7/23/2019 Engineering Vol 72 1901-12-20

1/33

DEc. 20, 1901.]

DIE FORGING. No. XII.

By

J

osEP

H Ho: NER.

TH E following examples are those of stamps,

which are variously made, mostly being cut, but

some of w hioh are oast . Circular sections afford

special facilities for cutting o

ut

by tooling and

for casting, while they are cut very tediously with

hand tools on the bench.

The

stamp seen open in the jo

int

face in Fi g. 369

(7/49

11)

:

......

..

... ,

.

.

A

D

c

'

8

.Fig. 8?0 .

\

8

'

,

, '

_

..

c

,

)tf'; . . . :

D

I

.

._

.

I

,.--,,

A

'

J

...

_

,,

1/4'J

8 .

E N G I N E E R I N

G.

tool held in a turned bar that fits B, by which it

would be properly centred and steadied. D is a

detail for chisels and bent

fil

es unless a special

mill were made, the arbor of which would fit B.

Whatever the details of machining, the t ime occu

pied, including the

s e t t

would be much less

than that necessary for hand-work .

The stamp for the handle (Fig. 370)

mi

ght be

tooled throughout the greater portion of its length

without much expense. In this figure the stem

Fig.37y

A

-

an.

l.t

a

.

F

.373.

/

(

r

---

L

- . . J

----

-

b

a

.

(7149.C)

Fig 382.

F ig 318.

.

-

l i g .

I

( / '

I

-

r '

(7148

G)

.

Fig

.878.

-

---

-,

----

-

I

____ J

-----

Fig.881

\

\

'

I

I

.

I

'

:-

114S.F.--

-- - - - - - - -

---

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

- - -

- - - - - - -

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

- -

.. .

-

Fig

.39u.

-

L

.

l:

..

... ,

. .

( 7149 1 )

'

is one

that

can be shaped by tooling almost entirely, portion can be roughed and finished with a convex

because all the cross-sections are circular. Thus ended mill, dotted at A. The globular portion of

the portion A can easily be recessed with the block the handle is i l y finished with a similar mill B,

chucked on the facepla.te ; B is readily drilled and of that diameter. The remaining parts cannot be

reamered, C bored,

and

D

partly

bored also. D entirely tooled exce

pt

by

the

man ufacture of

might also be finished with a special tool. To special forms. But a good guide for working by

finish A a round-nosed tool would be employed. can be obtained by cutting semi-circles at C and

To drill'

and

ream B, the die-block would be D, leaving the parallel

part

of D, and the curves by

gripped to an angl

e-

plate bolted to the a c e p l a ~ e which the neck merges to Band D, to be done by

or it might be bolted to an angle-pl

ate the

~ r 1 l l - hand. A

neat and

inexpensive way of cutting

the

ing machine. C can be bored and finished wtth a

co

llar is shown

in

Fig. 371. A common a

rb

or

a

is

slotted to receive a flat fly cutter b, the edge of

which is filed to the section of the collar recess,

and pinched at

it

s proper radius with a set:screw.

The arbor is steadied perfectly

by

the plain hole

which has been previously drilled and reamered.

The radius of the cutter need not be altered for

roughing and finishing, but the tool and bl

oc

k may

be fed towards each

ot

her, gradually deepening

the

recess. A final light cut can be taken ' hen the

depth is nearly reached, the blocks bemg then

A

(

\

\

'

(

--J

.

0 f

.,

I

Fig.875.

Fig.3

76.

, . .

. . .

. .

...

4 \ '

.

- -, ,

t

o ~ ...

.; , , a r I

, -

' , ,

; olol

: -.... .

.

. . - ~ : . . . .

.....

. . \ ' .

t

1

.....

\. _. -

'

:.

: .J,:.

_

.

\ .

-

# :

: ~ : , t;;,;/ f

L

..

. .

..

0

..

' .

/ ,l ~ . ,

. . ..... 17

. , , 0

:

.:-,-: t j ,(

.. (...

.

..

\ , t t , . ~ :

< : :

0

. , : :)

I . . . . . .

..o,.

oo . 0 . I :JI o

' ....

._

] Tt

-0 ; ,

0

: ' '

' ...

0.

0

,.

,.

. . .

J., , \'- ,., . 0.

..

. . .

, \ 0

...... . .o' ,- ... . 0 . _. -.

'o,o.

; '

0 0 0

1

'- '

: .,

0

0

0

0

0.

,..

..

. . . 0 . . , . 0

,. ..

- ~ :

0

O.

. . . . : ..

:

-..

o,

o.

0

'o

, . .,

,.

...... .

0 o

0

0

o

t

', :,o :O

o'

0

t o o o I

0

' o

0

...... _,.,

'o

( 0

y

.

..

0

. . .

: ..... _ , , . . ._

...

. . . .

0

'

\,

1...

0

. o.. . ...

.

'N....,; .

oOo 0. 0 ' , o 0

..

Fi g

.385.

0

. .384

Fig

J/)4... IJ

714 '1.

A

Fig .39E

.----

closed down over

the

cutt er to the joint faces.

A milling cutter made to the required section

would cut quicker, though too expensive for one

pair of dies.

There are some shapes which are so difficult

to

cut in metal that it is better to cast t hem as clean

as and renew th.em as often as required.

To do thUt m some cases 1s also troublesome if the

attempt is made to cut out the recess

in

the patt e

rn

block with chisels a

nd

gouges. Often, however the

wo

rk

is simplified by

turning

a

print

of the ~ a m e

7/23/2019 Engineering Vol 72 1901-12-20

2/33

shape

as the forging, plus, of course, allowances for

s h n ~ ~ a g e ;

cut the

print

in

half,

and

fasten it on

the JOnt face of

the patt e

rn.

Then

turn a piece of

cor

e up by the aid of a striking-board, dry, and

blacken it,

taking

care

to

have

the

surface as smooth

as

i ~ l e

insert

this

_in the print impr

ession.

The castmg ~ 1 1 1 then i ~ e half the impression,

a ~ d two c.astmgs so made will be jo

in t

ed together.

Fig.

372

l l ~ u s t ~ a t e s

a case

in point a stamp

for a

n d ~ e whiCh

1s

not so readily tooled as

that

shown

1n Fig.

370. t

would be a case for hand-work

c h i e ~ y

though

~ h e

correct

sections

at

the

parallel

portwns can eastly be tooled. If the

handle portion

1s cu.t out

by hand

m

et

hods, templets of semicircular

sectwn would have

to

be used

at short in t

ervals,

and

one templet to

the

longitudinal section by which

to

FitJ.397

.

I

Fi j 39 9

.

I

I I

I

I bl Fig 4{ )1

I

r

a,

Fig 400

.

Pig.40Z.

Fig.41J7.

{71491 )

m erge these various curves into one another.

The

shape of the

latter

templet would be that of

the

profile of

the

handle. But such a stamp can be

read ily and cheaply cast by making a pattern,

a plan view of which, with

its print,

would ap

pear

like

Fig. 372,

and its elevations like

Fig

s.

373

and

374

respect

ively.

In

th

e

latter

figures A

is the core print for

the

recess, and

a a

are pocket

prints for coring out the holes seen dotted

in

Fig.

373,

into

which

the bar

s

are in

se

rted

for

moving

the

blocks about. A core is

then

swept up

against a board, shown in Fig.

376,

which insures

the truth of its circular section without the cost and

inaccuracy incidental to

cu t

t ing out a core-box.

Th

e swept-up core laid

in

the mould

is

seen

n

one

cross-se

ct

ion in Fig. 376

.

Fig. 377 is a case

to

which

the

foregoing remarks

apply- the dies might be either cast or cored. To

a

certain extent the

choice of eith

er

method de

pends

on

the

size of

the bl

ocks

and on the

numbers

r equired to be made in them. Blocks of small

dimensions are seldom cast. The cost of cutt ing a

large block involving

much

de ta

il

cannot be borne

by

a few dozen forgings,

but

it may when

they run

to

hundreds

or

thousands, in which case the products

pay either

for

hand

-work

or

for

ex

pensive

cutters

and machines.

The

value of the cast blocks lies

in

their cheapness, which renders them economically

adaptable

to the

needs of

the

average smithy, where

on

ly

a few sco

re

of similar pieces a

re

required.

Such blocks cost litt le, they are rea dily renewed if

th

ey

fracture, and for work that h

as

to be tooled

the

s

light

roughness

left

on the block from

the

E N G I N E E R I N

G.

[DEc.

20, 1901.

sa

nd is. not

objectionable. Even this may be re- The finish can be imparted by means of a flat

moved

In

many cases partly by tooling, or coarse scraping tool, with an edge curved to the same radius

filing,

or

with emery wheels

or

lead laps.

Thu

s as

the

boss.

The

alternative would be a millina

the recesses of cast dies, like Fig.

372,

can be

cutt

er, which for one pair of dies would be needlessly

smoothed out. with a lead lap of t he same shape expensive;

or

a common fiat drilling tool might be

charged with emery.

Th

e forging, too, when fashioned, similar to a counterhore, with edges

und

ergoing form

at

ion is properly ro

tate

d betw

een

filed to the outline of

the

recess,

and

used to drill

blows, so correcting

any

slig

ht

inaccuracy, should

out

the r E ~ c e s s to

the

proper d

epth

.

Th

e stem

such be present

in

t.he formation of the cast die. po

rt i

on can be drilled and finished

in the

l

at

he, the

The

stc\mp Fig.

378)

for a common

dista

nce- blocks being bolted on

an

angle-plat e. A li ttle

piece is a job that might be

done

by cutting

or

finishing of radii will have to be done

by

hand.

casting

without any

special difficulty

in the

first

Figs.

387

to

389

illustrate

dies used for stamp

case and very cheaply

by the

second. In

the

first, ing a particular type of

pin

for lifting a slot-link

convex-ended mills would be used for

the

strai_ght used

on

some steam cranes. Fi g. 38

7

is a section

p o r t i o n ~ ~ n d a s p e c i ~ l c ~ t t e r

for

the

l l a r ~ .

Th

e through the dies,

Fig.

388 is a plan view of

the

second 1s Illustrated

1n Ftgs.

379

to

381.

Figs.

379

1

bottom,

and

Fig. 389

that

of the top die.

Ev

ery-

/14

Q

FtfJ 408. Fig

404

. 406.

(

f ' /

a,

\

' I

-

'

.

, /

b

A

Fig.409

.

'

I

c

I

Fi g .410 .

-

and

.380

show

the pattern

block with

its

half

print

thing here except the web can be drilled a

nd

bored

on

the

j oint face, and Fig. 381 the board, against

in

the lathe. The web also can be bored to im

the

edge of which

the

core is swept up.

Prints part the

semi-circular end

a

leaving only a small

are nailed at the ends for coring the round holes to portion of metal, b b, to be shaped or milled. The

receive

th

e ends of lifting-bars. Fig. 382 is

an

semi-circularend might alternatively

be

milled either

example to which

the

same remarks apply.

t

is with a

cutt

er of

the

same diam

ete

r or with a smaller

a s

tamp in

which

the

bo

tto

m co

llar and stem

of one,

the

table being r

otated

.

Fi

g.

390

sho

ws

a die

hand-rail pillars of a common type are finished. for

the

same piece of work, but jointed

in the

I t

is easily cut by tooling, or easily cast with a opposite direction.

This

cannot be tooled so easily

core,

and the

choice of

either

method would depend as

the

other.

The

pin-holes

are

properly drilled

on the

number

of forgings wanted. and reamered,

but

the bosses mu

st

be

cut

out either

Die-cutting

by

machine is mostly done in

the

lathe, by chisel work or with a special cu tte r of similar

milling machine, and slotter, apart from

the

employ- type to that in Fjg. 371.

ment of special machines. A good deal can be done The crosshead for the sn

atc

h-block of a crane-

in the

l

at

he, of which the following are examples.

the

stamps for which are seen

iu

Figs. 39

1

and

Circular blocks of steel Fig.

383)

can be faced

392,

can be only partly done in the lathe. A good

a

nd

have central bosses bored at one chucking, beginning can be made thus by boring

the

boss a

leaving the web portion only to be subsequently a

nd

turning the pins b, b for the centre hole down

milled or planed out in the shaping machine. The to the depth c c. A

round

-ended cutter will

tit a

shown

in the

centre of

the

boss

in

this

fi

g

ur

e, remove most of

the

metal

in th

e

end

trunnions,

is a device commonly employed for stamping

the

while

the

portions lying between these a

nd

a can

centre of

the

boss as a guide, by which

its

hole is be milled with end mills

or

cut with chisels.

drilled subsequently. Fig.

384

is a case of a The top and bottom dies (F igs. 393 and 394

similar

kind,

the boss boing bored in the lathe,

are

used for forging a common form of do

ubl

e

and

the t wo web ends planed

in

the shaper- work- ended lever. This is a job for

the

l

at

he and the

ing

from

the

outsides

to meet

the

boss.

They

milling machine.

The

bosses have

central studs

might also, of course, be

cut

with end mills, with for stamping the holes in

the

forgings by, and

four

settings to produce the tapered sides. these are readily turned and the boss diameters

and

Th

e dies for

the

pillar boss

(F i

gs.

385

and

386)

depths bored with each half die held on

the

face-pl

ate

are a suitable

job

for

the

lathe.

The

globular form of the l

at

he.

Th

e boss e

nd

s

a a

arc milled to

th

eir

is readily imparted thus, boring with a common

pr

oper depth, and the webs between milled out

to

tool operated

by

manipulating t he two slides of finished dimensions. These

di

es may be jointed

the rest, and using a

temp

let of the sectional form. either along the cent re, as shown in Fig.

394,

or on

7/23/2019 Engineering Vol 72 1901-12-20

3/33

DEc.

20,

1901.]

one face. In t he first n1ethod more care is neces

sary in

order

to geb t he edges exactly flush in the

~ ~ s e

of which

the

fo rgings would have iapping

JOmts;

1n

the second the bosses only have to be

plumb.

In

t

he.

>case b l o c k ~ having tape;ed holes (F igs.

395 and v96,

A

a bormg tool held 1n the lathe will

give the t a p e ~ required .

The

recess for

the

eye

can be bored m

the

lathe 1n two shifts B B on

the

faceplate, leaving

but

a t rifle to be by

h

and

; or the edges

and

t he

botto

m face can be

milled entirely.

Figs. 397

and

illu

st

r

at

e dies fo r a connecting

rod end,

the

forgtng from which, being solid, has

to be slo.tt ed out for bra-qses

and the

setting-

up

wedge

-p1ece:

These can be ptutly made in

the la

the w1th a tool

t h ~

s ~ i d e e s t bor ing the

e n l a r ~ e d bossed port10n sun1larly to Fi g. 385.

The ctrcular end may be bored or drilled the in ter

m

ed

iate portions being cut with a shap in

o-

the curved sides a, a

and

a milling cutter' evelling

the bottom ; or a special cutter may be made to

finish the sides.

The following

are

examples of miscellaneous

tooling:

The

dies for the s c r e w

blank (Figs

. 399

and 400) can

be

drilled at a but the remainder

must be cut by hand, using te mplets for the curves

o.f the

edges b,

and

of t he

bot

tom dished por

tiOns c, c. The stamps for the wing nut (Figs. 401

and 402) can be done in the manner indicated.

An end-mill at

a

will

cut

out the greater portions

of the wings, leaving the rad ius c to be tooled with

a small 1nill, b, moved about t o cover the area or

instead of using

the la r

ge mill at a, t he

one can be used en tirely,

by

manipulating the

tables of t he machine accordingly to tool the whole

surface.

The

boss will be

cut

by a

ltern

ative methods

previously described.

The die for the crank ed handle (Fig. 403) is an

awkward shape

to

cut.

The

large bossed

end

A

can be roughed with a round-ended mill, or with

an edge mill of larger radius, being finished with

the

chisel in either case.

The

section of

the

handle

at the largest part may be obtained at once by a

round-ended mill

a

the rest being completed by

h

an

d. The shanked part can be cut to size wi th

an

end mill b having a rounded end, or an edge mill of

similar section, the tapering thickness of the handle

being imparted by shifting t

he

die on the tab le.

The dies (F igs. 404 and 406) for the clamp stamp

ing

are

readily tooled, because

the

greater po

rt i

on

of

the

bo

tto

m sur faces a a are flat , which is always

em inently favourable to the operation of a mill,

though tro

ublesome for ha

nd

chisels.

Th

e flanged

part

b can be cut with a narrow e

nd

mill,

or

a slot

drill, and the boss c for the screw may also be

roug

hed

o

ut

with a mill,

and

finished with chisel

and file in t

he

manner previously indicated.

The spann er (F igs. 406 and 407) must have its

dies cut

by

hand, with

little

assistance

fr

om ma

chines ; not a difti.culL task, because they are shallo

w.

The grooves a can, howev er, be

cut

out with a

convex-ended mill, and the boss bored out in the

lathe, or milled r ound,

and the sq

uare studs also

milled with the same cutter. The rest would be

work for t he chisel

and

file.

The

common spike

head stamps (Figs. 408 and 409) are a

jo

b for the

ch isel and file en tirely. So are those

fo

r the crane

h

oo

k (F igs. 410

and

411) with

the

exception of

the

eye

end

, which can

be bored in

the

lathe. A round

ended mill can be used to rough out most of th e

material in the groove,

bu

t as

this

changes its sec

tion constantly, the finishing must be done

by

hand.

In the locomotive stamping shop at Swindon

swivelling stands are provided for holding steel

dies wbile in course of preparation. A hemispheri

cal block of iron sw

iv

els on a hemispherical seating,

and the latter is carried on a stand which brings

the w01k to a heig

ht

suitab le for working on.

The advantage is, of co urse , that a die can

be

swi veiled to any angle whatever to permit of work

ing with ease on any edges or portion of the same,

or

at the bo

tto

m. 'l'he fitter can

thus get

all round

his work without bending or stooping into con

strained positions. The dies are held on the flat

face of the hemispherical block by means of two

set-screws passing through lugs cast on the block,

and

placed on opposi

te

sides of the die. Several

of these blocks of different sizes are in use.

The methods of the general shop handling but

small

quant

it ies of similar forgings.

are

s e ~ n

to

be

at great disadvantage by compan son w1th t.he

specialised 'l'o have hamn1ers and d1es

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

exactly adapted to the work saves labour costs in

every way. Stamps

cut out

of solid blocks of steel

are generally costly,

and

especi

fl

lly when they have

to be sunk by hand methods.

But

much more can

be done in them by comparison with light cast-iron

dies. They permi t t he employment of powerful

hammers, and such hammers are capable of forging

shapes from rough bars with little previous pre

paration, even in some cases of disproportionate

forgings, while

in

others the preparatory work is

very slig

ht,

much less than when feeble hammers

a

nd

slight fragile dies are employed .

The

methods of

the

diemaker

are

n

ot

exhausted

yet, as for rough classes of work t he methods of the

general smith are adapted, as in swage making,

bein g moulded o\er a mandrel. This is suitable

for round and

sq

uare recesses, and for plain forms

generally.

THE

RE CENT

PA N

-AMERICAN

EXPOSITION.

an express locomotive and an ordinary passenger

car .

The

locomot

iv

e has two pairs of driving

wheels, 79 in. in diameter, and car is lighted

by electricity, generated by a dynamo driven from

the

revolving ax le. I t is placed under

the

car

and

is encased and protected from dust and dirt. The

connections are so adjusted that at a speed of 15

miles,

the

dynamo feeds

the

lamps

dir

ect,

the

superfluous energy being stored in a secondary

battery, also placed beneath the car, for use when

the

train is moving slowly or when it is stationary.

The dynamo maintains a pressure of from 32 to 40

volts,

an

d is a

ut

omatically switched

in t

o ci

rcuit

wh

en the

tr a

in attains a speed of 15 miles an ho

ur,

the electric pressure being so controlled that at all

speeds the current supplied to the lamps is kept

uniform. When

the

car is at

rest and the

dynamo

switched out of circuit, the lights are suppHed at

30 volts by the:storage battery. After starting, as the

car gains speed, the dynamo voltage builds up until

it reaches a potential above that of t he battery and

the lamps . By means of resistances, the latt er are

THE RAILWAY Bu iLDING. preven

ted

from receiving more than their normal

THE st ruc

ture

de voted to the

di

splay of railway 30 volts. The lamps are 16 candle-power w1th a

materi11l, at the recent Pan-American Exhibit ion short, stumpy filament, so that

it

is not affected by

of Buf

fa

l

o,

was located at

the ext

reme north end vibration, and consequently enjoys r

ather

a long life.

of the grounds. I t was a long, low struct ure,

In

t ransmitt ing power from t he car axle to the

116 ft. by 560 ft. , with wide overhanging eaves dynamo, a flexible frict ional gearing is used which

a

nd

tiled roo f. In

sty

le it closely resembled gives

the

pliability of

the

belt-drive with the posi

the Mexican-Spanish type of the free Renaissance. tive motion of t he spur-gear. To keep the poLu1ty

The two main ent rances formed the chief architec- of the dynamo uniform

wi

th the battery, a mecha

tu

ral features of the fron

t

they

were s

ur

mo

unted

nical device is used, actuated

by the

armature shaft,

by gables richly ornamented in high relief, and which th rows a switch whenever a change in the

flanked by low towers on both sides. direction of motion of the car begins to take place.

The railway exhibits occ upied about two-thirds of Another automatic switch is necessary and must

the entire building, in which were laid six tracks act with absolute certainty, so that when the

for the reception of model trains and loco

mo

t ives. dynamo is driven at a

pr

oper speed to develop an

Here were the

De Wi

tt Clinton locomotive and its electromotive force equal to that of the storage

three open coaches, which together formed the first battery, the switch operates and connects the

train

that

ran over t he lines of

the

New York machine with the battery and lamp circuit. When

Central and Hudson River Railroad in 1831, its

the

speed diminishes so that the electromotive force

rate of speed being 17 miles an hour. Close to of the dynamo drops below that of the battery, the

t his archaic

type

of transportation stood the great switch at once disconnects the machine from other

flyer which hauls the

Emp

ire

State

express at

the

parts of the equipment .

rate of 60 miles an hour. Nothing could better When the dynamo is charging the storage battery,

indicate the progress ma

de

in rail roading than a the electromotive force of the latter gradually rises,

simple inspection of these two locomotives, built so that without some method of control the elect ro

seventy years

apart

and placed side by s ide in the motive force would be too high on the lamps. A

Buffalo Exhibition. constant electromotive force

is

maintained on

the

The

largest locomotive builders of

the

co untry circuit by means of resistances inserted in

were represented. Among others, the Schenectady proportion to the amounf of current generated by

Company se

nt

t

hree engin

es-two

for

fa

st

pas-

the

machine. All these operations

are

automatic,

senger trains and o

ne

for freight. n

the

former requiring no manipulation at all on the part of

the

the cylinders are 21 in. by 26 in. ; the total heating employes on the train.

surface is

3505 squ

t

re fee

t

the g

ra t

e area is With

the

axlelight " system as supplied

by

50

sq

uare feet; the two pairs of driving-wheels are

the

Co nsolidated Railway Electr ic Lighting and

79 in. in

diameter;

the weight of each locomot ive Equipment Company, of New York, each car is

is 176,000 lb. (80 tons). fi tted up with from seventeen t o eighty

light

s of

Th

e compound freight locomotive was provided 16 candle power each, a

nd

wi

th

from two

to

eight

with four pairs of drivin

g-

wheels 63 in. in dia- electric fans, according to the character of the car.

m

eter, and

a heating surface of 3480 squ

are

feet,

The

car in B uffalo was

in

operation every day

and

with a gr

ate

area of 50 square feet, its t otal weight proved a very at tractive and interesting exhi bit.

being 192,000 lb. (87 tons). Fig. 3 shows the generatf>r as applied to a car

Th

e Baldwin Company, of Philadelphia,

and

the truck. A is the dynamo, B

the

driving pulley on

Brooks Works at Dunkirk,

N.

Y., we

re

represented

the

axle, C

the

armatu

re

pulley, D

the

fit xible

by passenger and freight locomotiv es of somewhat gearing, E the tension spring, and F F the

sma

ller dimensions

than the

above. One of

the

hangers.

Ba

ldwin

's

is for a fast passenger t rain on the Illinois Sets of automatic railway signals were exhibited

Centra

l. I t

has three pairs of driving-wheels and by th e Standard Railway Company, of Troy, aud

is fitted with

the Vanderbilt

firebox a

nd tender

(see

the

Westinghouse

Co

mpa

ny,

of P1t.tsburgh.

Bot

h

Fig.

1, page 829).

The

boiler of t his locomotive these firms showed wo

rki

og models of miniat u

re

has been already described in

ENGINEERING

(see trains by way of illustrating t he manner in which

vol. lxviii.,

pa

ge 342). The circular form of

the

moving trains ope

ra

te

their

own signals, closing

tender

tank

has been adopted principally on them behind as they

pa

ss, and re-opening them

a

cco

unt of economy

in

construction. Besides th is after proceeding a mile or two. The Westing

advantage, it is found

that the strength

is greater house Company alAo exh1bited

air

btakt-s of dtf

in proportion to

the

weight, and that

the

capacity ferent sizes and effic iency, and a coupler whit h

for fuel

in

proportion to the amount of water appears to be simpler, more quickly op

r

rated,

carried is larger

than

in

the

ordin

ar

y

type

; in add

i-

more reliable

th

an the old elbow scrtw-joint.

tion to t his,

the

disposit ion of

the

fuel is more A t urn tab le, 65 ft. standard, was hown by the

convenient.

A.

and

P.

Pencoyd Iron W01ks, of

Pe n

coyd, Pa .

The

Baldwin Locomotive Works also exhibited

an

I t is made up of a double girder cantilever beam,

electric locomotive for haulage in

mines;

its general on a central bearing, resting on three steel dis

cs;

appearance is shown

in

Fig. 2. Each axle has a the two ends of the beam are provided with four

50 horse-power single redu

ct

i

on

motor geared to it, rollers, each mov ing on the

cir

cular rai l. On

this

a

nd

the locomotive is guaranteed to develop 50 turntable stood a Brook compou

nd

freight en

horse-power on normal railway rating at a speed gine, which, together with its tender, aggregated

of six miles an hour.

The

motors take power from 322,000 lb. (151 tons). Two men turn 1t ro

und

a trolley line at a pressure of 500 volts.

Th

e easily.

hei

ght

of the locom

ot

ive, exc

lu

sive of trolley arm,

The department

of

st

r

eet

cars comp

ri

sed el

ectr

ic

is

3 ft., its width 4 ft. 8 in.,

and

the len

gt

h, exc

lud

- car-trucks

built

by t

he

Brill Company, of Phi a.

ing bumping blocks, is

12ft.

2 in. The total weight delphia, and the McGuil: e Manufactiuring

is 25,700 lb. (11. 7 tons). of Chicago, two leading firms in

the

country. The

Th

e Delaware, Lackawanna, and Western Com- semi-conver tible car is one of

the latest pr

oducts of

pany exhibited a well-appointed train, composed of the Brill shops.

I t

was designed by Mr. John

7/23/2019 Engineering Vol 72 1901-12-20

4/33

E N G

I N

E E R I N G

[DE

c.

20, 1901.

MOTOR

WATER-CAR.

CONSTRUCTED BY THE BRITISH ELECTRIC CAR COMPANY, LIMITED, C I I ~ TER.

For

D

escription

see

Page

834.)

i

.

7

.

.

-.

Ft-g . 3

/

I / ;:::1

\ ~ m : ~ = = ~ ~ F =

=

~

I

I

I

~ ~ ~ ~ ~

- - ~

~ ~ - - - - - -

r

:-----

.. ..

I

_

__

.

-;

----

- 0

t ln.oJ

--------------------------.-J

A. Brill,

and

will no doubt command consider

able attention, despite the numerous disadvantages

of the forms already in use. The semi-convertible

car is steadily growing in favour with railway

managers, as well as with the general public. The

new design does away with many of the troubl es

which rail way people had with the older types.

Wh

en closed

it

might be described as a cross-seat,

centre-aisle, standard box-car. When required for

an open car the glass and the side panels move

alo

ng

g

ro

oves

in t

o

the

roof, where

they are

com

pl

etely hidden and securely held. A few minutes

suffice to change the car from one aspect to the

other.

This type of car has been extensively built of

late.

t

is used on some of

the

la rgest roads in

the country, where it has met with marked success

Ye also found in the Railway Building quite a

number of contrivances for heating and lighting

street

cars. Great ingenuity was displayed in some

of them.

The

two systems of brakes- thepneumatic

and the electric -were illustrated on running cars.

In the pneumatic, a small electric motor, placed

under the car, operates

an

air-compressor which

supplies the press

ure

required to control the brakes.

In the electric brake, a sliding-shoe is sus

pended between t.he wheels under the car, the

sole of which is just clear of the rail - head.

The

shoe carries an electro-magnet which be

comes energised as soon as

the

motorman switches

on the current. The magnet th en bi tes the rail

a

nd

clings tigh tly to it.

A

car provided with

th i

s

magnetic brake was shown

in

operation at the

Pan

American Exposition,

and

the visitor was offered

every facility for realising the power of the elect ric

current in

sto;_Jping the

car, even when running at I

F1o. 4

,

'

Pig .z

.

\

'

'

'

\

\

I

I

\

\

'

o I

I I

I I

' I

I I

I I

I I

--------4

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I I

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. -

-

7/23/2019 Engineering Vol 72 1901-12-20

5/33

SOME

RAILWAY EXHIBITS AT THE PAN -AMERICAN EXHIBITION,

BUFFALO.

~ ~ ~ ~ ~ ~ ~ ~

-

-

, -

...,..

,.._

~ . .

. ;

. . : ~

- ' .. '

\

.

_

-

- . .

- ---

.-.

-

J - - - - ' .. -.

::; -

-

-

-

-

-

-

0

-

- -

. _ _

I

:-. a

.

-

.- .

FIG. ExPRESS

PAssENGER LocoMOTIVE

FOR T H ~ ILLINOIS CENTRAL RAILROA.D; CoN STRUCTED AT THE BALDWIN Lo c oMOTIVE WoRKs, P a i J.ADELPHIA.

.

- -

-

--

---=

F1c. 2. EL EC

TRI

C MINING o ~ r o T I V E ; Co NSTRUCTED AT THE BA.Lnwm LocoMOTI VE WoRKS,

PHILADELPIDA.

full

speed ; dis comfort was sometimes experienced

when making

the

experiment.

TH ORDN

ANCE

B

UILDING

S.

The Ordnance

Buildings,

two

in

number,

were

id

entical in size and con

st

ruction, each covering

150 ft . by 60 ft. ; the general framework was a

steel

construction. The

external

t reatment of

the

Ordnance Buildings consisted of a ser ies of recessed

arched openin gs, having on the nor th

and

the south

side a monum

enta

l arched entrance,

surmounted

by

a gable.

The steel framework of the buildings was sup

plied by the .American Bridge Company, of

New

0

JC

~ o r .

FIG.

3.

RAU.W.J.Y-CAR EL ECTRIC GENERATOR.

York. That company had a comprehensive

exhibit

for

the

La

nd Title

and Tru

st

Company of

in the engineering dep artment of the Ordnance Philadelphia. The column showed how

the

sup

Buildings, including full-size examples of integral ports of the floors

are

attached to it,

with

part

s of

great

steel bridges

and

buildings famous sections of the floor beams

in

place.

In thi

s

either

for their heig

ht

or size. Among th ese e a ~ building, which covers an area 100 ft . by

was a column similar

to

those which were used

88t ft.,

no less than 4,310,000 lb. of steel were

in the construction of the fifteen

-s

torey building 1 used. A typical buil

t-u

p angle column,

as

applied

tj

trl

)

1\

0

-

\0

0

l :

t'I'j

z

C

z

trl

t'Ii

11

::::0

z

c;

00

t..

\Q

7/23/2019 Engineering Vol 72 1901-12-20

6/33

in the construction of the Manhattan Life Insurance

building, was also shown. This is a seventeen

storey structure, which req uire d 6,600,000 lb. of steel

for itserection. Similar full-size specimensofcolumns

were also exhibited by this co1npany, illustrating

the

various types used in the construction of numerous

large buildings in the principal cities of

the

country.

A specimen of the column used

in

the construction

of

the

Union Elevated Railroad of Chicago illus

trated that class of work, while by way of compari

son was shown the elaborate

structure

recently com

pleted for

the

Boston Elevated Railway Company.

In

each case,

stumps

of the cross girders, stringers,

and

bracing were shown

in

place for

the

purpose of

dem onstrating the engineering features of the

designs.

A very interesting element of the exhibit was a

full-size reproduction of the rock

er

bearing

and

shoe

used in the construction of the great bridge erected

over the Delaware

River

at Philadelphia, for the

Pennsylvania Road

;

sections of the end post,

floor beams, stringers, eyebars, and lateral bracing

being shown in place.

In

another

unit

of

the

exhtbit the centre panel-post of this bridge was

s h o V ~ n, with sections of the 23 great eyebars form

ing

the

bottom chord,

the

floor system being

demonstrated by sections of floor beams, stringers,

and bracings riveted in position.

The

exhibit was

completed by a full-size eyebar, 12 in. by 2 in. by

36ft. This bridge consists of three spans, 553 ft.

each, one draw-span 323ft., and two approaches

aggregating 2448 f

t., and

requiring in all

19,000,000 lb. of steel in

its

construction.

A complete collection of shapes employed

in

structural work formed an important feature of

the

general exhibit, the sections and test-pieces dis

played being flom

the

company's Pencoyd plant.

The

Lidgerwood Manufa cturing Company, of New

York, exh1bited among other things an interesting

collection of winch machinery for use on board

steamers. One of these is a double-cylinder

single friction drum, while

another is provided

with duplicate cylinders, drums, and winch heads.

The cylinders

are

of 8 -in. bore and 8-in. stroke,

th

e two friction drums being provided with band

brakes. This winch is designed to be operated by

two

men, and seems to be a rapid and economical

machine, as two hoists per minute can be accom

plished when used at a single hatch. A

third

was

the

electric winch designed for the United

States battleships Kearsage and Kentucky. t is

driven

by

a general electric ironclad motor, entirely

enclosed and irnpervious to water. t has a

specially designed friction

drum

and two winch

heads, and is intended for very rapid hoisting.

The

manufacturers claim that the Kentucky, pro

vided with this electric winch, broke all

for coaling battleships ei ther

in

America or abroad.

The

Lidgerwood Manufacturing Company also

exhibited a model of the marine cableway for

coaling warships at sea; a device which has been

accepted by

the

authorities of the United States

Navy. In its final trial the apparatus trans

ferred 20 tons of coal

per

hour fr01n the collier

Marcellus to the battleship Massachusetts in a

sea which was described as a

li ttle

heavier than

moderate, and with a distance of 400ft. between

the ships. t is said

that

with ships going 10 knots,

as much as 60 tons of coal per hour may be trans

ferred from the collier. The latter is towed by

the

battleship

at

a speed of from 6

to

10 knots.

An engine provided with double cylinders and

double friction drums is located just abaft the

foremast of

the

collier. A steel rope

f

in. in

diameter is led from one

drum

over a pulley at

the masthead and thence to a pulley

at the

head

of shear-poles on the warship, after which

it

re

turns

to the second

drum

on the collier.

An

auxiliary rope, known as

the

" sea-anchor line," is

stretched above the two parts of the conveyor line.

This rope is attached by a "knock-off hook , to

the superstructure of the warship and rests

in

a

saddle on

the

shear-head, after which

it

leads over

pulleys fixed at the head of the foremast and main

m

ast

of the collier. At the end of the rope a drag

or

sea-anchor is attached, made of canvas and in

the form of a cone, whose

d i m e n s i o n ~

vary with

th

e speed with which

the

ships are to travel.

In

the trial which was made, the speed of the ship

was 6 knots,

the

sea-anchor being

7ft.

in

diameter.

AR the engine turns all the time in the same

direction,

i t

tends to wind

in

both

parts

of the

conveying rope. One drum hauls in

it

s part while

the

other

pays it out under tension by the slipping

of the drum. A novel form of load carriage sup -

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

ported

by

a grip from the upp er part of the convey

ing-rope

and

by wheels on

the

lower

part

. This

carriage can convey two loaded bags weighing

420 lb. each suspended from a hook below the car

riage. An elevator takes the coal bags from the

deck

and

hoists them to the masthead. The

conveying carriage, in coming in to the masthead,

immediate

ly

locks itself. As soon as the lock is

rel eased by

an

attendant,

th

e engine operator hauls

in the lower part of the conveyor line. The

upp

er part of the

line is thus drawn

from the

rear drum, thereby sh ipping the specially-contrived

friction devices.

In this

way the carriage crosses

from collier to warship, sufficient tension being

supplied to insure that the bags shall clear the

water between

the

vessels.

The

rope is drawn in

at the rate of 1000 ft. per minute. The object

of the sea-anchor line is

to support the

car riage,

when empty,

on its

retu

rn

to

the

collier. t allows

the conveying-line to

be

slack, and prevents the

overturning or twisting of

the

carriage

; and at

times

it

also helps to support the load

in

its

transit

across.

Another important exhibit was the Gruson turret,

which has been erected between the two Ordnance

Buildings. t is 55 ft. in diameter, and mounted

within it was a 12-in. gun. This type of gun repre

sents the largest which will be manufactured in the

United States fur coast defence. Th e turret and

it

s equipment are

the

first of

the

kind made in the

country ; they served to show the latest steps

taken

towards forming

an

impregnable system of

defence. The exhibit was so arranged that visitors

could go inside and examine the interior, the maga

zine,

the

method of supplying ammunition to the

gun, and the various contrivanoes for attaining

efficiency

in

actual service.

The collective ordnance exhibit was extensive, all

the largest builders of arms and ammunition

in

America having been represented. The collection

made an imposing display, and attracted great

numbers of visitors.

THE

NEW

VICTORIA

STATION

AT

NOTTINGHAM

(

CO noluded rom page 800

.)

THERE

are

four in teresting bridges across the

station

at

Nottingham, and the imp ortant features

in

the design of these are illustrated on our two

page plate this week

and on

p a ~ e s

832

and

833.

In substit ution of some of the streets demolished

to

provide a site for the station, a bridge, 40 ft.

wid e, for all kinds of traffic, has been constructed

across the cutting at the nort

hern end

of the

station, in addition to

the

public footbridge . t

is known as York-street Bridge, and connects

Mansfield-road with the

eastern part of

the

town.

This bridge is illustrated by Figs. 115 to 144 on

the two-page plate. Two roads run at an angle on

to the bridge

at the

weste rn, or Mansfield-road,

end, as shown on the plan (Fig. 115), forming

aY on end on the girder plan. The outside girders

carrying the flooring of the triangular spaces

at each side rest on the main bridge girders,

which are therefore of heavy section, especially

as their span is 70

ft

. 10 in.

Th

e main girder on

the north-w

est

corner has

the

heaviest load. t is

6 ft. deep, with

i n .

web, reduced to

l

in. at

centre,

and

divided into 3-ft. 4-in. bays.

I'h

e flanges

at

the

centre, where

the

diagonal girder rests, is

1ft. 10 in. wide,

and

is built

up

of six

ft-

in. plates.

The diagonal member is connected with angles and

bent plates for t he whole d

ept

h of the girders, as

shown in

the

various sections g

iv

en. t has a

span of 74ft. 2 in., and is on a gradi

ent

of

1

in

36,

and

does

not

differ

mat

erially from

r he

other members of the bridge. Figs. 134 to

138 illustrate the general type of longit udinal

girder (D 1). There are five spans in

the

length

of the bridge, which is 278 ft. 3 in. over all

between

abutments, the

structure being

at

about

the widest part of the station. The spans vary, as

mar

ked

on plan, from 66 ft. 9 in. to 47 ft. 8 in.,

and

there

are five lines of longitudinal girders,

diagonally braced at intervals of 10 ft. along the

length of

the

structure, as shown, while between

two of them provision has been made for a pipe

way f

or

gas

and

water mains, &c., as shown on

the cross-section (Fig . 116).

As shown

in

section, the cross- girders

are

1 ft. 4 in. deep, They are spaced 10 ft . apart,

and are riveted to the webs of the longitudinal

membera.

Tr

ough

floo

ring, 8 in. deep and in.

[DEc. 20 1901.

thick, is laid upon and connected to the top flanges

of

the

main girders. Concre te and granite sets

make up the roadway. The parapets are carried

by brackets

built at 10

ft

centres

as cantilevers

upon the outer longi tudinals. They are of

i n .

plates,

and

6 ft . high.

The bridge

is

supported on abutments and

columns, and as a type of the columns

in

use

throughout

the

station we reproduce

the

principal

drawings on the two-page plate (Figs. 124 to 138).

They

are 2 ft 6

in

. by 2 ft. over all, and have been

built

up of twelve angles 4 in. by 4 in. by in.,

connecting

i-

in. plates. The base of each column is

5 ft. by 4 ft. by 1 in. thick, connected to

the

shaft

by

gusset-plates, as shown

in

Figs. 125 and 126.

The cap and its connection are somewhat similar

(Fig. 124). Each set of five columns for carrying

the

girders of the York-street bridge are braced

together by latt ice ho rizonta l members, 1ft. 4 in.

deep, spaced 5 ft. apart, with diagonal bars 7

in.

by

in. braced

at

the points of in terse ction (

i g s .

120 and 121). The foundations of these columns

and the

cast-iron bases are illustrated by Figs. 120,

130, and 131.

The

public footbridge across

the

station, under

the

main roof, is illustrated on the two-page plate

by

Figs. 145 to 160. It is practically independent

of

the station;

although

the

requirements of

the

town necessitated such a position that

it

penetrates

right through

the

bl

oc

ks of buildings on

the

plat

forms marked A and C on plan (Fig. 1 on page 678

ante). The

girders are carried

right

through without

any connection with the buildings ; but

it

militates

somewhat against the otherwise effective architec

tural appearance of

the

buildings. The construction

of the bridge, which is 15 ft. wide, will be read1ly

understood by reference to

the

engravings, Figs. 145

to 150 sh

ow

ing the main lattice girders, Figs . 151

to

154:

the columne,

and

Fig. 152 the section

through the station generally, while

the

bracing

is shown on Figs. 153 and 154. Two massive

stone fronts in

the

classic

style

of architec

ture have been built

at the

entrances to the

footbridges from the new street along the east

side of

the

station. Along this street, too, is a

boundary wall partly carrying the main roof of the

station and its principals,

and

this is faced with

best pressed red facing bricks, with sto ne dressings,

t.he bricks having been supplied by

the

Nottingham

Patent

Brick Company.

The footbridge reserved for railway passengers,

and

extending from t.he booking-office across

the

station to th e new street on the east side of the

cutting,

is

20 ft. wide for

the

greater

part

of

its

length, but is reduced to 8

ft

. beyond

the

second

plat form, as it provides only

an

exit to the eastern

part

of

the

town, and

not

as an entrance to the

station platforms. This bridge is illustrated on

page 832 (Figs. 161 to 178). The bridge is con

structed of lattice girders. The western span is

63 ft. 3 in., the centre span 86 ft . 9 in.,

and

the

eastern span

65ft.

3 in. girders in t he two

former cases (Figs. 161 to 168) are 7 ft . 11 in. deep

over angles, but in

the

last-mentioned span, where

the width of the structure is reduced, i t is only

6 ft. 6 in.

The

main girders are braced at

top

with a flat arch of lattice construction (Figs. 171

and

172). The floor is composed of rolled steel

joists 15 in. deep, placed

at

3-ft. 8-in. centres, with

1

%-in. curved plates between, and resting on

2

-in.

by

2i-in. by

- i n .

angles riv

eted to

the

joists

(Figs. 172 and

17

5). These in turn are filled in

with cement concrete, upon which 3 in. jarrah

block flooring is laid

(F

igs. 177 and 178). This

s u p ~ r s t r u c t u r e is carried on steel columns bolted

at the

platform level to foundations of brickwork

carried to the bed-rock. At the western end one

of

the

longitudinals is supp

orted

by a steel built-up

column, similar to those shown by Figs. 151 to

154: on the two-page plate, the other being car ried

upon the projecting end of one of

the

girders

carrying the floor of the bookin g-hall, and forming

a cantilever. This form of support was

det

er

min ed upon as

it

was desired to have a gangway

from

thi

s passenger footbridge communicating with

the public footbridge which

cr

osses

the

railway

a few yards to the nor th. This gangway, 12 ft .

wide, will facilitate the exit of large crowds from

the west

end

of the passenger footbridge without

blocking

the

booking-hall.

The

gangway is imme

diately to the east or station side of the booking

office building and, as already indicated, is sup

ported on a projection of the girders carrying

the floor of the booking-hall. This is the only

connection the public footbridge

h;;\s

with the

7/23/2019 Engineering Vol 72 1901-12-20

7/33

DEc. 20 1901.]

station, and gates will

cut it

off wh

en

the traffic

'an

be dea

lt wit

h

und

er o

rdinary

conditions.

From

bhe p a s s ~ n g e r bridge

there are

two flights of

stai

rs,

12 ft. w1de, t?

e ~ c h

pl.atform. They

are built

of

c;teel, r

ese1nblmg 1n

desi

gn

the fo

otbri

dge itself.

As has already

been

mentioned a fur

ther

en

tra?ce or exit is provid

ed

from P ~ r l i a . m e n t - s t

e e t

Bndge

at the south end of the platforms. Parlia

ment

-s t

reet crosses the

site

of the station

about

210 fli from the face of Victoria-st

reet

Tunnel and

is one of

the

principal

tho

roughfares u n i

cating

direct

ly with

the

market

and

t he average

widt

h of. the

bridge

is 80 ft . ; we say average,

as the

~ I d e s

of. the

street

.are n

ot quite

parallel.

The

ratlway

hn e

s at th1s

point

converge into

the

double

set

of rails in

the tunne

l a

nd

t

hu

s

t he

spa

n on north side-fur thest' from the

tunnel

- is 126 fb., and at the

south

side 76 ft.

The

abutments

are

of ordinary br ickwork faced with

blue brick, the foundations being carried to the

rook. A c r o s s ~ s e c ~ i o ~ of the

superst

ru cture,

with

one or two 1s given on page 833 (Figs. 179 to

186). I t

w1ll be seen

that the main girders are of

the plate type, spaced at 12-ft.

centr

es, a

nd

braced

together a.t 10 -

~ . in e

rva.ls the

ir length

by angle-uon dtagonals. The g1rders vary in

dep th

and

strength according to the span. The

heavie

st

girder-

wh

ich h

as

not only the gr

eatest

span, but helps to carry the

entrance

gangway to

the two platforms below is illustrated by Figs. 179

to

183.

I t

is the n

or t

h

ernmost

g

irder in

the

bridge,

and

weighs 7 4 tons 10 cwt.

Th

is g irder is

9 ft. deep over t he angles,

but

the

other are

only 7

ft

. 6 in.

The pa

ra

pets

are of t-in .

stee

l

plat

es 8 ft. high above

the pavement

level, and

are st iffened with cur ved lattice brackets outside

(Fig. 184). On the inside

they are

lined to enhance

the appearance with red

brick

and

stone

dressings.

The flooring,

as

sho

wn

on

the

section

(F

ig. 186), is

of troughs resting on the tops of the flanges of the

girders,

and

filled up

in

the usual way with asphalte

and

concrete,

the

roadway being laid with granite

sets.

Th

e space between the two southe

rnm

ost

g iiders is le

ft

open f

or

carrying water

and

gas mains,

&c.,

and

the headroom

is

s

uffi

cient for wo

rkm

en to

walk through from

ma

nhole to manhole.

Another

interesting

point is that at the south side holes

are

left in t he

parap

et opposite each t rough, to allow

the

steam emittingfrom passing locomotives to get

away in

stead

of condensing on

the in

side of the

troughs.

In

view of this passage

-w

ay, the condu it

left for water pipes, &c., is covered with a.

-

in.

pl

ate,

so

as

to prevent the steam from

gett

ing

into

the

conduit, ei

the

r to incommode

the men

working

there or

to damage

the

pipes.

Th

e

tota

l weight of

the bridge is about 620 tons .

From the north side of

Parliament-street

Bridge

there is an entrance to the

station

platforms,

which are 34ft. 9 in. apart at this point. Between

the two platforms there

is

a footbridge of a l

engt

h

of 53ft., supported on columns at. a height above

rail level alm

ost

, although not qutte, the same as

t hat of

the Parliament-s treet Br

id

ge

.

Thi

s foot

bridge

runs

parallel with, a n ~ 42 ft.

distant f_ro

m,

the

no

rthern

g

ird

er of the

Parliament-street ~ 1 d g e ,

and connection is forn1ed by a gangway carr1ed

at

one

en

d on th is

no

rthern girder, and at the other

end on the southern girder of the footbrid ge be

tween the two platforms.

Thi

s l

atte

r girder is of

the

plate

type, 4 ft. deep, with heavy flanges

to carry the gangway. The

ot

h

er

longitudinal

member of

the

footbridge is of

the

l

at t

ice type,

the

load being considerably less. floor

ing is generally of

the

sa:me

~ t 1 0 1 1 : as

the

footbridge across the s t a t 1 0 n show n

1n Fig

. 75.

The gangway

betw

een Parliament-street

B n ~ g e

and

the footbridge is of lat tice g i r d ~ r s 4 ft. 11 1n.

deep, susp

ended

to the

bottom

of w h 1 0 ~ are cross-

g

irde

rs 10

in. deep placed at 3-ft. 8-1n. centres,

, . f

d

and

support

ing on

top

a floortng o , a

111.

curve

plates,

wit

h 3-in. wo od blocks on cement

o n c r e t e

'he stairway leading

fr

om the o o t b r 1 d g ~ on

to the

platforms

is p p o ~ t e d on s t e ~ bUilt-

up

co

lumns.

Ga

ngway, footbridge,

and

s t a . ~ w a y s

all covered

in with

wood wo

rk

and

glaztng, w1th

zinc-cove

red

roof. . . .

In Nottingham, apart

fr

om the V 1 c t o r u ~ h o n ,

th

ere

are

several

in t

er

es t

ing work.s,

and

w 1 t ~ o u t

attempting

to deal

ex

haust ively w1th the subJect,

one or two of these

struct

ures

may

be

here

referred

to but as to

the

work generally on

the

sedtion of the line that will be found

descnbed

most completely in'

the paper

entitled "

q

Ce ntral

Ra

ilway E K t e

N o r ~ h e r n

Dt

v1s1on,

read by Mr.

Frederick

"\Vtlha.m B1dder before

the

E N G I N E E R I N G

In st

itu

t ion of Civil Engineers,

and

published in

vo

l. cxlii., part 4, of the Proceedingsof the

Institu

t ion, Session 1899-1900.

The

Tr

ent

Viaduct is, perhaps, one of the m

ost

interesting bridges on the whole line.

I t

is

s

ituated in

the southern po

rt i

on of

the

city

and

crosses

the

riv

er

a

nd

valley, the rails being

82 ft. above tho average wate r level. The viaduct

carries four

lin

es

of

rails, the width

of

the river

spans being 103ft. each.

The

river is a'Lout 270 ft.

wide, but is crossed at an angle of 74 deg. 27 min.,

a

nd

owing

to the

heavy overflowing of

the

banks

a. long series of arches had to be built as approaches

to the main spans. Flood-openings had also to be

l

eft

in the piers of these arches.

On

the south

side there

are

seven arches,

then the three

river

spans, n

ext th r

ee more arches a

nd

a gird

er

span

of 66 ft. for the new boulevard along the river

embankment at the nor th end. The

tota

l length

of the viaduct is 864 ft.

The

arches are all alike,

segmental, with a radius of 17 ft. 2 in.

The

span is 31 ft. 3

in.,

the arch has a rise of 10 ft .,

and

it

s thickness at the cr

ow

n is 1 ft. 10 in., and

at

the

springing 2 ft. 3 in.

Th

e piers for these

arches

are

founded on gravel beds, the width

being 4 ft. 6 in. at the

sp

ringing

an

d 4 ft. 10 in.

at the base.

Th

e piers are 74 ft . 9 in. from nose

to nose of cut-water. In this length there

are

three arches, one 9 ft . wide and two 6 ft. wid e,

the top exte

ndin

g to

fl

ood level. The spandrils

are dealt with

in

th

e same way as

in the

t

hr

ee

and

five-arch s tructure s on the

lin

e.

The

south abutment is 20 ft . thick at the bottom

and

18 ft.

at the

top,

wi

th five pockets in the wid th.

Th

ese

are

8ft . 9 in. square, the two ou

te

rm

ost

being rat

her

less in width . They are arched over at

the

top

.

Th

e banks behind were carefully

built

up in layers as with the other bridges. There are

st raight -back wings for a dep th of 28 ft. 6 in .,

and

in addition heavy tetaining-wa.lls for the purpose of

guiding the flood water t

hr

ough the arches. I t is

also

intended

to lay 12

-i

n. stone pitching along the

toe of the embankment for a considerable di

sta

nce

beyond the

abutment

to counteract any wash

fr

om

the

fl

oods.

The

abu t

ment

s immediately adjoining the river,

and carrying the heavy girders,

are

trunca

te

d to

suit the skew of the river, being 14 ft . 11 in.

thick

at the one end

and

36 ft. 4 in. at the other. They

are built

with pockets similar to those in the ma

in

abutments only to save brickwork.

Th

e foundatio

ns

for these

abutments

are ca

rr i

ed down 26 ft . belo w

the

s

ur f

ace level- right down

to

the sand

stone

rock.

The

first 6 ft . is of concrete, above which

the work is entirely of brickwork.

The

concrete

exten

ds beyond the brickwork by 18 in. on all

sides.

The

abutment for the

spa

n, which

is 66 f

t.,

is 13 ft. 6 in. thick on the river side, with

p

oc

kets 3 ft. 9 in . wide and ft. long,

and

on the

city side 6 ft. 9 in. thick, with counterforts at

the

back.

On

t his

la.tt e

t straight-back wings are

built in to the bank for a distance of

29

ft. 9 in.

from the face of the abutmen t.

Coming now to the steel superstructure, and

taking first th e main river span

s,

it may be said

that

the centre girder is 111 ft. 9 in.

and

the two

side girders 112 ft. 6 in. long, but the steel work

?f

a

ll

th ree is

pra

ctically the same.

The

supp o;ts

1n

the riv e

rs

a

re

piers

one

for each of the four g

ud

ers

for each

spA.

n so that

there are

t

wo

lines of fo

ur

piers. These piers

had

to be s

unk

under com

pressed air, for the st.ratum w:as sand

and

gravel, so

that prudence r e q u that 1t be taken out

by

hand,

and

not with s t e a ~ d1 ggers work

ed.

fr?m

above, which mi ght have I n v o l v trouble

1n

m

su

rin

g that the piers u l ~ be vert1cal.

laborious the work was w1thout noteworthy lOC

dent

and'

the

usual compressed-air plan t, with l

oc

ks,

was

~ o u n t e d

on a staging extending

right

across

the river.

Th

e bottom part of each cylinder

provided with a

cut

ting edge was 10 ft: in

d i a . m ~ t ~ r

and of 2-in. m

eta

l, but above the cuttmg. edge 1t

IS

only 9 ft . ~ m e t e and. of l i-1n. m

eta

l.

I t wa s built up 1n ae ot10ns of

4ft.

In depth: Three

or four were join ted together

1n

the first 1 ~ s t a n

and the soft material in the bed of the r ver- 1n

which

there

was 5 ft. to 6

ft.

of

water-removed

from the in terior by grab

dredgers; then

com

pressed

air

was brought in

to

use

and the pr

essure

of

10

Ib.

to

15 lb. was found suffici

en

t to keep

the

w

ate

r from coming

in

under the cutting edge or

through fissures. The cylinders were filled with 4 to 1

cement concrete

and

brickwork above, and at the

top the two forming one pier

are

braced together

by

lat tice girders forming a. box section, the d

ept

h

being 4 ft. a

nd

the distance apart 3-ft. centres,

mak ing the width also 4 ft. ; steel bands

surr

ound

t he cylinders and the girders are riv eted to the

projecting e

nd

s of the bands. Granite stones,

8ft

.

by 6 ft. 6 in.

by

2 ft . 3 in.,

are

placed on the

top

of these cylindrical

co

lumns, carrying the bearings

for the girders

in the

form of

an

iron casting. On

the brick abutments

at

either

end roller bearings

are ptovided In this case the base stone is also

granite, the bearing consisting of a lower

and

up

per plat

e of c

ast ir

on,

wi

th seven steel rollers

4t in. in diameter and 2 ft. 9k in. long, with

bearing ends

about

2 in.

in

length, carried on

steel

bar

s, forming the sides of the cast-

ir

on box.

The

main girders

are

of the] lattice type,

12 ft. 9 in. deep,

the

top flange being 2

ft

. 6

in

.

wide,

and

the bottom boom 1 ft. in . wide.

The top flange has a. hipped end. 'l'he weight

of one of these girders of a. total length of 112 ft .

is about 64 tons. As to the decking of the bridge,

the cross girders are of the plate type. Their

connection

wi

th the longitudinals is interesting :

a web-plate is l'iveted to the lower ends of the

verticals of

the

main girder, a

nd

to t

hi

s web

again

are

rive

te

d four angles, forming a

+

wi

th

connecting plates between. This construction

extends below the bottom boom of the main

girder ,

and

to it is connected the we b of the cross

girder .

Th

e cross-girder is therefore suspended,

the idea being that by th

is

ar

rangement

the

strain

du

e to the deck and its l

oa

d will be centralised

in

the main l

at t

ice girder .

Th

e cross-girders are placed at 8-ft. centres, the

vertical

st

iffening members of the lon

gi t

udinals

being fitted accordingly.

The

transverse girders

are 2 ft . 2 in. deep at the centre, and 1 ft. 9 in. at

the ends, that being in

bot

h cases the depth of

we b.

Th

e rail bearers are support

ed

on the bottom

:flanges of the cross-girders, which are 1 ft. 3 in.

in width.

The

longitudinals are tied at 32-ft.

intervals

by cu

rved bracing of the l

at t

ice type.

Th

e main gi

rd

ers were built up on staging across

the

river,

so that

the

re

was no feature of note

in

connection wi th the work

of

erection.

Plate girders of the hog-back type were used in

the

co

nstruction of the span over the boulevard on

the north bank of t he river . The depth

in

the

centre of these girders is 9 ft. 6 in., and at the end

7 ft. 6 in. The girder

is

divided in to 18

ba

.ys,

each of 4 ft. , a

nd

the web is of i -in. steel.

The

flanges

at

top and bottom'are

2ft.

wide.

Th

ere

are

four such girders two for each double line, as

in the main river spans.

Th

e top

fl

ang

es

of the

cross-plate girders are also curved, the depth at

centre being 2 ft. 2 in. They are carried

at

8-ft. .

centres on the bottom

ft

mge of the main gilder,

with a gusset plate to

stre

ngthen the connection.

The

- - in. curved plate of

the

floor is riveted

to

the top flange of

the

girders and the rail bearers.

Weeping holes

are

left at the e

nd

of the floor

plates, to which there is a fal1, with pipes to carry

off the wa

te

r to the river.

Through the southern part of the city of Not

ti

ngham there is a. viaduct about 1000 yards long .

Thi

s viaduct consists of 63 arches, interspersed with

which are

tw

elve girder spans, some of

them

of

considerable impo

rtance

. One of the brickwork

spans is

46 f

t. on the square, and

48ft. 2it

in. on

the ske

w,

and the others vary from 36 ft . to

31 ft. 3 in.

Th

e first

-m

entioned span is over the

Nottingham and Gr

a.nt

ham Canal.

The othe

rs are

for the most part between thoroughfares which

are

crossed on girders .

In

some cases the foundations

for piers and abutments had to be carri

ed

to a

depth of 26 ft .

Th

e

stat

ion at Arkwright-street is

on

the

Nottingham Viaduct ; a lig

ht

st ru

ct

ure on

columns

ca1ry

ing the platforms, the bookin g-office

buildings being on the

street

level below.

The crossing over the Midland Railway at their

Nottingham Station, howe ve

r,

calls for more than

a passing note. The 1\IIidland Railway is here over

270

ft

. in width, and to secure an intermediate

support between abutments

it

wa s necessary to

divert some of the lines slightly to the southward.

The

lines cross each

ot

h

er

on the

ske

w. One of

the

spans is 171

ft

. on

the

skew

and 16

3 ft. on the

square, the

other

being

104f

t .

an

d

100ft.

respec

tively.

The main girde

rs

are of somewhat similar con

st ruction to but heavier than in the case of t he

Trent Viaduct, the 171-ft. girde

rs

being 19 ft. 7 in.

deep in the centre, and, instead of being hipped at

the ends, they are of the hog-back type, the depth

at the

en

ds being 13ft.

Th

ese girders

are

placed

7/23/2019 Engineering Vol 72 1901-12-20

8/33

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

[DEc. 20

1901.

PASSENGER

FOOTBRIDGE AT

THE

VICTORIA RAILWAY STATION, NOTTINGHAM.

. .

I

.

I

I

::t

I

Fig.164.

MR. EDWARD PARRY, M. INST. C.E. , LONDON AND N O T T I N G H A ~ I ENGINEER

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

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

:lq.

4

t

,.Dutwlh

CovU S

8.

CENTRE SPAN DETAILS OF

MAIN

GIRDER

FJ

.

EHO ELEVATION,

0

0

Fl.fJ.

0 0 0 0

PLAN

ON

C C

SEC T

IO

N 8 . 8 .

__

. .

-----

-------

---

------------21 9

FifJ.1?:t.

B

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

SLCTIOitS

THRO

COVERS .

.177.

[< '

'

X. .

t4

1i

I LE.VATION OF ~ U R O

PUT

FRONT ELEVATION

IN

SIDE ELEVATION.

0 0

DETAILS OF CONHCT/QN OF JOIST TO GIRDERS

at

29-ft. 6-in.

centres, and the

flooring

is

pract

ically

the

same

a 3

in the

case

of

the Trent

Viaduct. The

piers,

howeve

r,

differ.

They are

of the

same

diam

ete

r

from

t op

to cutting e d g e ~ 1 2

ft.

outside

measure

ment.

As

the

subsoil

wa

s

saturated

with water,

and it

w

as

important that

the

permanent way of

the Midland Rail

way

should

not

be disturbed,

the

cylinders

in

this

case also

were

s

unk under

com

pres

se

d

air,

the

pressure

be

ing ab

o

ut

10 lb.

The

work

was

carried

on from

a

staging over the

Mid

land line, which was

also

used

for

erecting and

riveting

the girders. The cylinders were carried

right

down into

the

rock,

and even then

a

bore

was

driven about 8ft. further

into

the

rock,

as

in the

case of the Tre

nt

piers,

to

ins

ure

that it was not

merely

a

narrow belt.

Cast-iron cylinders were

only

carried to

above the water-bearing strata.

They

were filled in the

bottom with

concrete, and

in

the top part

with

brick, which was

carried to

th e

surface level,

wher

e a

granite bl

ock was

plac

ed to

serve as

a

ba

se for a

stee

l

built-up

stanchion on

which the main g irders are

carried.

The

stee

l

columns consist

of

four

squares,

fo

rmed

se

parately

of

chann

els,

an

g

les and plates

, as

shown on

plan,

and

these again

are co

nnected by webs

and angles,

forming

a

column

5 ft.

by

4

ft. They

are

fitted

w

it

h a h

eavy

base-plate

at

the

bo

ttom, through

whi

ch they

are secured by

lewis

bolts of

gr

eat

len

gth,

extending th r

o

ugh

the

g r a n i ~ e ba

se.

right

in t

o

the

co

ncret

e

enclosed by

the cast-1ron

cyhnd

e

rs

be l

ow

surface

leve

l.

Ornamental cast-ir

on caps

help the ap

pearance

of

the

columns.

Each pair of

column

s for the

width

of t

he bridge-for

a

double

line

-

are

br

ace d

toget

he

r.

Immediately

north of

this

there

is a t

hird span

-

- - 1 0 0 ->1

3

t-

1 , a -- i

J

7/23/2019 Engineering Vol 72 1901-12-20

9/33

-

.e

PARLIAMENT-STREET BRIDGE

OVER

THE

VICTORIA RAILWAY

S

TATION

AT NOTTINGHAM.

Fig

.178.

-

. -

I

, I

-

..

I .. .

I . ...

I ">

I '

. --

..,

MR.

llf

-.-

EDWARD PAR

RY

,

M.

I NST.

C.E.,

LONDON AND NOTTINGH

AM,

.

, .4

P: f @ 8 {}

-

lz ti

I

. l f l y . ~ U f l . . . . , "

r

.51ffi

7/23/2019 Engineering Vol 72 1901-12-20

10/33

:

ing the competit,ion

of othtr

lin es. The orders

on

hand a t

the

commenceme

nt of

October,

1901,

r e p r e s e n t e d ~ total value of 595,360l.,

as

compared

with

a

correspondtng

total of 657,600t. at the commence

ment of

October,

1900. The staff emp

loyed

at the close

of_June, 1901, compr;sed 9510 persms,

as

compared

w1_th 1.0,112 at the close of June, 1900. The

wages

pa.1d 1n 1900-1 were 502,634l., as compared wi t h

499?635l.

in

1899 1900.

The company has formed

a

savmgs

bank

for

the

benefit

of it s workpeople and the

deposits in this

bank

increased from 227,980l:

a t

the

close of June, 1900, to 261,410l.

at the

close of

June,

1901. A

gold

medal was presented last year

to

M.

Bourgy, w ~ o has acted

as secretary to the

company for thirty-seven years, and who has in one

way

or another

been a member of

its

staff

since

1857.

MOTOR WATER-CAR.

WE

illustrate

on page

828 a

motor

water-car con

structed by the British Electric Car

Company,

i ~ i t e d ,

of Trafford

-Park,

Manchester, for the London

United

Tr

a

mways. Its purpose is

to

water rails

and clean

grooves. Tho design is an improv

eme

nt on the

arrangement

ordinarily used . I t consists of a rect

angular

tank,

to hold 1600 gallons,

raised

to

give

a

good head

to tho

water. I t

is

carefully stayed

to

the

frame, and is also made rigid by cross-stays

or

wash

plates, there

being

tho

necessary mean

s of acce

ss

to

all

compartments. The water passes

from

t he bottom of

the

tank

through

a 11-in. valve

worked

from

the

pla.t

f o ~ m by a

l e v ~ r ,

a n ~ then passes down

pipes

through a

~ - m . nozzle d1rect 1nto the

grooves

of

the

rail, which

are

h u s r a p ~ d l y and

effectively c

leaned

. The

car

is

equipped

w1th

Standard electric

motors

and con

trollers (not shown

in the

illustration}, sim

ilar

to

those

employed

on

the rolling

stock of the

lin

e. The tank is

fr amed round, and over it is a roof,

with

an extended

canopy above

the

platform.

The

wheelbase is 5 ft. 6 in.,

so

as

t_o

s?it

the sh a

rp curves

~ t o the

~ p 8 t

Sanding

the rails 1s regulated by spe01al mechanism

from

t he

pl

at

f?rm. A rocker

panel

of she