYil pinion is mounted

on an arm which is

pinned to

a spindle,

to

t he end

of which is

fi

xed

the

pointer. An auxilia

ry pointer

acts as the indicating

mark,

  and is

fix

ed, behind

the

dial, to a. crown whe el gea.ring wit h a pinion on a

spindle, which is actuated by a knob on the outside of

the instrument. This arrangement enables the indi·

cating mark ,,

to

be moved ro

und

the dial opposite

to

the

pointer

when necessary.

The

small auxiliary

arrow point

er, which can be seen in Fig. 1, but which

is

not

shown

in

F ig. 2, is

pi

v

oted

under the indic

a.-

ting mark,  and ha.s a cam attached

to

it behind the

dial worked by a spring lever. At the back of the

pointer is a spring pin

or to

oth, whi ch engages in a

hollow

in the

back of

the ar

row pointer

in

such a way

as to leave it pointing in the direction in which the

pointer has moved away from the indicating mark.

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•

INDUSTRIAL NOTES.

THE b ·onw01·ke1·s for July reports the meet

of the North of England Board of Conciliation and

in

the iron and

steel

trades, and also of the

Board,

and the

redu

ct

ions in.wages on

accountant's reports. The rates of wages are still

high, and

it

is possible that further re

will follow the next report of the accounts

the

sliding scale. Two cases of dispute were

t he North of England Board. In one case the

at West

Hartl

epool claimed a revision of rates, to

th

e men objected ; a committee was appointed

in

v

estigate and

report. In the other

ca

se

there wa

s

c

han

ge of

work,

and

a

dispute

arose as to remunera

th

e Standing Committee adjusted t he claim.

At

Midland Wages Board

there

were two

matters

ising out of dismissal without n ot ice. The Com

ttee

decided to inquire and

report

in one

case;

in

other the notice was

de

cided to be good. The

Welsh Committee

had

some qu

est

ions before them.

one case the question was the rates of wages and

hours of labour

as

between

th

e shearers and the men

employed by them; the Committee agreed

up

on both

the

basis for

futur

e charges.

The

basis provides for

un

t il the sliding scale brings down wages to the

chedule level The Jon1·nal, announces the de

ath

of

Kane,

the

wife of John Kane, the founder on

workmen's side of the Board of Conciliation, &c.,

in the

North

of England, On the death of her

hu

sband,

t

he

employers and operatives gave her

an

annuity

in

consideration of John Ka ne's services, which annuity

he has lived to enjoy ever since 1875. She was a re

markable woman, wife of a remarkable man of the old

unionist

type.

Th

e Journal re

por

ts

the

recent conference held in

Birmingham. The repo

rt

speaks of t he great pro·

s

perity

in the iron

and stee

l t rades in 1899 and 1900,

and t hen of th e s erious collapse iu the current year,

and t he conse

quent

fa

ll

in wages. During t he two

years of prosperity t he membership incrc,ased by over

4000 ; but now t

her

e is a decline

in

mem

be

rship,

due

to some

ex tent to

the precariousness of employment .

The report refers to

th

e difficulties that arise when

wages go down under the sliding scale ; some men

regard it as all right when wages go up, but all wTong

if

they

do

down;

b

ut

it is explained that

what

is right

in

the one case is also right in the other.

n

one case

an

ex

tensive firm

wante

d the men

to

accept 10 per

cent. reduction in anticipat ion of the effect of the

sliding scale; but t he men refused, a

nd

out· of-work

pay was gr

an

ted during t he stoppage.

In

another

case a large number

had

to be supported because of a

dispute in an allied trade causing stoppage of work.

The report

pays a complime

nt

to

th

e

co

mmi

ttee

in the

Welsh s

he

et

trad

e, whose efforts

hav

e been succeseful

in arranging conditions so as

to avert

dis

put

es,

or

in

effec

tin

g a

se t

tlement of such

without

strikes. An

amendment of t he rules was carried, the object of

which

is

t o prevent l

oc

al dis

pu

tes, that is t o say,

st r

ikes locally, without full consideration by the lodge

first

and

then

by the

council. Thi s will

tend

to

stren

gt

hen the different boards whose duty it is to

avert strikes

by

conciliat ion and arb it ra

ti

ot;t. A

resolution to cent ralise the funds was lo

st

, as the

conference was of opinion that the methods now

adopted were sufficient for all

purpo

ses. The con

ference, as a whole, was most successful,

and

the pro·

ceedings were business-like. Guided by men of long

ex

perience,

the

delegates were not easily led

in t

o new

pat hs or by-paths; they follow cautiously the old

lines on which

the

association

ha

s prospered.

The report of the

National

Union of Boot and

Operatives indica

te

s that the state of

trade

has

m?-·

pr

oved, b

ut

it

is still slack in

many

ce

nt r

es. I t

IS

mode

rate

, in fact, ra

ther th

an goo

d;

and the corn·

ment is, I t is

far

better than a section fully

employed while

other

s walk

the street

s. Disputes

in th e mo

nth

were frequent- one being caused by the

unsa

ni t

ary condition of the wor kshop in

li

he

men were expected to work. Af ter some negotiatiOns,

the employer consent ed

to

work in a house taken for

th e purpose un til the workshop was rendered fit to

re

sume work in

it

. I n

other

instances where corn·

plaints arose the president of the union waited upon

the employers and effected se

ttlements

on the basis of

the

award of

Lord

James of Hereford,

and

of the

agreement

made through

t he

la t

e Sir Courtenay Boyle,

of

the

Board of Trade. There has been a dispu te at

Killa

rn

ey l

asting

t en weeks ; it is not yet settled,

bu

t

th

e expect

to

win, .

as

another emJ?loyer is

getting the t ra

de

and employmg th ose on stnke. At

Ayr t he men were unable

to

sett le a dis pu

te

, a

nd

handed in t heir notices. At Newcast le a dispute was

settled af ter t he men had been idle half a day.

The

repo

rt

gives

an

acco

unt

of

th

e reception of

the French

delegates at the Sho

redit

ch Town Hall ; at

Pa lace · at

the

Co-ope

ra

tive Wholesale SoCiety s pre

mises in Lem

an

-stree

t,

Wh itechapel, &o. There

ar

e

also notes on the Factory

and W . o r k s h ~ p s

Bill,

Edu

cation

Bill, and other matters m wh10h t he u m ~ n

takes an interest.

The

local repor ts from a

ll

the chtef

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

•

centres give an account of the

state

of trade, local dis

putes, a

nd other

matters of

interest

to the members.

The

threatened dispute of the tramway men employed

by the London C

ounty

Council seems t o have stiffened

the bac

ks

Qf t hose who were the most friendly on that

Council. The men seem to have a notion that the

humble, if grumbling, ratepayer will pay to

any

extent.

He is at the mercy of t he Government of the

day

as regards taxe3, and of

the

local

authority

as

regards rates,

but

there is the last straw. Mr. J. W.

Benn

states

that t he

re

cent demands would amount

to

an increase in t he wages bill of some 30 000l. He

went on

to

show th at

th

e increase granted

by the

Council was eq

ual to

28,000l

., or

9l. p

er

· man per

ann

um. The

Co

uncil had, moreover, employed

so me 400 men more by reason of reductions in

th

e

hours of labour.

Unde

r

th

e companies the number

of men discharged was equal to 10 per cent. of those

employed; under t he Council only 3 per ce

nt.

The

fines

had

fallen from Sid . to 5d. per man per annum.

He did not think that fines could be abolished. Under

the companies the men worked 3818 hours in the year,

at 6t d.

per

hour ; under the Council they worked 3130

hours, at per hour. These are t he facts as to

improved conditions ; but if the men ask too much,

the

c

han

ces are

th

at

they

will be disappointed,

and

that even those who have yielded most will hold

their

bands.

Th

e men are well

treated

;

their

com

ph.ints are li

ste

ned to

and

considered; they have

model employers as compared with the old companies

replaced ; but the patient ratepayer may be called

upon too often. The Council have, af ter all, to con

sider those who find the money, for the Council is

responsible for

any

loss sustained by t he

tramwa

ys.

In the Wolverhampton distri

ct

there are signs of

recovery in the iron and steel trade : . Business in

finished iron shows a stronger position. Best bars

are in regular delive

ry, and

expiring orders

are

re

newed at present ruling prices, with extras for special

br

ands.

The

demand for unmarked iron has be en

such that makers have increased their selling rates by

5s. per ton.

The b l a c ~

sheet. t rade is more

than it has been at any time th1s year. Hoops are m

increasing demand at higher

rate

s,

and there

is b

et

ter

inquiry for

tub

e st rip, but actual business is some

what rest

rict

ed.

Rod and

rivet iron find a

rea

dy

sale,

and

also galvanised

and

corrug

ated

sheets.

St

eel also is in bet ter demand. But

both

merchants

and consumers have been holding back in view of

the

quarterly

mee tings. Generally, the tone has been

better, but there has been

little

active speculat ion in

buying, either for home consumption or for export.

In

the

engineering

and

allied industries

there

are no

real indications of

any

serious slackening off

in

trade.

All engaged

in

locomotive

other r a i l w ~ y

work

continue busy; so also are bOilermakers, br1dge and

girder

c o n s t r u ~ o r s and

ta

nk

and gasholder ere?tors,

smiths and strikers. Ironfonnders are not qUtte so

busy as

they

were.

In the

hardware indu

st ri

es

ther

e

are, of course, variations in act ivity, but most of the

heavier branches c

onti

nue to be well employed, and

very few of the lighter branches are seriously slach:.

In some branches there is

still

a large

amount

of

Government work in hand, which helps to keep the

d istr ict busy. Taking

all

things into considerat ion,

the prolonged war, the high ra tes of coal, iron and

steel, and other matters, the position is not unfavour

able, and the out look is brighter.

n

the Birmingham

district the

improvement in

the

general tone of t he iFon and steel market has been

well sustained. The advance of 5s. per ton on

un

marked bars has not checked the demand.. Marked

bar firms have been fully engaged at quoted

ra t

es, the

position being firmer. Gas

st r

ip finds a ready sale ;

there

has been a

better

inquiry for hoops

and

gal

vanised sheets. Steel has been in more active demand.

Pig

iron has been in

m o d e r a ~ e

d ~ m a n d

pr i

 ces .being

fully maintained.

In

the engmeermg and alhed lndus

t ries

there

is little change to report .

The

engineering

branches report t rade to

be

from moderate to good."

Boilermakers genera

lly

are busy..

Ironf

ounders . not

quite so busy

as

they were. Macbtne workera, smiths,

and strikers are fairly well employed. As regards

the other iron, steel, and met al-using industries, most

of them are act ively engaged, but a few re

port

trade

to

be slack.

It

is, however , exceptional

to

be seriously

slack. Labour disputes, with t he exception of that in

the

tube trade, now happily

te

rminated, have been few,

and for the most

part

unimportant. Even the falling

market usually a pe

ri

od of strikes

to

keep

up

wages

to the ];igher level attained, has not been so p r o v o

of labo

ur

disputes as was for Ilerly the case. Posstbly

one important reason for. th1s has been the fact

that

employers made conoess10ns m o ~ e freely when the

market was rising than they years ago under

similar circumstances.

Both

pa rt tes seem to be better

able to

R.dj

ust differences

by

negotiations than they

were long years ago.

The position of the engineering

trad

es throughout

U

  Y 5,

1901.

Lan

cashire remains without m

ateri

al change. All the

principal branches continue generally to be well em

ployed, with the exce

ption

of t he tex

tile

machine

making industries. The complaint, however, is t hat

only in one or t wo speoial branches is new work com

ing forward in any

gr

eat quantity. Electrical engineere,

boiler makers, locomotive and railway carriage builders

are

full of

work-enough

being in hand

to

keep them

well engaged for some time to come. Machine tool

makers

and

general engineers are,

it

is faid, scarcely

replacing the orders as they run out;

but

this does

not

indic

ate

any proximate depression.

The

outlook

in the textile machine sections is not favourable ; there

seems

to

be no encouraging sign of

any

real improve

ment

in

th

e near f

utur

e.

The

a

ct

ivity in

all

tho

Ee

import

ant

b

ran

ches of t rade grouped generally under

the

head of " Rngineering and Allied Trades " va

ri

es in

the many centres according to t he class or classes of

work produced. In some, exceptional act ivity is main

tained;

in

others, some Lranches are moderately em

ployed, some well employed, and in some

th

ere is

slackness. This variation is even manife

st

in text ile

machine-making, for in a few centres the

trade

is

bet

ter

than in others. In the iron and

st

eel trades also there

are

variations. Business is said

to

be

ir r

egular.

There are divergencies in opinion as to the future.

The one feeling

that

seems

to

be general is uncerta

in t

y.

Business is rest ricted to immediate requirements . But

finished iron makers

are

firmer in

their

quotations,

which

may

be an indication of improved conditions.

The steel trade has

impr

oved, and the improveme

nt

is well maintained,

but there

has been no advance on

the reoently·quoted rates.

References

are

made from

month

to

month

in the

Labou1· zette

to

the employment of glassmakera,

and to the la rge percentage of unemployed members

of

the

unions.

The

quarterly report of th e Glass

Bottlemakers of Yorkshire shows how large a propor

tion have

to

be maintained

out

of the funds. Dona

tion and travelling benefit in 1899 amounted to

l6

83l. 2s. 8d. ;

and

in 1890

to

2277l. 9s.

Th

is was in

addit ion t o benevolent

grants

to distressed membere.

The

union is only a small one of 2840 members, of

whom 2452 are journeymen and 588 apprentices. In

the last thirty ·four years the Eociety has paid to

out-of-work members 71,726l. lls. 7d. ; and in bene

volent gran ts, 1070l. 10;

in

addit ion to which it has

spent 36,625l. 7s. 5d. in loc

kout

allowances. Superan

nuation benefit has co

st

l 2

,13l

l. 2s. ; and funeral

benefit, l2,0l6l. 10s. lOd. ; in t he

latt

er is included

grants to widows of deceased members. The members

have

had

a long s

trug

gle

to

keep up wages, and speod

more than.most unions in support of t he unemployed.

There appears to be li

t t

le change in t he position of

affairs at the Pe nrhyn quarrie

s.

The management

report that there are some 600 men and boys at work ;

the

men allege that only 264 of the men who we

nt out

on

strike

have re

turned

to work, and that the others

are officials, w eighers, clerks,

plat

elayers, labou

re r

s,

engineers, smiths, joiners,

and other

workers- not

qua

rrym

en. The men belonging to t he union main

tain

the

ir position of " no surrender," it is said.

t

is deplorable that such a dispute should continue. The

Conciliation Act does not operate, and all efforts to

make

it

apply, or to subst

itu

te some method of nego

ti at ion, have failed.

The sliding scale joint committee of

th

e iron and

steel workers and mechanics in South \Vales and

Monmoutbshire held a meeting in Cardiff, on

Frid

ay

in l

ast

week, when

it

was decided, upon the auditor's

report, to reduce

wa

ges t o the

ex t

ent of 10  per cent.,

to da te from

July

I, and continue for t hree m

ont

hs.

Th

ere is unrest in

the

cotton

district

s of Lancashire,

especially

in

East Lancashire.

The

Amalgamated

Weavers ' Association have entered upon a campaign

against the system of " driving " by the overlookers,

who are said t o be paid a perce

nt

age upon

the

weavers'

earnings.

At

a great meeting he

ld at

Blackburn thi s

w

as

denounced ; ot her m

eet

ings

ar

e arranged for in

all the towns

in

that part of the cotton dist rict.

A

strike

of some 300 weavers began last week, in

suppo

rt

of a like number who had already been out as

a

protest

a

ga

inst the bad material said t o be supplied

to them. It appears th at the firm is supported by the

whole of the

North and

East Lancashtre employers,

who are de termined to resist the men's demands. Un

less the men give way, it is feared t

hat

a look-

out

will

fo

llow, involving many thousands of workers.

The Birmingham telegraphists complain bi t

te

rly of

ove

rwork

by overtime, alleging t hat the staff is under

manned. It is

stat

ed

tha

t the 230 employ6s have to

put

in

from 1200

to

1400 ext

ra

hours per week to

clear off the large amount of business. The operators

ask that they shall be pa

id

t ravelling time when

tbey

have to r

et

urn to wor

k, after

an

inter

val, when the

normal day's work is done. The operators bl ame the

chief office in London for the grievances complained

of, not the local head office.

•

,

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j ULY

5

1

90 I.J

The strike of

miner

s at Trim

don

Colliery, East

ch

had la

sted

about

four

months,

antl

·

ed

Eome 1500 to 2000 men, te rminated last

The men r esume

work

on the terms first offered

th

e e

mployers

, but the

gr

ievances complain

ed

of a

re

be considered with a

view to

mu t

ual

arrangement.

Strikes in Canada continue.

Th

at

on

the Canadian

Pacific

Railway

is all

eged

by the officials

to

be

ll

apsing

,

but

the men

assert

that

4000 men are

o

ut.

offi cial s £ay t hat the men are returning

to work;

men asset t that i t is the officials only that are

rying to carry on tlie

tr

affic. 'Ihe

ciga

r -

maker

s

at

befn

on

st

rike for so

me

time; now

the

embers

of the

Sp

a

nish Union hav

e

joi

n

ed

o

ut

of

'Ihe

Spaniards are th e makers of the

brands.

At

Rochester,

New York , hte,

th

e labour

ers

em

on t he streets struck work ; others took their

aces. A riot ensued

;

t he police were summoned ;

strikers

asFailed them; then a conflict ens

ued, and

l

eve

n polic

eme

n

and

twenty st

rik

e

rs

w

er

e

inju

red.

Th

e un rest in Italy continues. The Piedmontese

arYesters who were brou ght over

to Ferrara

to re

ace those on strike were as

sa

iled. Some refu sed to

ork ;

others

. .

anted to

do so.

The strikers

attempted

r

ea

ch the

latt

er ,

and

a riot

ensued

;

six were kill

ed,

d twenty were

wounded. The

officer

in

co

mmand

the troops ordered t hem

to

fire wh

en

the st rikers

efus

ed to

r

et

ire.

The

revi

va

l of violence

in

labour

disputes

is

to

be

ed. I t can do

no

good- ·has always done harm.

ose who suffer are t he st rikers,

their

wives and

The

State bears the brunt

of the conflict ;

employer

s

are

not personally concerned. The con

ct

is

always

between the wor

kman and

the police

or

ldiers, not n

oncer

ned.

THE

PHYSICAL SOCIETY.

AT

the

t i n g of

the Physical

Society, held by

invita

of Professor Vv G. Adams in the

Wheat

stone La.bora

Kin_g

'd Collese, June 28 1901. Profess

or

Everetb.

., Vice-President, in the chair, a

pap

er on he

ct of

a

Higk -F1·equency OsoiUating Field on Electrical

esistance, was read

by Mr.

. A.

F. White

. The object

this paper is to discover

i f

the action of light upon the

resistance of selenium can be imitated by using

electrical oscillations. t is found that

permane

ntly

increase

the

resistance of

The

effect of a rise of

temp

e

rature

is

to in

the

resistance of

a.

piece of low resistance and

ecrease

the

resis

tanc

e of a piece of high resi

sta

nce.

The

the field in a piece of high resistance can be re

ersed by exposure

to light

or by reheating

and

sub

quenb cooling.

In th

e case of tellurium a high-fre

field temporarily decreases

the

resistance,

as al

so

oes a rise

in temperature. Re peated

heating

and

coo

l

of a piece of tellurium permanenbly increases its re

I t seems probable that all of the effects are

lio

rise of temperature causEd by minute sparks

the

mass. The rise in resistance by alt ernate

cooling

may be due to the

formatio11 of tel

with the

me

tal

of

the

electrodes. The large nega

temperature

effect of tellurium suggests

that it might

usefully employed in the detection of heat radiation.

The chairman expressed his in terest in the pap er

and

attention to

the very rapid action of hght

up

on

Profes

s

or Adams said

that as

the

effects here noticed

not

so

rapid as in the

case of lighb,

they

were pro

to change in temperature.

Professor Bose said he had tried the effecb of hertzian

layers of various metals and found

se of resistance

in

the

case of selenium,

and

a

crease in

the

case of tellurium. The effecb of radiation

confined to a few layero on the surface of the co

ndu

ctor,

it appears

that

it is

of

the

same

nature

in continuous

s as

in

coherers.

A paper by f r . E . C. C. Ba.ly and Dr. H.

W.

Syers on

T he Spectrwrn of Cyanogen ,, was read by Mr. Baly.

authors have been able

to

obtain

the spectr

um of

nogen by allowing

the pure

gas

to

flow through a

tube and

observing

fr

om

the

e

nd

of

the tu

be.

is necessary on account of

the

brown deposit of

ara.cyanogen which renders oLservation in the ordinary

impossible. The spectrum obtained differs from

th

e

spectrum

and

consists of a series of equ

idistant

th rough

the

whole of the red and yellow, some

recalling tho3e of the positive band spectrum of

The experiments prove that : 1. The Swan

is not produced

by

a

ca

rbon co

mp

o

und

which

es nob contain oxygen. 2.

The Swan

spectrum is that

an oxide of carbon, a.s it is only produced by carbon

onoxide;

and

as this spe

ct

rum is changed at

on

ce into

c11.rbon oxide spectrum by admission of oxygen,

or

by

te'lse electric discharge,

and

1

further, as

the

carbon

is invariably gtven by carbon dioxide,

ere can be no

doubt that. 3

the

Swan

spectrum is that

carbon monoxide,

and

the carbon oxide spectrum that

f carbon dioxide.

Mr. Gaster

said that

this paper might throw light

on

discussion of the arc where cyanogen, carbon mon

carbon dioxide are present. The presence of

might be able to explain

the

hissing of

the

arc.

The Society

th

en adj ourn ed until

next

October.

•

E N G I N R I G.

ON FREEBOARD.*

•

By

Mr. AROHIB.tH.D

DENNY

l\1ember of Council.

T ms shorb paper on freeboard is intended to be mainly

historical, and nob in any way controversial in its

character. t is written because I felt that some of

the

work which has been done in connection with

the

existing

Load

Line

Regulations should be preserved as being in

tere

s

ting

in

it

elf,

and

a . ~ plaoing on reco

rd

data. which

may form useful po

ints

of

departure in the futur

e.

A

great

d

ea

l of valuable work re

lating to

freeboa.rd

has been car ried

out

by

the

Techni

ca

l Staff of

the

British

Corporation (with wh10h society I have the honour to be

co

nn

ected),

in

connection

with th

e L oad

Line

Co

mmitt

ees

\Vhi

ch hnve

sat

from time

to

time in rece

nt years;

and

independent investigation has made in to

the

general

laws governing

the

question.

What

is now placed before

you is

la r

gely based on that work

Th

e

pr

ese

nb

load

line

tables r.re

und

oubtedly based

upon Lloyd's Tables of Freeboard, first p u b l i ~ i h e d in

1882 , in whiuh thab Registry laid down the principle, sub

seque

ntly ad

o

pt

ed by

the

1884 5 Load

Line

Committee,

of reserve buoyancy as a basis of freeboard, and not

height of platform si

mJ

Jliciter. as was wisely advocatE:d by

the

Board of

Tr

ade.

To

Lloyd's Register, therefore,

belongs

the

credit of evolving

an

orderly method of assess-

IOOF"

JOOr•

~ T T l U N U

IHfJICATE

CXTlN

$

/ON

IIADC IN

value of erections which cover less than the whole length

of

the

vesseL

Table B for spar·decked vessels, is also based upon

st rength of st ru

ct

ure, and was no

doubt.

intended ~ be

in termediate

be t

ween

the

freeboards r

eq

mred for awmng

deck vessels and

the

minimum freeboards which would

be

i g n e d to vessels having full scantlings

up t ~ e

b

ei ht

of the t r u c t ~ r deck.

the

curve for :htch 1s

indtcated

by the dotted line

ab

the top

of

the

diagram.

T

ab

le B,

fr

om several causes, is now practically inappli-

cable

in

its

E ~ i m

e s t form. . . . .

Diagram No. 2 embodtes the result of mvest1gat1ons

into the relation between the freeboard and reserve buoy

ancy figures given in

the Ta

bles as published in 1890.

A mean line was

run through th

e tabulated

spots

for

r&e rve buoyancy for Tai?le A (steamers), and a model

was fou nd which agreed With

the 'fable

freeboard

and

reserve buoyancy respectively,

at

300ft. length.

Adoptmg

the

same form of model throughout.

it

was found that

the agreemenb, not only with t he tab ulated freeboards

but with

th

e extensions of those freeboards

tlo

vessela

having a depth one-tenth and one-fourteenth of

their

length respe

ct

ively, was very close. This will be seen by

reference to

the

diagra

m

where

the

crosses indicate

the

tabulated freeboards,

and the

curves show

th

e actual

freeboards which

cor

respo

nd with the

mean curve of

reeerve buoyancy.

The

agreement is as close as could be

coon

6/)()f

r

l

IOULOID DlPTH8 FI/LL

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--

--

 

•

.

.....

...

......

._.,...

-  

.........

- ... ...____ .........l .

--

nn n

·FnL/N£$ IHDICATt lT NSIONfiHAOEIN l

r i lJ- -

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DIAGRAM

CIIRV£SodRUBOAROFIIONLDAD

LINE

rABLFS

A.JREQUJR£0"'"",. TABL£6 A./3&&0 f'otiVESS LSr:  Z DEPTI1S

tN

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GTif

•

a::

.

)

.. b

uV

LDCD

DCP

T 14

18 '

DIAvRAN

L

L{f(()S 188

2

TABLE A &,.DE

PTII

SJ

HLENG

Tif fE.SP iCrc.•

..

+INDICA

TES FREE.BOAROS

&.RE

SERYE BUOYIWCYS.uTABULAT£0

,.

ing

freeboard

out

of

the

chaos which

had

previously

existed. Without discussing

in any

way

the

correctness

or the reverse of reserve buoyR.ncy as a basis for freeboard,

I submit a series of curves showing the method of its

application.

Diagram

No

. 1 presents in a concrete form

the

different

scales of freebo

ard under the Load Line Acb

for different

classes of sea-going vessels, together

with the

Table A

freeboards of

Lloy

d's 1882 Tables, expressed in terms of

length of vessel instead of depth, as tabulated in the

rules. The freeboard curves shown

are

all for vessels

which have

a.

dep

th

equal to one· twelfth of their length;

they

are measured from

the top

of deck, and taken in

conjunction with

the

diagonal line, which sbows the

corresponding

depth

of vessels

at any

length,

indicate the

amount of free side in relation to depth required under

the original Load Line Regulations of 1890 as well as under

the different extensionfl, upwards and downwards, which

were made subsequflntly.

Ta-bles A and D give

the

respectJive freeboards for flush·

deck

ste

amers

and

sailing ships of fullsca.ntlings,

and are

based

up

on reserve buoyancy. These Tables provide

the

minimum he

ight

of

platf

o

rm permitt

ed

under the

Load Line ActJ; no addition to structural strength

just

ifies

the

reduction

in

fr

eeboard

in the

case of a full

scantling vessel but, withoub adding

to the

scantlings

of the main hull, deeper immersion is

permit

ted on

account of deck erections when fitted, providing these

erections are of a certain defined character.

Tabl

e C

or the

Table of

Fr e

eboards for awning-deck

vessels, depends

up

on

structural streng

hh.

and

forms

a.

convenient

point

of

departure

for

the

assessment of

th

e

*Pa

per

read before

the

In stitution of Naval Architects.

expected withoub introducing an over-refinement of the

length corrections given in tlie Tables.

Diagram No. 3 shows a similar analysis of

Ll

oyd's 1882

Tabl

e A

to

that of

the

preceding d i a ~ a m with

the

dif

ference

that

the process is reversed. Fair lines were

run

through

th

e

tabulat

ed freeboards,

and the tru

e reserve

buoyancies calculated for

them; with the

result shown

in

the diagram, that the reserve buoya.ncies to correspond

with

the

tab

ulat

ed free boards ar e found to run in a straight

line, and to give all of the same length

the

same

reserve buoyancy.

Evidently

some

slip had

been made

in framing

th i

s Table, as

the

fair curves of freeboa.rd

in

the

Tables coqld n

ot

be produced by

the

irregular line of

reserve buoyancies tabulated. The reserve buoyancy

figures used by Lloyd's

and

the 1890 Load Line Tables

are the

same

up

to 270 ft

.

length, although the corre

sponding freeboards differ to some extent,

as

will

be

seen

on r eferring to

Diagram

1.

Diagram

No

. 4 shows fair curves of

fr

eeboard through

the

tabulated figures for

TableD,

for vessels having

depths

respectively one tenth and one twelfth of their length.

The calculated reserve buoyancies to correspond with

th

ese freeboard curves show

the

same result as for Lloyd's

Table

A ;

they lie along a strajght line, and give all ves

sels of

the

same length

the

same reserve buoyancy.

t

s

of in te

rest

to

not

e that

the

freeboard curves last

dealt

with

(Lloyd's

Table

A)

and TableD,

hold a

constant rati

o

to one

another

th ro

ughout their length

.

No

analysis of

Lloy

d's

1

882

Table D is necessary, as

it

is practically

identical with the prese

nt

TableD, excepb

that

a model

of slightly different form has been used in obtaining the

freeboards to co

rr

espond with the reserve buoyancy

figures.

I

think th

ese diagrams prove clearly that

the

original

7/17/2019 Engineering Vol 72 1901-07-05

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30

of

the

Load

Line

Tables intended that all vessels

the same

l

ength

should have

the

same reserve buoy

no matter

what their depth might

be;

and

this was

governing principle in their application of the Free-

Table

s

to

yessels of different

proportions:

the

result bemg that the Table length corrections

a

short

vessel of a

certain depth

a much smaller

buoyancy

than they

do to a long vessel of

the

depth.

When the

Load Line

Tables were first published,

they

with

vessels of 34 ft. moulded depth, although

were even

then in

existence

many

vessels of greater

but as the number of these vessels increased from

to

year, it was necessary to

adopt

some working

of dealing

with their

freeboard.

In 1892

the

different assigning bodies

came to

a

tacit

to

extend

the

freeboard for large vessels

in

a

line from

the

finishing point of

the

printed

The

effect of

this is

shown

on Diagram

5.

The

correction given

in

the Tables was applied

allla.rge vessels, ahhough in the printed Tables this

steadily

increasing one

up

to

34

ft. depth.

effect was to make the extension of freeboards for

vessels

of

different proportions a series of

radiating

lines,

and

to

depart

from the above·stated prin

constant

reserve buoyancy

in

all vessels of

the

length, in that it gave to such vessels reserve buoy

which varied with depth.

As it

became obvious

that the rate

of

in

crease

both in

and

reserve buoyancy was too

great

for these

the Load Line

Commission of

1898,

which

called primarily to adjudicate upon

the

question of

North Atlantic winter freeboard, was also asked to

the question of the extension of freeboat·

ds

to

vessels.

After

long deliberation, it was decided to

for vessels of

38ft. depth and

upwards, having a

twelve times their depth, a uniform reserve buoy

of 35.8

per cent., and

a uniform correction for

34

ft.

depth and

upwards of

1.

7 in.

per 10

ft. of

The freeboards

and

corresponding reserve buoy

es

thus

decided upon

are

shown on Diagram

6,

where

it will be seen that

the

freeboards converge

and

the re

serve buoyancies diverge from each other for the different

pr

oportions of

depth

shown, a-s the length of vessel in

creases.

I t

will

be

observed that

the

middle curve for

one

twelfth depth to length

does

not

agree exactly

with

the spots for 35.8

per

cent., but

the

difference was con

sidered

by

the Committee

to

be so small as to be

negligible.

I hope the members will agree with me that the labour

expended

on

these investigations has

not

been wasted,

and that

it

is

desirable to place on record these facts

in

connection with the assignment of freeboard under Act

of Parliament, which otherwise

might be

covered

up by

use

and

wont., I have not

dealt at

all with

the

details

of

the

rules, such

as

allowancea for sheer, round of beam,

&c

, but I may say

that the

allowances for departures

from the normal are so arranged as to keep reserve buoy

ancy pra

ctically intact.

Nor

have I

dealt

with

the

modi

fications of the original Tables resulting from endeavours

to

legislate for special types, such as well deckers, raised

fore deckers, s

unk

main deckers,

&c.

I desire, as I have

said,

to

avoid anything controversial.

I

have

limited myself

to

laying before you certain facts

relating to the groundwork of the Tables, which, I trust,

may be

found

of

some

interest and

value.

THE TRANSVERSE STRENGTH OF

SHIPS.*

By Mr.

J.

BRUHN,

B.Sc., :Member.

FRAME

S,

FLOORS, AND DECK BEAM

S.

IN a paper read before this Institution in 1882 by the

late

Messrs.

Read and J

enkins,

attention

was called

to

the

fact that the question of

the

transverse strength of

ships had not

received

the

consideration

it

r v ~ d . ';rhe

remark is, perhaps, as

true

now as then.

The

longitudmal

strength has come

to

be looked upon as the strength of a

ship

to such

an extent

tha.t, whenever

the

calculated

strength of a ship

IS

mentioned, no other is usually thought

of.

The

longitudinal bending moments being so muo?

larger

than the t ~ a n s v e r s ~

ones,

it

follows

that

the longi

tudinal strength 1s more 1mportant

than

the transverse,

but it

is so only

in

regard

to the quantity

of material used

in

the construction.

From the

point of view of

the

safety

of

the ship and

cargo,

the strength

of no one

part

of

the

structure

can claim to be more

imp

orta

nt than that

of

other parts. I f the cargo or ship is damaged,

it

matters

little whether

the cause

is

longitudinal

or

transverse

weakness.

I t

is therefoTe desirable to have a ~ e t h o d

whereby the

transverse

strength

of a

ship

can

be

estimated

as exactly

as the

longitudinal strength, or practically so.

The

object of the present paper is to attempt to provide

at least another step

towards

the

establishing of such a

method. . · h

1

· d' 1

The distribution

of

the

matertal m

t

e

o n ~ 1 t u ma

girder is comptt.ratively simple. The breadth, depth,

and form of the girder bemg

pra

ctically given, the

strength can only

be varie.d

by

.modifying

the

t h i c k n e ~ of

the plating,

I t

is otherwise wtth

the

~ a n s v e r material.

Here

the

efficiency,

or the strength,

hghtn

ess,

and

com-

pactness of the

structural

a.rrangemen.t, p ~ n d s to a

much

r e a t e r

extent

on

the

form

and distnbution

of

t ~ e

matenal.

We have

in

this case much ~ o r e freedom m

the

design of the structural part;(: .

I t

IS therefore all

the more important to have

a method wherebJ:

the st

resses

c

an be

estimated ; and as, moreover, ~ b e a s e

1s

s o m e w ~ a b

more complicated than that of estimating the longttu

dinal

strength, the

chances

are that the

employme

nt

of a

--:.

Paper

read before

the In stitut i

on of Naval Architects.

•

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

[JULY 5 I

901.

•

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OF

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•

7/17/2019 Engineering Vol 72 1901-07-05

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j ULY

5,

1901.]

ntific

method

will detect

greater

room for improve

in design in

this resp

ect.

I t ma.y be desirable to briefly state what

is

understood

this

paper by the expression athwa.rtship strength.

The

transver

se

stresses a.re those

tending

to change the

of the cross-sections of

the

vessel.

They are directly

to transverse forces acting on the

ship,

and, indirectly,

longitudinal for ces.

The

transverse forces

are

:

1. The

we ights of

the

structure a.nd cargo.

2. The reactions of these weights due to changes in

the

of the vessel (rolling, pitching, or heaving).

3. The externally applied forces, such as the pressure

wa t

er, keel blocks,

or

other supports.

The

lo

ngitudinal

forces

th

at

a

ff

ect

the

transverse

of a ship are chiefly those which bend the vessel

a fore -a.nd-a.ft plane, a.nd, consequently, tend to

def

orm

t ransverse sections.

Of the

transverse

forces the

weights

can

be

estimated

a.nd

th

eir reactions can also be found, when

the

of rolling, pitching, or heaving are known.

e

exte

rnal water

pr

essure can be calculated when the

u r e

per unit area

is known. In stiJl

water it can

her

efore be

esti

m

ated

a.s accurately a.s the weights of

the

truct ure,

but

in agitated waters it

c9.

n only be deter

mined by experiment s,

either

di rect

and

exact, if the method

F0 1

c L = = = = = ~ G

I I

\ I

\ I

1 I

I

I

I I I

\ I \ I

I ,

\

I

\

I \ ' :  

I ' \

1

1 : \ : \

I

I \

1

I

\ I \\ liJ. ~ V s \

• I

I • I I

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

-

may apply all those forc es

to

it which

are

necessary

to

keep it

m

equilibrium

under

the given

conditions. L et

Fig. 1 represent such a. cross-section of a. simple case,

that

of a. small single-deck vessel, without p i l l a r t : ~ floating

freely

in

still water. This

ring

must be m equilibrium.

Th e

weight

of

the structure and

the cargo,

the pressure

of

the water, and the

bending and direct st resses on

the

rin g, must therefore balance each other. Let the weight

of the ring and the correSJ>Onding cargo be equal to the

displacement .

The

vert1cal

main

forces are thereby

balanced

.

The

pressure of

the wa t

er on

the

two

sides

of

the vessel will, of course, always be equal in still water.

The ringha.s

a.

whole, is therefore in equilibrium. I f

we

assume t e deck

beam

removed, then the structure is

s

imvly

firm,

and the

stresses

are dire

ctly

de

terminable

by

sta.b toa.l means. When, how ever, the beam is fitted, then

there

will be a force and a bending moment

at

G, whi ch

will resi

st part

of the forces,

but

how

larg

e a

part

cannot

be directly determined

by the

ordinary co

nditions

of

moments.

Messrs . Read and J enkins in their above-mentioned

paper adopted, as the additional r

equ

ireme

nt

n€cessa.ry

for bhe solution of

the

problem,

the

conditions of con

tinuity in

the

deflections of

the

s tru ctu re, and bhf'y detf'r.

min ed

by

these means the forces in the case of v e e s ~ l ~

resting on kee l blocks in

dry

dock.

'

',,

Fig. 2.

- --- 

'",

,,

- - - -

' I \

\ I \ I

\ \

I

\ :

"

f - - - - - - - - - - - : ~ ~ ~ ,

- - - -

- - - - -

h , t . - - - - - - - - -

I I \

1

1

I I I

I I I I

11

\ t \ I \ ll

\ I \ I

l

\

I l 1 I

\ I l 1

I I '

I

2

\

. '

-----,- --

----t---

.c

1 I

I

\

I

I

I

I

\ - - - - - - - · - -   - - - - - - - - - - - - ~

__________

§ ~ : : : :

: : : :

j l ~ _ : _ :

I

Fig 7.

and

V, H, Sand C

the

mo

ment

s aboub N of

v,

h sand

c

respe

ctively, that :

F =

P

0

oos.

a

+

Q

0

sin

a + v

sin

a

-

h

cos.

a

-

(S + C) s

in

a. . (1)

· R = - P

0

sin

a

+ Q

0

cos.

a

+

v

oos.

a

+ h sm

a

-

(S

+

C) cos. a. (2)

M =

M

0

+

P

0

y - Q

0

x

V H + S +C . (3)

Ib will be seen

that

the for ces and the bending moment

acting. a.b N

can

be r m i n f.rom the above equa

tions,

1f

th e corresponding q uanttttes

are

known for the

point K. .

I t

is a universal law,

that

whenever a.

st

ructure .ts

strained the work done t hereby is a minimum, or, m

other the structure adapts

itself willh

the

minimu?l

of

effort

to resist

the

applied forces. The work done m

straining a st ructure is easily determined in simple caaes.

I f p is

th

e s

tr

ess per unib of sectional area,

Lnd

E the

modulus

of e

la

st i

city

,

then the general exp

ress10n for

the

work done will be:

W =

.,

p - d

y

d z d x.

2E

•

Ft,r a bar subjec ted to direct pull or pu&h stresses the

work is therefore

.T

.

TV

Fig 5

I

I

I

I

I

I

I

I

I

I

I

7

..

.T.

.

/

I

I

I

I

Fig 4

C l L T = = = = = = ~ G

•

I

I

I

I

K l

11

•

:I

I I

1I

I

Fig.

3

71 10 9

I

I

I

I

I

•

'

I

( ~ B I 1 )

I

I

I

I

6

I f

·  c

scientifi

c ; or indir

ect and

rough,

if

the results

a.re

by the

failures

and

successes

in

practic

e of

actual

. The rigid supports, such M

tho

se due to keel

cannot, h o ~ ~ v be d e t e r m i ~ ~ d ex.

actly

without

the conditi

ons

of the

strammg

of

the

vessel.

a. vessel floating freely

in

the water, we can

the forces which acb on the

st

r ucture, when

conditions are

st a

te d. The forces

are

of a simple

at ure. Th ey are, in fact,

in

most cases

reduced

to a.

pure

ormal pressure,

and

the

structure

need only be designed

ch for ces. The difficulty is, however, usually to

et ermine what will be fair conditions to assume for the

st

po

ss

ib

le case

whi

ch the st ruct

ure must be supposed

meet.

Thes

e condibions

given

and

the

forces esti

at ed, there st ill remains the difficulty of apportioning

work of resisting these forces to tbe various parts of

structure.

The

l

ongitudinal bending moments

can be

b;v

statical methods, when the

conditions

as to

orces are given. In the case of the bending moments on

transverse parts of

a.

ship, such as frames, beams, and

the case is different.

The structure

is, from this

of view

1

of a r t:d

undant

nature, and_ he stresses

nsequently

mdetermmat

e by the usualstattoal

methods.

is, t

he work

of

the

various

pa

r

ts

of

the

sbruc

ture

ay

be

distributed

in several ways, and

yet

satisfy all

he ordinary conditions

for equilibrium.

It is

therefor

e

necessa

ry

to have one or additi.onal o o n d i t i o ~ s

which must be fulfilled before tb

IS

posstble to determme

the

straining

for ces on the s tructure.

For convenience in

the

examination of the transverse

st rength of a s

hip,

we

may

assume a seobion, say, one

frame space in length, out out of the vessel, and then we

'

'

'

\

\

I

'

'

'

'

\

'

I

\

K ,

\

I

'

\

'

'

'

'

'

\

'

\

'

I

'

\

\

•

•

P.'

·ll..'

t r r

M Q

,

Po {

~ + 1 Q o

Fig 9

I

Th e most

di

r

ect

method

for

the solut ion of a.

problem

of

this

nature

is, however,

probably

that

based on

the

principle of least work.

Th

e systematic application of

th

is principle to engineering

problems

is mamly due

to

Alberta

Oast iglia.no, of

Turin. His method

s

have

been

extensively

employed

by

oivil

engineers

on the

Continent;

but have nob, as far as I am aware, been applied to ship

calculations, albhough exceedingly useful, nob only in

calculabions for

the

strengbh of

the

main

structure

of

a.

ship, but also

in the

determination of the

strength

of many

details of the structure, such as rudders, stern forgings,

masts, a.nd rigging, &o . Th e very general character of

the meth

od,

and the

possibility of

employing the ordinary

rules for

approximate i n t e ~ r a t i makes ib

peculiarly

appl

icable

to the unsymmetnoal structure of a ship.

Leb

any

possible support which the section, shown in

Fig.

1, mighb geb from ad joining

se

ctions be

neg

lected.

The

ring

is

therefore

only subjected to direct forces a.nd

bending moments in the plane of the sketch . At the

point N there will thus be a

direct

for ce, sa.y, F, a

shear

ing for ce

R, and

a bending moment M,

and

there will be

no other

s training agencies on a cross sec tion at this poinb.

Let

the horizo

nt a

l or di rect force ab a section ab K, the

middle of the floors, be P

0

, the shearing or vertical force

Q", and

the

bendi

ng

moment M

0

• The forces and

bending

moments

at N

must

be

the

same as those at K , with

the

addition of those

acting

on

th

e

intermediate

parb of the

girder.

Let t·

reQresent the vertical pressu re of the wat er

on the

part

K N ;

h, the

horizontal

pressure;

o,

the

vertical press

ure,

or weight of

the

cargo ; a.nd s

the

e i ~ h t

of the structure. We have, then, if

a

be the ang le whtch

a tangent to the section

at

N makes with the

z o n t a ~

''

-

I

W = 1

2E

F 2

- d l  

A

where F is the the total force,

l

the length of the bar, A

th e

sectional ar

ea, and E

the direct modulus

of

elasticity.

I f the section is uniform then

W = F2l

2 AE '

For a. bar

subj

ected to shearing str esses

vV =

I

=-.

R

2

d l

2 U A '

or, if of uniform section,

W

=

J

R2 .

2AG

R ~ e i n g t ~ e to tal shearing force

l

th e length of the bar,

A 1ts sectional area, G th e shearmg modulus of e

lasti

ci

ty,

and fJ a coefficient, which would be unity, except for the

fact

that

the shett.ring stresses are not, like the direct

stresses, uniformly di

st ributed ove

r the area of

a.

cross

section. The value of p. oa.n

always

be determined

for

any

secti

on.

when

the

distribution

of

shearing stresses is

known.

We

have :

j jq d

y

dx

JJ = ,

q1

2

A

where d y x d

x is an

element of

sec

tional area., q the

a.obual shearing stress per .unit area, and 9

1

the

total

shearing force on the section in question divtded by the

•

•

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total sectional area A . JJ is always larger than unity,

but, usually, by so

small

an

am o

unt that it.

may,

in

mos

b

cases,

be

assumed equal to one

without

s

erious

error.

For a ba.r subjected to bending stresses we have:

1

lVIZ

W =

2

I

d l

where M is the bending moment, I the moment of inerbia

of

the cross-eection,

l

the length

of

the bar, and E the

direct

modulus of elasticity. For a

uniform

bending

moment, we have:

W =_M2l.

2 I E

The total

work done over

the

wh

o

le

of

the

transverse

girder

shown

in

Fig. 1 by

direct

pull-and-push stresses,

shearing and bending s tresses,

will

be :

1 F 2 1 p.

R2

1

lYP

w = 2E A d l + 2G A d l

+ .E

1 d l.

W

must, by the principle

of least work,

be a

minimum

with

regard to the applied forces. F, R, and M

may,

by

equations (1), (2), and (3}, be expressed

in

terms of the

only unknown quantities P

0

, Q

0

, and Mo. The work

done

by the straining

forces

must therefore be

a.

mini

mum with

regard to P

0

, Q

0

, and M

0

; or the rate of

increase of work done with rega

rd

to t b e ~ e quantities

must be zero. W e have therefore

d W 1

F dF 1

_ 3 - d R d l

AdP

0

d l G

-

dP

0

E A dP

0

1

d

d z = 0 .

(4)

-

  •

•

~

1

ctl:

0

dW

1

~ d F

d

l

_

p. R d R d t +

-

- -

et

Qo

E

A d

Q

0

G

A

ct.Q

o

1

MdM

a

l = 0

(5)

-

-·

-

• • •

E I d Q

0

dW

1

~ d l +

1

R

d l

+

-

-

G

d M

0

E

A dM o

A d

l.VI

1

MdM

d l

= 0 .

6)

F

I

0

•

•

F, R, and IYI having the

values

given

in

equations 1),

(2),

and (3) , we can determine P

0

, Q

0

,

and M

0

from e q ~ a -

tions

(4), (5), and (6),

and

then

the

forces and

bendmg

moments

acting

at

any

poinb of

the

~ i r d e r

may be

found.

The

problem

of

determining the straming agencies

by

the

principle

of

least

work

is thus solved,

in

theory at

least.

A simple

examination will

show that whenever the

span

of a

girder is

considerably

in

excess of the depth, as will

be the

case

in

most engineering problems, the work done

by the shearing for ce is

infinitesimal

c.ompa.red with that

done

by

bending

moment>s, and the second term in the ex-

pressions

for

t

vV,

d

Y',

and

a

M

may therefore be

ctPo d Qo d

Mo

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

tities Mo P

0

, and Q

0

• We may deal with

aB

the

terms

as if

they _were known, put them

through Simpson

's rule,

and

multtply

by

the

in

terval.

I f

the results found for

K G and G L be added, and bhe whole equated to zero,

then

we

shall have the condition required by equation 9)

fulfilled. I t is not necesa.ry to

multiply

by one-third

the

interval, as

is

usual, as

the

result

is

to be equated to

zero, and if the intervals of

K G

and G L are the same,

it is nob necessary to perform any multiplication ab all.

I f

now each term, when multiplied

by Simpson's multi

pliers,

be further

multiplied by

the corr

esponding values

of y, the results be added up, multiplied by the interval2,

as before, and equated to zero, then we have the second

condition corresponding

to

equation

(7).

Further, if the

same terms be multiplied by x, instead of

by

y, added,

multiplied by the intervals, and equated to zero, we shall

geb the third condition required by equation (8). The

sign

of

x is

of

no importance, as the result is

to

be

equated

to zero. We

thus

have the

three

equations from

which Mo P

0

, and Q

0

may be found, and, when

they

are

determined, we can calculate the bending moment

at

any

of

the

sel

ected points on KG

L.

I t

may be

desirable

to

take

a numerical example to

more clear

ly

show the method adopted.

I t

will be

o b ~ e r v e

that on the sketch shown

in

Fig. 1

it

was

assumed,

for s i m ~ l i c i t y sake, that no pillars were fitted.

In that case consi

derations of

symmetry would show that

there could really be no shearing force

at

K,

and

there

would

thus

be only two unknown quantities to be deter

mined, and only two equations

are

required. When

a.

r

ow

of pillars is fitted at

the middle

line, as assumed in

Fig. 2, then there may be a shearing force immediately

at the side of them, and the problem is as already ex

plained.

Fi g.

2

represents the

midship

s

ec t

ion

of

a s

mall

sailing

vessel of 20 ft. breadth, 11.

58

ft. d

epth, and

9. 6 f t .

draught.

Fo

r the

present

investigation,

we

may

assume

the

section

to

be

1

ft.

in

length.

The

displacement

of

one side

of

the vessel is 5170 lb. per foot

length of

ship ;

the weight of

the

st

ructur

e, 1500 lb. ;

and

the cargo

carried, 3670 lb.

per

foot length. The girth from 0 to 8

is divided into eight equal intervals, 2.310

ft.

in

length,

and the length

of

the

half

beam is divided into

four

intervals 2.475 ft.

in length. The moments

of

inertia

of

the

various

cross-sections of the ~ i r d e are

then

calcu

lated for a frame space, and di v1ded by the length

of

the frame spac

e -

in this

case

1.75

fb. - i n

order to obtain

the moment of

inertia cor

r

esponding

to

1

ft. length

of ship.

Table I. is then

form

ed with six columns, marked IYI,

P y,

Q x,

S_ C,

and

(H

+

V ) respectively, and with the

number of

the

points or sectio

ns considered

marked to

the l

eft

of

theTable.

The column

ma r

k ed M gives

the

bend

ing moment ab seotion 0. Column P x gives the moment

of

the

hori

zontal force at 0 about the various points.

Column Q x gives

the moment

of the

vertical

force

at

0.

Column

S gives the moment of

that part

of

the

structure

which lies between 0 and the

point

considered. The

next column gives the same figures for the cargo, and the

last co

lumn

give.q the total

moment of

the

horizontal

and

vertica

l

pressures

of

the

water.

TABLE I.

neglect ed without any error

of

practical importance.

No

. of

ecLion . l

Moreover,

the

first

term

is also of

no practical

import

ance

in most

problems in

connection

with

the transverse s

strength of ships, although in

many

other problems

it

-

may be

of

the greatest importance.

I t

might be expected

that the work

done

by the direct forces would 'be

sma

ll in

the

case of e.

girder

without any rigid

supports,

such, for

instance, as those forming the

abutments

of arches. The

corresponding term

in

the estimate

of

the work done has

therefore been neglected in the following calculations,

but it

can

be

included withoub much difficulty wherever itl

0

1

2

3

4

5

6

7

I

8

-

M.

p

y.

+ 1

+

.00

+ 1

+

.60

+ 1

+ 1.20

+ 1

+ 1.80

+ 1

+ 2.76

+ 1

+ 4.65

+ 1

+ 6.96

+ 1

+ 9.25

+ 1

+ 11.68

Q

X .

I

s.

0.

(II + Y).

-

-

.00

+

0

+

0

-

0

-

2.

22

+

1

72

+ 1,080

-

1,

6

20

-

4.44

+

695

+ 4,200

-

6.300

-

6.66

+ 1530 + 9,160

- 13,560

-

8.76

+ 26201 + 15,400

- 23,700

-

9.96

+ 3700 + 19,400

- 32,700

- 10

.0

0 +

370

0 + 19,400

- 38

700

- 10 .

00

+ 3700 + 19,400 - 46,300

- 9. 90

+ 3700

+ 19,C

OO

-

fi

1,600

IB necessary.

There thus remains only the last term to be

considered,

an d, by equation (3),

we

get :

I

-- -

8

I

+ 1

+ 11.58

-

9.90

+ 3700

+ 19,000

- 51 ,500

9

I

+ 1

+ 11.76

-

7.46 + 1086 + 10 080

- 39,300

M dM

1

I d

Po a

t = y (M

0

+ P

0

Qox - V -

10

I

+ 1

1 . ~ 6 -

4.95 - 1910

+

990 - 26,790

11

+ 1

+ 11.98

-

2

.4

8 - 5100

- 8,050

- 14,300

12

I + 1

+ 12.00 -

.00

- 8600 1 -17 ,200

- 1,400

I

H + S

+

C) y d l = 0 . . . (7)

~ d JYI -=r l

_

1 ( \Jf p Q V

I

d

Qo

.(1 -

I LTJ o

+

o

y

- ox - -

The

numbers

in

the

last

three columns represent foot

pounds, and might

therefore ab once be contracted to one

column, if

it

is only a question

of

determining the bending

moments for

the

one

set

of

conditi

ons.

I f

the

moment

s

H

+

s + C) X

d l =

0 .

1

•

• (

8)

d d  

I

d:Nio -

1 (Mo + Po Y

-

Qo x - V -

H + S + C) d l =

0 .

•

• (9)

-

  •

a..c;:l

<11

.Q

0

·-

,

S o

:;:sa>

en

0

1

.

..

Sa>

:a

'

35.0

95.6

The praotica.l integration

of

these terms through the

z

length

of

the girder con s

idered

may

be

performed by

any

of

the

approximate methods of integration. S

imp

son s rule, being the

one

usually employed

in

ship

yards, may be

conv

eniently ado_pted here. The girder

2 I 6s.o

3 49.5

to be .

considered.

is the

whole

of b ~ e tral: sverse ring i but,

as ib 1s

symmetncal about the

m1ddle

lme,

we

neeo only

consider the one half. The work d o

ne by

the

various

forces on the part K G (Fig.

I)

.must th.erefor.e

minimum.

Ab G

there

w1ll be a pomt

of

d1scont mutty,

and

it is

therefore

desirable

to

make

the integration

over KG and G L separately . The girth of the section

from K to G and

from

G to L is therefore divided into

4

6

6

8

9

10

11

12

-

13.2

4

.8

1.4

1.4

1. 6

4.1

2.0

2.0

2.0

2.0

I

TA

B

LE II.

I

M P u

O x

\ .

s

0

II

+ V

- .

·

•

-·

•

I

I

1

I 1 1

+ .007

+

.00

-

.00

+

0

+

J

-

0

+ .010

+

.01 -

.02

+

2

+

11

-

17

+ .015

+

.0?

-

.06

+

11 ' +

65

-

97

+ .020

+

.04 -

.1 3

+

31 +

185

-

273

+ .676

+

.2 l

-

.

66

+

198 1+

1,166

-

1,7

95

+ .208

+

.

97

- 2 .07

+

770

+

4,0 1 - 6,810

+ .714

+ 4. 96

- 7.14 + 2643 + 13.860

- 27,640

+ .7l4

+ 6.61

- 7.14 + 2643 + 13,86(• - 32,350

+ .626 1 + 7.24

- 6.19

i

2312 1+ 11.870 - 32,190

I I

+

002

+

4,634 - 12,560

.21 4 + 2.82 - · 2. H

+ .600 + 5.87 I - 3.72

+

617

+

6,040 - 19,650

+ .600

+ 5.92 - 2.47

- 956

+

496

- 13,395

+ .500 + 6.99

-

1.

24

- 2560 -

4,025

- 7,1

60

+ .500

I

6. oo

-

.00

- 4300

-

8,600

-

700

an

even

number

of

equal

interval

s, and the moments

of

inertia.

of the

cross-sections

of

the

girder at these

J?Oints

are

calculated

.

The

values

of

y

and

x ,

corre

s

ponding to

the moments ab P

0

and Q

0

respec

tively,

are recorded, and

the

moments

V, H,

S,

and C 4etermined. ~ h e last four

are

also

deeired

for altered conditions-for instance, with

quantities being

all

known, might

at

~ c e 1f f

ound

con-

regard

to

the distribution of

cargo, or

the

amount of

venient,

be

added up.

We

can. then wr1_te. d own for each draught of water- then

it

is c

onveni

ent to keep these

poinb

on the

girder an

exprea8lon co

ntaining

four terms, columns separate. In the first three columns it

would

of

which the three first contain the three unknown qua.n- veally be more correct to multiply the figur

es

by

Mo P o

I

[j

UL

Y5, 1 9

01.

and

Q

0

r e s p e c ~ i v e l y ; but ib s

aves

repeating these letters

if it is remembered that

the

fi.sures in these

columns ara

really factors

to M

0

, P

0

, and Q

0

reepectiveJy. ·

Th

e factors

of P

0

are the o

rdinates in

feet of the points considered,

and those

of

Q

0

the ab soi& re. StrictJy

speaking,

all these

moments

ought to be taken

about

the

neutral axes of th e

sec tions ab

tlievarious points; but

as

the

se axeswill pr actic

ally

pa s

through hemouldingedgeof the frames andbeams,

the latter line has been

assumed

to represent the curve

through the

centre

of

gravity

of

the

section

s.

In

cas

es

where the floors

are

deep, or where

double

bottoms are

fitted , and the centres of

gravity

of the sections conse

quently

at

some distance from the she

ll

·

pl

a ting of the

vessel,

it

may

be

necessary

to

work

from a.

correcb

curve

through

the various

ce

ntres

of gravity or neutral axes.

TA JJLE III.

l

I

I

•

....

-

•

't::

0

•

......

•

r/

.....

,..._

•

Cl

•

•

I

>

ocl:

-

.....

a>o

Q.

.  ...

.C:G

;,.;>

.....

~ tr

S o

Q .-

m

,...

0 1....

I

s =

~

~

~

I

~

:s cu

"'

~

en

·- :s

n

w

.

-

0

1

+ .00'7

+

.00

-

.00

+ 0 +

0

-

0

1

4

+ .040

+

.

04

-

.0

8 +

8

+

44

-

68

2

2

+

.0

30

+

.04 I -

.12 + 22 +

130

-

194

3

4

+ .080

+

.16 - .52 ' + 124 +

740

-

1,092

4

2 I t- .152

+

.42 - 1.32 + 396 +

2,332

- 3,590

5 4 + .882 + 3.88

- 8.2

+

3,080 + 16,164 - 27 ,240

6

2

+ 1.428 + 9.92

- 14.

28 +

5,286

1

+ 27,720 - f5,280

-

4

I

+ 2.856

+26.4

4

- 28.56 + 10,672 + 55,440 - 1

29

,400

8 1 + .625 +

7.

24 - 6.19 + 2,312 + 11,870

- 32

,1

90

1 + 6.o6o

+ 48.14

-5

9. 35

+ 2 t, 8oo  + 114 ,440 I - 249,0

54

I

I

-

8

1

+ .244 + 2.82

- 2.4L

-t

902

+

4,634

-

12,560

9·

4

+2 .000 + 23.48

- 14.88 +

2,0(18

+ 20,160

- 78,600

10 2

I

+ 1.ooo - 4

.9

l - 1,910 + 990

-

26,790

11

I +2 000

+

2'3.9

6

- 4.96 - 10,200 - 16,100

-

28,600

12 1 + .500 + 6.00 -

.0

0 - 4,300 - 8,600

-

700

I

I +

5.

744

+ 68. 10

-2 7 .19

-1

3,44 0

+

1,08 t - 147,250

X

2.475

2

.31

0

+ 6

.1 4

+ 72.93 9.13 - 14,400+ 1,160 -157,750

+ 6.050 + 48.14 -59.35 + 2l ,800+ 11 4, 440-249, 054

- - - ---- -

+ 12.20  Mo+ l 2

1. 07

P

o- 8 < ~ +

7.400+

11

5,600 - 406, 804

=0

. (t O 

-

Th e moments

of

the weight

of

the structure and

carg

o

may be calcu lated in the usual way,

and

the moment of

the vertical press

ure of

the water

will be

the

moment

of the

di

splacement of

the

s

ection

from 0

up

to the

point

considered . For points

in

the fiat

of

the s ide

of

the sec

tion,

and for points above, th e moments

will

therefore

be

equal

to

the to tal displacement of the half section,

multiplied by the horizontal

distance between

the

point

considered and the cen t re of buoyancy of the half section.

In the calculation of the moments

of

the horizontal pres

sures,

it

may be convenient to construct a curve

of

vary

ing intensities, eimilar

to

that

provided

by the out

li n

e

of the section itself,

in

the case of the vertical pressure s,

The curve

will

in still water be a straight line

from

the

water

line downwards, and

making

an angle

of

45 deg.

with

the

vertical, as

shown

on Fi g. 2.

I f

horizo

ntal

lines

are drawn across

the

triangle at the level of the various

points on the section, then the moments

of

the

horizontal

pressures will

be equal

to

the moments

of

the trapezoids

bounded by

the

base line, and

th

e horizontal

line through

the

points considered,

and

can be readily obtained when

the area and centres of gravity

of

the trapezoids are de

termined. For points above the water-line the mo

ments

will

be

the

product of

the

total area

of the triangle

and

the

vert ical

distance

between

its centre

of gravity

and

the point considered.

It>

is

essential

that the direction, or sign, of the moments

given in

Table

I. should

be

at tended to. The

horizontal

forces hav e been assumed to be positive, if

a.o

ting

towards

the right of the sketch, and the vertical ones pos itive, if

t i n ~

upwards.

The moments have been ta ken to

be

posit1ve, if ac ting contrary

to

the

hands

of a watch. The

sum of

the

figures across all

the

co

lu

mns

for

e. given point

represen ts, therefore, the total bending moment ab that

place, both in m a ~ n i t u d e and direction. .

Next

Table

II . 1s

prepar

ed. The first

column

gives the

moments

of inertia. at the various sections

in

units,

and

the

figures

in the

following six columns represent bhe

corresponding

figures in Table

I.,

divided

by

the moments

of

inertia., the columns being headed accordingly.

Table III . repr

e

sents the

integration,

hy

means

of

Simpson

's rule, of the various columns

in

Table II., the

operation being performed separately for the frame and

be

am

parts of the girde

r;

and, instead of mu ltiplying

both res

ul t

s by the c

orr

es

ponding

interval, the r

es

ults for

th e beam par t

ar

e multiplied

by the in t

e

rval

of the par b

from

8 to 12, and divided

by

the interval of the

part

from

0

to

8. By ad ding the two

re

sults and equating to zero

we get e

quation (tO

).

Table

IV.

represents

the

integrations of ¥ d l, and

is ob tained

from III .

by multiplying the numbers

by

the

corr

es

ponding

value

s of the ordmat

es of

th e

points, as

giv

en

in

tlie co

lumn

fo

ll

o

wing

the numbe

rs

of

the sect ions. Th e r

es

ults are ad ded

up

and equ

91

ted to

zero, as befor e, and equation (

11

) is ob tained.

Ta

ble V. represe

nts

the

integr

a

tion

of

¥

d l,

and

is

derived from Table I. by multiplying all the numbers by

the corr esponding abscisere

of

the sectionea, as tabulated

in the sec

ond

column of T ~ b l e

V. The

r

esul t

s

are

summed

up

, and equation (12) is obtained.

Th ese three equations are then solved, and the values

of th e unknowns are

found

to be as fo

ll

ows :

7/17/2019 Engineering Vol 72 1901-07-05

http://slidepdf.com/reader/full/engineering-vol-72-1901-07-05 34/37

j ULY

5,

1901.]

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

33

TABLE

IV.

Number

y 

~ y d l

I

{ y2 d l

u

d l  

~

I

- : - _ _ ) y

d l  

or Sect.ion.

- 1

y l  

-

-

-

- - -

-

0

.00

1

.000

.0

0

-

.00

+

0 0

-

0

1

.60

+

.024

+

.0

-

.06

5

+

26

-

41

2

1.20

·I

.f 36

.os

-

.14

+

26 156

-

233

3 1.80

.144

.29

-

.94 223 1,322

-·

1,966

4 2.76

.418 1.1R

- 3 63 1,089

I

6,413

-

9,872

4.65

+ 3 868

+

18 38.

i

O

14,320 76,160

126,660

-

-

6

6.95

+ 9.924 68.94

-

•

86,740

19

2,600

-

384,200

7

9.26

+ 2 H.60

- 26 \ 20 97,800

+

512,800 - 1 197,000

8 11.53

7.237

+

83.81

- 71.68

-

-

•

+ 48.071 + 416.94

- 4 7

8.38

+

26,770

+

137,450

-

- -

+ 176,973

-

372,800

-

- 2,092

,7il

an excess of buoyancy of 3670 lb. over

the

weig lt, we

have o

nly to introduce

in

Ta

bles

I., II., III., IV., and

V. t he moments of the shearing force applied

to

the shell

plating

between sections 5 a

nd

8,

and to omit the moments

of the oa.

rf

O ven in the columns

marked

C. Th e

moment

s

of

the s h ~ a n n g

force will

be

zero from 0

to

8,

and will

have negative values f

or the

beam part of the girder,

va

rying the distance

of

the

poi nts cons

idered

from

the

side of the vessel. We may

then

find the equations as

befor

e ; substitute the

values fou

nd in Table I. with the

necessary alterations in column C, and the bending

mome

nts are

dete rmined.

The curve K

1

G1

L1

(Fig

.

2)

repr

ese

nt

s these moments.

t

will be noticed that the

_ excess of bu

oya

ncy

ab the bottom

is now so

la r

ge

that

the direction of

the

bending moments on

the

floors

is

re

versed.

-

8

11,5

2.

825

+

32.65 - 27.90

+

10,450

+

53,660 -

145 400

Q

11.75

t 23.600 + 275.86

-

1H

.83

2

,300

+

236,900

-

923,600

10

11.85 + 11.850 + 140 .30

-

68.54

-

22,630

+

11,730

-

317

,400

11 .93

+ 23.960 + 287.05

-

ll9

.42 22,200

-

192,900

-

342,600

12

12 OJ

- -

6.CQO

72.00

-

.00

-

61,600

-

10S,20ll

-

8,40u

-

-

-

+ 80

7.

86 - 820.69

- 161,680

6

,1

90

- 1,737,300

X

2.74 6

-

2.310

72.990 + 865.60 - 343.60 - 173,200 + 6,630- 1,861,300

48.071 + H 6.

9

- 478.38 + 1

7'6

,973 + 925 937- 2,092,771

- ~ ~ ~ ~ ~ ~

121.061

Mo

+ 1

28

2.44

Po- Q

0

+ 3,773 + 932,567 - 3,954,071

= o.

(11)

TABLE

V.

Number

I

·M

I

l P 

d /.

l f x l 

I

Jlf x

l  

/   i V) xd

f Sect ion.

x 

1

 

l

z

d l

0

.0

+

.0

00

+

.00

-

.00

+

0

+

0

-

0

1 2.22

+

.08

8

+

.08

-

.18

18

98

-

151

•)

...

4.44 .133

+

.1

8

-

.53

98

677

-

861

3

6.66

.5

33 1.06

- 3.46

826

4,930

-

7,270

4 8.75 1.330 8.67

-

11.55

3,465

20,400

-

31

,400

9

.9

5

8.278 38.€0

82.38

+

30,640

+

160,800 271,000

-

-

6 10.00 + 14.280

99.20

- 142.80

+

52,860

+

277,2

('

0

-

652,800

7 10.00 + 28.6

tl

0 264.40 - 285.

i0

105,720

1 >64

.400 - 1,294,000

8

9.90 6.187 71.67

-

61

27

22,690

117,600

-

318,700

+ 69.389

+

- 587.77

+

216,517 + 1,

13

6,905

- 2,476,182

-

8 9.90

+

2.415 27.92

-

28.86

+

8,930

+

45,870

- 124,300

9 7.45

14.900

174.92 - 110.86

15,400

160,2( 0 - 585,500

10 4.95

4 950

68.{11 - 2

  .4

5

-

9,450

4,900 - 132,6CO

11 2 48

+

4.9

 

O

+

59.42

- 12.30 - 25,300 - 39,900

-

7.0,900

.00

+

.U 

0

.00

-

.oo

-

0

-

0

-

0

-

-

 

-

+ 27.226

+ 320

.9

7

I

- 17146

- 10,420 156,170j

- 913,300

2

475

X

-

29 274 + 343.90 -

18

3.70 - 11,160 + 167,300 - 978,500

59.389 + 478.86 - 587.77 216,517 1,135,905 - 2,467,182

Mo

822.76

Po-

771.47 Qo 205,357 1,303,205 - 3,454,682

=

o.

(12)

P

0

= 669 lb.

Q

0

= -

272lb.

M

0

= - 5197 fo 0t -pounds.

By substituting

th

ese values for P

0

, Q

0

, and M

0

in

Tabl

e I .•

and adding

the figures for each point, we get

the total bending mom ents over the whole of

th

e girder.

Th ese are recorded in Table VI., as well

a.s

the corre

s

pondin

g

moments

of resis

tance

of

the

sections,

and the

maximum st ress on the

ma

terial in tons per

squa

re inch .

The

problem

of

de termining the transverse

streeses

under

given conditions is

thus

solved, at least

in

the case

of a

single

-

de

ck vessel,

having the

we

ight

of

the

cargo

T

BLE

VI.

-

Numbe

r

Bending Moments

Moments

of Re -

Stress in Tons

of

fistancE in

per Square

in Foot-Po

un

ds.

Sec tion.

lnoh

a. Inch .

-

0

5

197

14A

O

U J

1

- 3360 11.70

1.5

2 - 2191 9.15 1.3

•

3

- 1451 7.75

1.0

4

- 1157

3.

55

1.8

6

319

1.8

0

.9

6

+

47'3 .48

6 3

7

+

13

.48

.1

8

-

394

.56

3.8

8

-

39 1

.8

6

2.

5

9

+

4

.60

.0

10

H

.60

.4

2 .60

.0

12

-

36

';

.60

33

and

st

ructu re

equal

to the bu

oya

ncy ab the point con

si

dered. The

pro

cess is simple

and

direct,

and can eas

ily

be worked to

without

the

kn

owle

dge

of any more integral

ca.

lculus th

an

is required

to understand

the working of

Simpson's ru les. The method of considering

certain

forces or moments as known, and t rea t

in

g

them

as such,

until they can be found by the principle

of

least work,

can

be

modified to

suit

circumstances, not o

nly in

connec

tion

with the

transverse

st

rength

,

but

also

those

of a

great

number of

other

oa.ses, where the forces

are

indeterminable

by the ordinary statical methods.

To

revert

to the case

und

er consideration, a c

ur

ve

KG

L has been drawn on Fig.

2,

represen ting the bend

ing

moments.

The or

dinat

es a re set off from the oorre

n i n ~ points normally

to

the section and

to

that side

of the gtrder which would

be

in

tension.

In

this

wa.y the

ourve represents also to a

certain

extent the form the

st

r

ain

ed section would te

nd

to a ~ s u m e . An exami

nati

on

of

the

c

urve and

of the mo

ment

s of

the

st ru

ct

ure,

carg

o,

and

wa ter pressures will show that

th

e horizontal pres

sure

of the

w

ate

r on the sides of the vessel

is the

most

imp

ortant factor in determining the magnitude of the

stresses, because, although

the

press

ure

of

the

w

ate

r

on the b

otto

m is som

ew

hat in excess of

that

of the weight

of

the

structure

and

cargo, and the floors might there

fore be expected

to

be

nd

inwards, the pressure on the

s

id

es is sufficient

to

completely rever

se

this bending ten

dency, so that the largest bending moment on the girder

is at

the

centre of the floors

an

d is tending

to

bend the

floors outwards.

Th

e ~ e a t e s t s

tr

ess, it will be seen from

Table VI., is at the m1ddle of

the

side where

the

moment

of resistance is least. Ib would, however, have been

at

th

e bilge, if

the

floor

and

reversed frames

had

been

stopped ab

a less he

ight fr

om

the

base line.

ltJ was assumed

in

the above calculations that

the

weight

of

the

st

ructure and cargo

of

the

section cons

id

ered was

equa

l to the displacement, and that the

sect

ion was inde

pendent

of

the neighb

o

uring

ma te

rial. Thi

s

may

n

ob

be

the

case,

and

ve

ry

often

is

far fr

om

the

case,

as

some

holde

in

a vessel

ma

y

be

fully loaded,

and others

e

mpty

or

nearly so. In

way

of the empty holds the buoyancy

will therefore be

in

excess of the weights. The most

se

vere oases will usually occur when the vessel is loa

ded

down with water ballast

conce

ntrated

in

deep

ta

nk

s,

while other holds may be completely empty. At the

latter places

the

water pressu

re on the bottom

will

then

tend

to

force the floors inwards. Let the extreme case

be assumed,

when all

the cargo is removed, in the case

shown in Fig. 2, the draught remaining th e same. Th e

rin g assumed

out

out of

the

vessel cannot, therefore, be

in equilibrium

without

forces from the neighbouring parts

of the structure.

The unequal distribut

ion of

the

weight

and buoyancy

must

be balanced by shearing forces.

There may

be

very

la

rge

shearing forces ab

both

ends

of the 1-ft. length of the vessel which we

are

cons

ider

ing,

but

it is

only th e di ffe rence between th ese forces which

affects the transverse bending moments, the remainder of

the forces simply p ass th rough from one s

id

e to the

othe

r.

In order

that

the athwartships section, or ring, may be in

equilibrium, it is

necessary

th

at t his difference

in

the

sh

earing

forces shou

ld

be equal

to

the

excess of buoyancy

or weight. When

all

the is removed

and the draught

remains the same, then th1s force must be equal to the

w

eight

of the oa.rgo, or, in the present

in

s

tan

ce, 3670 lb.

t

will be practically only distributed over

th

e vertical

part

of

the side

plating

of

the

vessel, and

there

will

be

no appre

ciable error in agsuming it to be en tirely confined to the

parts of the

girder

lying between 5 and 8 (Fig. 2),

To calculate the stresses for the altered conditions with

A few cases have been worked out showing the modi

fication

in the

st resses

due to

variations

in

the form of

th

e

T hus,

Fi g

. 3 shows the case of a vessel of the

same dim

ensions, draught,

and sca.

n tl ings,

but

of a some

what fuller form than that shown on Fig.

2.

The bend

ing

moments indicated

by the

c

ur

ve Kt, G

1

• L 1 a re for

the veesel floating light, and those shown by

K,

G.

L f

or

the

load

ed co

ndi

t ion. The i

mpo

rt

ance

of

the

side

pre

s

s

ure

is again proved here, as it completely reverses the

la r

gest be

ndin

g momenbsha.lthough the excess of

vertical

pret sure over weight ab t e bottom is the same in both

cases.

Fig.

4 shows a. vessel of the same dimensions, draught,

a

nd sca

ntlings, but of a. much finer form

than the

previous

two.

Th

e cu rve

K,

G, L again rep resents the case of the

load

ed

vessel. In p a r i n ~

the

three vessels of

varying

fineness of midship section, 1t will be seen

that

the bend

ing moments on the framing

are

cons

iderabl

y

reduced in

the fin

er

vessels,

but that

the moments ab the centre of

the floors are, on

the other

band, very much

in

creased.

One

conc

lu

sion

drawn

from t his f

act

wou

ld

be

that the

frames of

the

finer vessels might be of some

what

less

scantlings than

in

full vessels, provided the strength a.t

the floors is sufficient.

The curve

Kh

Gh

Lt

(Fig. 4) gives the bending moment

for

the

case where lead ballast,

st o

r

ed

between

the

floors,

ha

s

been sub

stit

uted

for

the carg

o.

Th

e

bending is in

this case very much increased ab

the

middle of

the

l o o r ~ ,

a.s might be

expected.

Figs.

5 and 6

represent

the

ca.ses of two racing yaoh s

of differe

nt

types, and heavily ballasted with lead. In

these two oases the

starting point

for

the

integration is not

taken ab the cent

re

of the

vessel, but a.t the

top

of

the

flo

ors at

the

frame edge, the part below being

taken

as

rigid. Th e effect of

any pillars

fitted at

the

centre

ha-s

also been n

eg

lected. The vertical force ab the

point

0

is therefore

equa

l to

the

difference between

the

weigbn

and

buoyancy over the

part

between 0 and the middle

line of

the

vessel.

Th

ere

are thus

only

tw

o unknowns to

be found, and only two equations

are

requ ired.

It will be noticed that

in

all

the abo

ve

ca

lcul

ation

s

the

cargo has been assumed

to exert

only a vertioa.l pressure

on

th

e floors

and fr

ames.

Wh ether

this

assumptio

n is

co

rre

ct

or

not

depends on

the nature

of

the

cargo.

In

the

case of wood-lugs, or rails,

the assumption

will be practi

cally true.

If,

on the

other

band, the cargo consists of

liquid,

then it

will exert a horizo

ntal

pressure

simila

r

to

that of the wa

ter

on the exte rior of the vessel. The

amount of su

ch

s

ide

pressure will depend on the viscosity

of the liquid. The n

at

ure of the cargo bei

ng

known, the

calculations can be

made

accordingly. Concent r

ated

weights

are

also easily included in the calculations.

If the s

hip

is rolling,

and the

co

nditions

given,

the

re

actions of

th

e weights a

nd

their moments may be found

a

nd in

clud

ed

in

the

estima

te

of

the

bending

tende

ncies.

In t

hat

case, the symme

try

of the structure

an

d the ap

plied forces is, however, destroyed,

and it

is impossible

to deal with one side only. The in tegration must, in

that case, be performed over

the

whole of

the

section,

which will make the solution more complicated,

but

not

impracticable.

The vessels dealt with far have been assumed to be

all

single-decked.

f

two decks, or

tier

s of beams, are

fitted

as

sho

wn in

F ig. 7,

it

will

be

f

oun

d that

three

unknowns are not sufficient to dete rmine

the

case. The

three unknown qu antities

ab

the

k

ee

l of

the e ~ s e

will,

a.s before,

be

sufficie

nt

to

d

ete rmin

e all

the

momen

ts

up to

the lower deck beams, but not

furth

er . I t becomes

necessary

to

assume a new set of

th r

ee unknowns for the

centre

of

t h ~

lower deck beams.

The

case

is the n the

same as before, only we

are

dealing with six unknowns,

M

0

,

P

0

,

Q

0

,

M

1

 P

1

, and Q

1

, and have to get

six

eq

u

at i

ons

for their determination. The first three unknowns o

nly

enter in

to

the in t

egrat

ion

over

K G

1

• the seco

nd three

only over the

part

L

1

G

1

, and the whole six G

1

G

L,

but

bhe

wh

ole of

the

res

ul t-s must be

summed

up

to obtain

the

equations

Again,

if rows of

pillars are introduced

be

tw

een the

centre and the side of the vessel, it is necessary

to

assume

one

unkn

o

wn

force for

each

row.

t

is only necessary

to assume a direct force, because a pillar cannot transmit

any

apprec

iable

shea

ring

force, or bending moment. T

he

process of calculation becomes more lengthy with the

mbroduotion of SG

many

unknowns,

and it may be

desir

able to adopt some modified method. The vessels

having

several rows

of

pillars

and

seve

ral

tiers of beams,

have in most cases a double bottom fitted, which possesses

sufficient transverse strength,

and may

,

in the

calculation

of

the strength

of

the

frames,

be

taken

as

pr a

ct

i

cal

ly

rigid. The frames may a.lso be supposed

to be

held

rig idly, fixed

at

the lowest comp lete tier of in

particular when th e

beams are lo

aded

with

cargo, and

therefore

tending to

bend

th

e frames in a di rection con

tr ary

to

that

due

to the pressure of the water. The esti

mate of the strength of the frames of a ship with more

tiers of beams

and

rows of

pillars may the

refore,

in

the

oases of most prac tical importance, be done on the aasump-

•

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•

J

ULY 5, I 90 I ]

:

"''

ENGINEERING'' ILLUSTRATED PAtENT

RECORD.

C Ol\IPILltD BY w.

LLOYD

WISE

.

'SELECTED

ABSTRACTS

OF RECENT PUBLISHED SPECIFICATIONS

UNDER THE

ACTS OF 188

3 -

1888 .

The number ot vie'

WS

given

in

the Specification Drawings is Rated

in

ea1h

c a ~ P .

;

wh

ere

none a1e mentioned, the Specification

is

not

illtt.8t1·a

t

ed.

Wlt13re invent

io

ns are communicated from abroa4, the Names,

J.;c.,

o.f the Couwm.nicators are niven

in

italics.

Copies of Specijicat ions 1na 1J be

ob

tained at the Pat

e-nt

O

flice

Sale

Br

anwh, .2 i

, Sott,thampton BwUd ings, Chance1·y-lane, W. C., at

the

uniform m·ice

of 8d.

Th

e date

of

the adverti-sement flf the a

ccept

ance

o.f

a

Co

mp

le

te

S Oeciji

cation is,

in

each

case,

given af ter the abstract, un less the

Pat

ent ha 

been

sealed, when the date

o.f st

alino given.

..dny mav

, at any time

wi

t tin two month8from, the date of

the o.f tlte acceptance of a Specification,

give notice at tht Pat ent

OJilce

of

ovposition to th

e grant

of

a

Pa tent on any of the

grou

.nds mentioned

in

the

.Act11

ELECTRICAL APPARATUS.

11,207. L. Andrews,

Hastings,

Suuex. Distribu·

tion.

[4

Pigs.] June

20,

1

000.-

Wnen

distributing alternating

curr ents by means of transformers located in eult-etatione,

and having t

heir primary

wiodinge connected

to

high-tension

-feeders and their secondary windings connected to secondary

<lietributing networks, the day

or

li2'ht load lose

ie,

a.e is well under

-stood,

very

and this inven

tion has

for object

to reduce

this

loss. For th1s purpose, the

distributing

ne tworks are disconnected

from the secondary windings of the transformers

at

the sub

stations, and the

high-tension feeders

are

disconnected

from

the

main bus-bars at

the generatin

g station when the load is

redu

c

ed

to a light load, and during t he hours of such light load all the

c

urren

t req

uired

le

supplied at

a low

pressure direct

from

the

;generating station

to the

dis trib

utin

g ne

twork,

so tbat the loa&

that

ordinarily

takes

place durin{it the hours of light load, when

high-tension currents

and

transformers

a.re used,

is

considerably

.-educed.

When the

load ag

ain

rises

to

a sufficient extent, the

.distributing

ne

two

r

ks

are

ag

ain

co

nne

cted to the

secondary

wind

ing& of the transformers a.t the sub-stations, and the high-tension

-feeders are ag

ain connected to

the bus-

bare

at

the gener

a

ting

station, eo that the

distributing

networks will be again supplied

with current

through

the transformers. Means are described

whereby t

he

des

ired alteration

of connections

is

effected.

.:ic

cepted May

29

, 1901.)

7834.

K. T.

Benuet.

BelslDgborg,

aud J .

T. Johans

sou, Stockholm, Sweden.

Pole

IDsnlatora. [1

F ig.]

April 16, 1

901.-I

n pole insulators in whi ch a liquid or pasty

material is employed for increasing the

insula

tion, a separable

J'eservoir is used for t

he

liquid or paste, and there is

pro

vided a.

.fl

pring

clipping device, by

means

of which t

he

separate

reser

voir

.or cham ber is remova.bly attached

to

the insulator. ·(Accepted

fay

22,

1901.)

12,762. A. E. GrevtUe aud A. W. GrevtUe, London.

Geyser.

[2

Figs.]

July 14, 1

900.-

An

electric geyser, accord

ing to this invention, comprises a casing of copper or other metal,

within which is mounted at t he upper part a tray, on

the bottom

cf which a number of hollow nipples

are

arranged within h o l e ~ : ~

si t

uated

at

a. determined distance apart. The stems of these

11

ipplee protrude

from the underside

of

the tray,

and

serve

for

t.he

re

ception of

binding

nuts,

by

which the upp er

extremities

of

:Sp

iral coils of wire are secured from each of the nipples. Towards

U .1.

.

2.

the

bottom

of t he casing a

diaphragm

or plate is provided, within

w hich pine of cond

uc t

ing metal are secured in a position corre

eponding to

the

nipples upon the superposed tray.

C

urrent is

led throu$'h the whole of the wires. Water is led through the top

of the caemg into the

tr a

y , from whence it passes through the

bollow nipples,

and around and

down

the

coils of wire,

e\

•entua.lly

reach

ing

the lower

plate

or diaphragm, and fi.>wing

to

t he

bottom

.of the casing, where acc

umulating

it passes outw"

rdl

y through a

pipe

.

Th

e w

ater

while flowing

downwards adheres to the surface

of the wires th roughout

thei

r l

ength. (.A

ccepted J1ay 22, 1901.)

12,973. Siemeus Brothers and eo., Limited,

London. (Siemens an

:t

Halske, Berlin. ) Bigh-Tensi0.3

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

Voltmeter. [3

F igs.)

July 18, 1900.- Thie indicator for ~ i g h

ele

ct

rical tensions comprises a d isc made

with

peripheral pomts

di rec ted

outwards at

an

inclinat ion

to

th eir radii, and mounted eo

that

it can rotate within a r iog. An index is on the of ~ h e

dieo, a epriog beinl a.pplied to the axis, and

the

disc and

nng

bemg

connt cte

d t.o conductors ha.viog

a. high potential

difference eo

1

I

I

I

I

I

I

I

FLg

. 1.

-,

I

I

I

I

I

I

I

I

r

-- -

__ ..1

L-- --..,

. - - J

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

mlb

I

-------

r------

that the disc by static diec

barge

from it s points ls caused to ~ > V e

with

its

inde

x m opposition to the spring

to

an

extent

d ~ p e l d m g

on the tension of the currents. A modified form the c b c ~ t o r

is proYiderl whe rein the rin g

surrounding

the dtec has pomte

directed r d e

at

an

inclination to

their

radii,

either

the

ring

or the disc beioJr capable of ro

tatio

n in opposition to a eprmg.

(.4

cc

eptect Jlay

22, 1901.)

GAS ENGINES,

PRODUCERS,

BOL >ERS, &c.

13,814. J . Y. JohDson, Loudou. (Deutsche Con tinental

Gas

Company and

J

Bueb, D

es

sau, G

trnn.an

y.)

Gas and

Coke-Making.

Augu

st

1, 1900.-.In tl:}e

manufacture

.of g ~ s

as hitherto

co

ndu

cted,

the coke obtamed

18

.unfit for e 1 t h e ~

tn

smelting ores or for i r o n - f o u n d i n ~ . Th;e.obJect of ~ i e m e n t ~ o n

is t o provide a proceee whereby'· m a d d 1 ~ 1 o n to g < ~ d i l l ~ m m a t m g

~ a s

being

obtained,

ooke

is ob

amed .wh1ch ts. n >t n o r

to

that

produ

ced in coking ov

ens

.

A c c > r d ~ n g _

to

th1s mvent1on,

. h ~

~ a e

retorts are charged with coal

wl:}1ch

18 m a f i ~ e

e t a ~ e

of

d1Y181on

(having

1

for example,

been

prevtouely ground m a d1eintegrator),

and which has

been

liberally moistened with water. The gas

retorts are entirely filled with this moist powderEd coal, and then

the coal is h

eate

d in

the

usual or

any suitable

manner

for gas

·

makiocr. lt is stated that

the

coke which

is

left in the retorts is

of such a characte r th a t it can be utilised to advantage in all

cases where

hitherto only

the employment

of

coke

from coke

ovens ba.e be

en

practicable. (Accepted May 22, 1901.)

9088.

A.

M. Plalssetty, Paris. Flame Mantles.

1\Iay 16, 1900 .- Incandeecence

mantles, according to

t h i ~ i ~ v e n

tion

cont"in

eo little combustible matter that the prehmma.ry

i n g off and subseq':lent collcd}onieing of the mant e

fi .>

fit it

for t

he

market

can

be dtspensed Wltb, and

the mantle d1etnbuted

in the flexible "stocking" ~ o r m , in which it can

ba dly

~ e c o l l e

damaged, burning oft' betng effected upon the 1llummatmg

burner on which

it

is

to be used

. The process of manufacture

depends

on obtaining a readily

equirtable compound

in which

the proportion of incandescence oxides is rel atively lar

gE',

and the

proportions

of agglutioent and s o h · e ~ t reln.th·t'ly small. ,The

nitrates of

the

earth

metals

are first d1seolved m wat

er,

muced

and re-evaporated, and perhaps in pa rt fused to a

state

of

hydrate,

anhydrate,

or

basic salt ;

alcohol being then

add ed in

drops

un t il

(after

the escape of nitrous vapours) part of

the

remai

ning nitrate

has

become

transformed

into

acetate,

and the

whole forme

a.

eirupy solution which is then mixed

with

the

a . ~ g l u t i n e n t It

is stated that

equirted

threads formed from

the

mixture prepared in this manner cannot explode,

and

shrink but

little

when

burnt

off. A mantle fabric complete made from these

threads, it

is stated, weighs 1 

grammes, as cpmpared with the

usual

weight

of 8  to 6 g r a m m e ~ (Accepted May 22, 1901.)

GtJNS

AND EXPLOSIVES.

12,326. Armstroug, W httworth. and Co , Limited,

and R. T.

Brankstou,

Newcastle-ou-Tyne._

Gun·

Sights. [8 Figs.)

July

7, . 1900.-;-Thie

invention relates

t? a

combined telescop1c and ordtnary s1ght ; the arrangement betng

such that

when both

eights are

in

pla

ce they

are

adjusted simul·

taneoueJy, but

ca

n be

used

i n d e ~ e n d e n t l y of each other, and that

the telescopic eight can be rea.dtly removed, leaving the other in

place. The telescope

is carried by

a

bridge-shaped

slide fitting

m

to

a groove or grooves in a

table, and secured by

a spring catch,

so that the slide and telescope can readily be put

into

place or

Pig .1 

·

 

-- -

0

removed. The ordinary back sight is fixed to the table beneath

the bridge.

The

table is movable

around

the

front eight

as a

centre in a circu

lar

groove in a block, eo that

the same

2'radua.tione

for knots and dt>grees at the

rear

of the

eigbt

serve equally either

when using the telescopeor

the ordinary

si2'ht.

The

table may

be

moved by a worm

g e a r l n ~ with a. ra

ck

on its underside, or

mn.y

work about a. pivot and be traversed by a worm

and

wormwheel,

the milled

head

of t

he

wo

rm

being graduated for deflection.

The

eights

may be of the

bar

and drum,

tangent, or other ordinary

pattern . (Accepted Mav 22, 1901.).

MINING, METALLURGY, AND METAL

WORKING.

13,299. J .

L.

Smith and R.

Bedford.

Eaglescltfl'e,

and the South Durham Steel and l rou Company.

Limited, Stocktou • on • Tees. Opeu-Bearth Steel

Process.

Ju

ly 24, 1900.-

An

ordinary type

of

open-hearth

furn&ee is adapted for the manufacture of steel,

ac

cording to this

invention, by being provided with one or more dame eo arranged

that

the

hearth

is divided

into

two

or more compartments up

to

any

required

height, and above which the eaid compartments

mer2'e into one large bath common to all, whereby a cha rge of

.

teel ca

n he withdrawn

from one or more compa

rtmen

ts from

time

tJ

tim

e,

whilst a.

bath of steel is lefli in one or

more

of

the

other

35

compa

r tments t o remain on

the furnace

b o t t o ~

after

a p p i n g In

pr actice the furnace beinJr arranged and des1gned with a larger

and

s m ~ U e r

compartment, the process

is

as

follo

ws

:

The larger

compartment

being

h a r g ~ d with molten

steel

left

over from

tbe

previous tapping on the empt.v pa rt of the

u r ~ a c e h e ~ r

t h , after

fettling is cha

rg

ed a.

q

uantity

of o

re or other

oxtde.s of

su

ch

as mill

scale, tap c

inder,

and, perhaps a certatn quant1ty. of

limestone and scrap. As eooo as the scrap, ore, and

the hke

hav e

been

brought

up to

a

sweating heat,

molten

~ e ~ l

from. the

blast-furnace conve

rter,

mixer,

cupola, or the hke 18 run nto

that part of the ba.t.h

containing

molten steel from t ~ e p r e ~ t o u s

charge,

and

to

which, if

preferred,

ba.e

e ~ n

added ox1de of

1 ~ o n ,

the

whole

mixing

together and

then

f l o w m ~

over

_the

dam

n t o

the other compartment , and coming into contact "1th the ox1des

of iron,

the scrap

a n ~

the

i k ~ ,

~ h i c h

a r ~ by

that ~ m e at the b e ~ t

possible

heat

for makmg a. m1xmg.

t:hts

s u b m e ~ e 1 0 n of the eoh.d

material

in a molten bath

caus

es a b01l, after whtch the h a r ~ e 18

worked in t

he

usual way by fr

esh

d c l i t i o ~ e of iron ore

and

lim e,

until

t he r

equisite purification and

redu

ct1on of

carbon

has

be

en

effected.

(

.Accep

ted May

29 , 1901.)

1758.

B.

B. Lake,

London.

(.A

.

S.

Bett8, Troy,

N

Y:

U.S A..) Lead ReflJllDg.

5

F igs.] January 25 , 1901.-ThJs

invention provides

a.

modified method

of r e f i ~ l n g

lead e l e ~ t r o ·

lysis,

and according thereto the lead a ~ l o y 1s

t r o l y ~ e d m a

solution

of ., a

lead

salt of a ftuorine

a.

01d." A cathode 18 used,

which comprises a metallic core having greater strength than

. .2.

.3.

. .

4.

•

•

lead. The

electro

·

depoeit on the cathode is

subjected

to me

chanical pressure from time

to

time during-

the progress

of elec

tro-deposition r and after deposition is concluded, the sheets can

be

mechanical y stripped from the core, t

he elect

ro-depoeit be

coming

eo solidified and strengthened

by

the prePsing

operation

that it may be readily

separated.

(.Acc

epted

Jfay 22, 1901.)

11,602. E. Martlu, Parts. PlatlDg

Alumtutum

Sheet. June 26, 19:()0.-

Aluminium

sheet is, according to this

invention, electro-plated and rolled a.s

a.

preparation for a further

roUed on or

electro-plated

final

covering. A strong

rolled

plate is

made by

first causing an ingot of

aluminium

t o undergo a pre·

liminary operation of cleaning and pumicing, then depositing on

this

ingo

t

electrolytically

a

thin co

pper

covering.

The

ingot

is then

again slightly

heated and rolled, which

re s

ults in in corpo

r"tiog the copper with the aluminium , thus preparing a

su r

face for a

thin

~ a l v a . n i c

deposit

of metaUic silver

which is then

made

upon

it.

The plated mgot

is

then heated in a gas

furnace,

to a temperature below red heat. Sheets of electrolytic silver,

rolled to

the

dimensions of

the

ingots, having been previously

prepared,

are heated

at the

ea.me time

as the

plated ingots,

bu

t

n separate furnaces. The silver sheets then placed upon the

mgots, and 1hey are together rolled ;

bemg

pa.saed

a

sufficient

number

of

tim

es throu2'h

the

rolls

to produce

sheets of

silv

ered

aluminium

of the desired thickness. (Accepted Afay 22, 1901 .)

PUMPS.

7911. V. I. Feeuy, London. (.Ab

wa·rme K

raftm

aschinen

Gesellschajt, Berlin .) Pump for

VotatUe

Fluids. April17,

1901. - I n this pump for conveying fluids of a low boiling point,

a cha mber is introduced into the delivery or pressure pipe, and is

kept

constantly filled

with

vapour

from the

fluid

to

be pumped

by means

of heat.

It is

stated that the arrangement in some

ways

corresponds with the compressed

a i r ~ c h a . m b e r

in ordinary pumps,

us

ed

for

insuring

a steady

working

of the

pump by forming con

tinuously

a supply of vapour in the pressure p1pe.

(.A

ccepted

May

22, 1901.)

12,262. J . c. Merryweather aud

G.

W. Rarris ,

Greenwich. Keut. Pump. [2

Figs ]

July 6, 190C.-

This

pump ha.e one

or

more pistons, ea ch fitted

with

a valve or valves,

and

all in

one barrel.

The

pump

may have

pistons

, in order to

provide a. practically constant delivery of water, the pistons being

all in one barrel. A eba.ft is fitted in the centre of the barrel

longitudinally

, and projects through a

cover with

a gland at

one

end, and may be caused to ro tate

by

a

motor,

but

is

prevented

from longitudinal motion by means of collars. On

this

shaft are

fitted three double arms, each

arm consis

t ing

of two

radial arms

opposite

ea

ch

other, and

being preferably fitted

with

a

small

roller fre e to ro

tate

on the axis of the

arm. Ea

ch piston is pro

vided

with a groove formed a.s a ., cam,"

or circumferential

in

o

lined

plane, with which the rollers on a pair of

radial

arms

en-

Frg.

•

•

gage;

t

hus by the

rotation of he

shaft and

the act

ion

of

the

n.rms

(and rollers) on the came, the

pistons

ar

e given a reciprocating

motion, and (in the mac hine described) each pair of arms is

arranged at

an

angle

of 1

20

deg. with

the

o

th e

r

pairs, and

the

action

on the water is

as

if th ree

barrels

were employed ae in an

ordinary th ree -throw pump with th ree c

ranks

set at 120 deg. in

te

rval. As

the

action

of

the arm

s

(and

rollers)

on

the

inclined

planes

might

cause

the

pistons

to rotate, th ere

is

pr ovided a lug, or stop

(or lugs) on the barrel engaging with lugs or stope on the pistons.

The

stroke of the

piston is

short

compared

with

its

diameter, and

the cam

is

formed with

one

pair of

rising

and falling

inclined

planes occupying one-half of the ci rcumference , and another

occupying the otber half

; thus

the bu

cket

makes two strokes

to

t>ach

re

volution

of

the

shaft. (Accepted May 22, 1901.)

•

7/17/2019 Engineering Vol 72 1901-07-05

http://slidepdf.com/reader/full/engineering-vol-72-1901-07-05 37/37

SHIPS

AND

NAUTICAL APPLIANCES.

·

•

11,500.

A.

J . Dnchemin

and W. J . Vincent, Barry,

Glamorgan. Emergency Propeller. [6 Figs.

]

June

25, 1900.

  Eme

r

genoy

propellers f

t>

r vessels intended for

use

in

the event of

the.rmam

propeller or the

s\ee

r

ing appa

r

atus be

coming damagea

are, according to this

invention

, hou sed in

-

•

•

,

0

•

0

0

0

I

I

0

I

0 I

•

0

0

0

I

0

I

•

•

•

•

tubes whi

ch may on occasion

be th

ru

st

out from the ,·easel's side.

Means are pro vided by which the

emergency

propellers may

be

ge ared to and d.Iiven

from

the

main shaf t , t he apparatus being

so arranged

that

its coupling is made automatically on

the

extension of

the

propellers. Accepted

.J1ay

22, 1901.)

S'I'EAM ENGINES, BOILERS, EVAPORATORS, &c.

12,721. a Rtchardson and F. Matheaon, Glasgow.

Floats

for S team Boilers . [2

F igs. )

July

14,

1900.

  Tbi

s

invention rel ates to floats for

use

in steam boilers

and

for ope rating

feed

-wate

r

regulators,

hig h

and

low water

alarms,

or like appa

r

atus,

and

it

b

or

its

obje

ct

to

obviate

the

ri

sk

of b

re

aka i'e

attendanton

the

we of the ordinary brick

fl

oat, w

hilst so

red uc io't

the

weight thar, friction is reduced, and freer working of

the

•

•

•

•

•

-

 f.S

U.

l

•

•

•

Fig 2

©

0

-

-

apparatus results. The improYed float is c o m p ~ s e d of a shallow

mete.llic bell resembling

that

of a gas holder, whtch

1s

suspended

from the usual float lever, or di rect ly from the apparatus

to

be

c

on t

rolled

by

it,

anq

dips

int<? the wate

r within .the

b ? i l ~

; the

r

equisite buoyancy

being obtamed

by

the format1on w1thin 1t of

an atmosphere of steam during

ebullition

of the

wate

r .

.Accepted

May 22, 1901.)

9518.

B Aahton.

Blackheath, ~ e n t • .

~ e a m

TurblDea. [11

Pig1.] M

ay

24,

1900.-Acco

rdmg to th1s to ven

tio n, in

one

9.o

ns

truction of

rever

s

ing

t

urbin

e the s

up·

ports carrying

t.he

two

sets

of vanes or bl

ades

agamst

wh

10

h the

working tJuid acta, are

so

mou_nted.

that

they can be revolved

the working fiuid

in

oppostte di rections, and be m o v a b l ~ endW se

within

the r n a l , Q ~ t n g

of

the p p a r a t u

by t ~ e l c i ~ g ftutd.

Th

is pro\'ision for

e

nd

wise or

axtal

m ~ v e m e n t 1s m a d ~ 1n

ord

er

that reversal o f the

driven

shafts, whtch

are

concentr1c or tele

scopic, may be effected automatically by

means

of

clutche

s on

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

[ J ULY 5, I 90

shaft are two similar

se

ries co·ope

ra

ting

with

si

milar

buttress manufacture of fabrics

to

serve as a base in the construction of

teet

h on the whe e

ls

.

By end

wise

mo

vement of the

whee

ls in

mantles

for

incandescent lighting,

whe reb)' the

stren

g

th and du

ra

company in

one

direction,

one

of t

hem

is

brought

into gee.r by

one

bility of the

mantles produced

tht>refr

om

1s stated to be inc reased

clutch with

the

outer shaf

t,

so

as

to be able to rotate

th e

rewith ; For this purpose a textile fabric

i$

made, comprising th reads or

whilst the other wheel is simultaneous ly brought into gear with fib res of two or mo re dtfferent ma

e r i a l s ,

such, for instance, as

the inne

r shnf t

by the

other

clutch.

An endwise

movement

of ' cotton and

rhe

a. This can be effec ted

by

using a ya rn spun from

the wheels in t he

opposite

di reot:on r

e\

'er

ses these connections

. th e3e d iffe

ren

t fibres

combed

togethe r, or the fab ric may be

so

t

ha

t the abaft which previously received

cc

positive rotation" manufactur

ed

of threads of two or

more materials so

interwoven

will now rece ive negative

ro

tation, and

that

which

received as to produce a homogene ous whole. Mantle forms prepa red of

ne gative rotation " will now " rotate l>osltively the di rection such coml>ound fabr ic are impregnat ed with Palts, burnt off, and

of ro tation of t he tu rbine whe els remaintng constant t hroughout. stiffened 10

the

usua l way. AcceptedMay 22, 1901.)

Contri

butory

and

substttutional

devices are provid

ed.

Accepted

A ay 22, 1901).

9076. L. Leclerc and L. Schmittbuhl, Paris, France.

Water-Tube Boners. (20 Pigs ] May 16, 1900.-In water

tube boilers, acoo

rdin

i to t

hi

s invention, t he box whica conn ects

the g

roup

s of tubes,

and known as

the head box, is mounted

per·

pendicularly

to t he vapour or steam drum,

and

the double circu

latin

g

tubes

are

mounted

obliquely

to this

box.

The

tubes

may

be mounted and dismounted mechanically, ei ther completely or

partially, and one or several connecting boxes may be i3olated in

case of acc

ident

or

damage. A

series of

va h

·es or

damper3 which

permi

t the exterior

ai

r

to

penetrate under the grates are

pro·

vided, the said valves being adapted to close automatically if any

pressure is produced from the in terior to

the

e x t e ~ o r . The

mou n ting of t

he

frames of the g roups of tubes

or

connect tDg boxes

in the head

boxes

is

obtained by

their

being pressed.

by

means

of

a bolt

which

is s up ported

on

an arc

hed

pie

ce held

by a

bayonet

joint, into lat eral grooves

made

in

the

pro

jecti

ng

rims

r

ound

the

opening corresponding to

each

box. A special closure for each

groul? of t ubes is also provided.

by

means of differential pistons

worklDg automatically

to

isolate one

or othe

r of

the

g roups as

desired.

Co

ntributory and substitutional de vices are provtded.

Accepted

bl ay

22

, 1901.)

8994.

T.

Whltwell, Fl111wood, Lancaster. Beatlng

Apparatus. [1 Fig. May 15, 1900. -

Io

steam

heating

ap·

paratus of the

kind

in which water

is

heated by steo.m flowing m

a pipe, a

cco

r

ding to

this

invention,

the condensation

wate

r from

the steam pipe

is

added to the

wate

r heated by the steam in

order to increase the amount of beat available for use per unit

of ex

pended

. The condensation waber may pass th rough

a steam t r

ap

directly from t

he exit

of

the

h

eattng

coil

into

the uptake of the water c

irculating system su r

r

ounding

it;

an

intervening

eon·re turn vah ·e

being

fitted, if

desired

,

for

the

purpose

of preventing

water

from e n t e i n ~ the steam

pipe

w

hen

pressure therein is low. The

system

IS

illust

rated

as

applied to an open water-ceating system, as pressure w h i ~ h

might be communi

cated to

a closed system would

prevent

MISCELLANEOUS.

6341. W. P. Thomson, London. ( Verein sgte, d

:c

., Co.,

Gibitzenhoj, N ure

mbe>·g

, Germ any.) Constructionof Foun

dations.

[2 Figs.) 26

, 1001.-

lu

the

const

ruct ion of

foundati

o

ns

by

means

of iron piles, a pipe of larger m e t e r than

the

actua

l pile

to

be

r

ammed

in ,

and ha

,·ing

at

its

lower

end

a

plle shoe. is used,

the

pile being inser ted

so far

in the pipe after

the latter has been first driven loosely into the ground

that

it

rests on the pile shoe, and

on

being

fur

ther ram med releases the

pile shoe from the

pipe,

thus f

orming

the

lower end

of the pile,

which

when

rammed

still

further

down

is wa.sher

ed

against the

bottom of the said pipe ; whilst t he annular Ppace from which

Fi{ .

7

•

- ------

-----

- -

wate

r and

eart

h a re exc

lud

ed, and which is

fo

rmed between the

pile and

the

pipe by

the

ramming down of the pile, is then filled

with betton. The pile may consist of an iron or pipe,

having

at its

lower end a truncated conical

inte

rmed1ate ptece,

wh

ich is

c

onnected

a t

its lower end with

the pile shoe by

means

of pins ,

whilst

the a ~ t u a l pile is closed

at

its lower

end

by an

intermediate piece cen tre.lly gu i

ded

by its axi'l l pin in a recess

of

the

pile shoe, and by an an

nular

proj' ct ion, of which pa r

t.

rests on t he upper edge of the pile shoe. Accepted bl

ay

22, 1901.)

13,512.

c.

Steffen, Vienna,

Austria ,

UtUtslDg

Waste Heat, (3 F igs.J Ju ly 27, 1900.- l t has been he reto

fore proposed to utilise waste hea t by means of some fluid

vaporisable a t a low

temperature-fo

r example,

sulphu

rous

ac id -

whose vapour might ser

ve

to actuate a cylinder

and

piston

engine

. In this specification,

afte

r

pointing

out the difficulties

that

would be expe

ri

enced

in

such use

of

sulphu

r

ous

acid vapour

in a piston and cylinder eng ine,

the

inventor proposes to use a.

turbine for the pu rpose. The specifica tion L illust rated with

diagrams

de

scriptive of st-veral a rran2eruents of tu rb ines and he

a t

inte

rchan

ge a p p a

a t u ~

Accepted

Ju

ne

5, 1901 )

UNITED BTATES

PATENTS

AND

PATENT PRAOTIOE.

Descrip tions

with

illu

st

rntions of inventions p

ate

nted in th e

United Sto.tes of

Am

er i

ca

from 1847 to the present t ime. and

rep

or

ts

of t rials of pat ent Jaw cases in the Uni

ted

S

ta t

es,

ma

y be

consulted, g•

-n.ti

,

nt

t he offices of

~ F . E R 35

nnd 36, Bed ford

st

reet, St ro.nd.

CATA.LOGUES. W e have received from Mr. Alf red

Brown, of 9, La.wson -s treet, Barrow · in. Furnes ea a

pamphlet

which includes a list of the steel castings

exhibited

by

him

at

Gla-sgow , on behalf of

the

Skoda.

Works, Pilse

n,

Limited.

The

la rgest of these is

a marine bed-plate weighing 10 tons; whils t, as

an example of a complicated casting in steel, atten

ti

on is directed

to

a CJ li

nd

er head for a gas engine

weighing 2 tons.

In

the pamphlet are also to be

found illustrations of a number of very heavy ce.stings

made for

la rge

mail steamers

and

wars

hi

ps.

We

have

received from H usson's

Safety

Acetylene Syndicate,

Li

mit

ed, of 28,

Victo

ria·

st

reet, Westmins

ter

, a catalogue

of burners and generators for

acetylene.-A

very com

plete catalogue of appara tus for use

in

chemical and

bateriologicallabora.tories has been issued by Messrs. A.

Gallenkamp

and

Co., Limited, of 19 a

nd

21, Sun·street,

Finsbury

-s

qua.re,E. C.

Th

e catalogue contains hundreds of

illustrations, and nearly5 separate articles are listed and

priced.- We have received from Messrs.

H. J.

West and

Co • Limited, of 116

and

118,

Sonthwa

rk Bridge-road,

S.E., a copy of the twenty-ninth edition of their

cata

logue

of ice-making and refrigerating machinery, which they

are to snpply either to work with C02, w

ith

ammoma, or

with

ether.

 W e

have received from the

U nbreakable

Pulley

and

i l l Ge

aring Company,

Lim

1ted,

of West Gorton, o h e s t e r , a catalogue of their varied

manufactures for the use of millwrights, with which is

embodied a collection of notes on the transmission of

power by belting and shafting. In these the good poin

ts

of r

oee and

belting gearing

are

clearly set forth.

The