engineering vol 56 1893-11-03
TRANSCRIPT
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Nov. 3 1893.]
BALL
BEARINGS.
THE
use of balls to give an anti-friction bearing
is
of course a very o
ld
device
but
until
the
bicycle
brought them
into
use they
had
a
very
small a.ppliw
cation.
Th
e reason of this is
not
difficult
to
under
stand. In ord er to
g t
a good ball bearing several
points have to be secured
ot
herwise
the
bearing
may be worse
than
an ordin
ary
one.
In the
first
place the balls must be absolutely of one size in
order to secure the
best
results otherwise the
work is unequa
11
y distribuLed ; secondly balls
must be quite spherical ; thirdly
the
material
fr
om
which they
are
made
must
have
the
physi
cal properties necessary
to
sta
nd the
excessive
wear and tear. In bicycles the in
troduct
ion
of
ball bearings was preceded
by that
of roller bearings
in which cylinders w
ere
used
in
place of spheres
and for a long
time
the
rollers were
preferred
by
many riders on account of
their
greater accuracy ;
it
being naturally far easier to turn a
ser
ies of
uniform cylinders
than
a series of uniform
•
E N G I N E E R I N
G.
its
s p h e ~ i c a l
rollers
or
balls so interposed between
the
bea
rmg
surfaces
that the
only friction existing
Fig
J
I
•
'
'
•
•
1 t
1
1 1
t
•• t
I
I ' I •
I I I I I ..
I I I : I .
r J
'
\
'
I
I
i
)
The
Auto Machinery Company claim however to
have reduced this
matter
to a
state
of certainty so
that
natural
selection
is
no longer necessary. We
now propose to describe
the
method
by
which
the
balls
they
produce are made.
Our illustration Fig. 3 on the
present
page
shows
the
ball
-t
urning shop of
the
company where
the
principal machines are situated. F ig. 4 page
530 is a general view of one of
th
e m
os
t recent
t
ypes
of ball-turn ing machines whilst Figs. 5
and G
on the same page give the details. By
means
of
those machines a
straight
rod of
iron
or other
metal slightly
lar
ger
than
the size of the
balls to be made is
cut
up
into
a series of balls
which
are
true
spheres. p to the
present the
company has made balls from in.
to
2 in. in dia
mete
r, but
so much success has been attained with
these sizes
that it
is expected
that
considerably
heavier bearings requiring larger balls will
be
ultimately made. The wire
or
rod from which
the balls
are
made is of the best crucible
cast
steel
of the closest ;
it
is generally known as
•
•
-
F1o . 3. B-1LL- T t r ~ N O
SHoP OF
TIIE A Yro
MA
CHINERY
Col\IPANY,
CovENTRY.
spheres.
Impr
ovemen t in
the
ma
nuf
acture of is
that
caused
by the
poiut of con
tact
of each ball j diamond steel and costs we understand
about
balls however gradually led to the ou
sting
of th e with
it
s neig
hb
our.
Our
illustrations
Figs
. 1
and 190l per
ton.
Great
care has to
be taken in
the
roller bearing ;
and
to such perfection has
the
2
represent
a section
and
side elevation of
the
hardening but to this
point
we
sha
ll refer
later
.
production
of
steel spheres for ball bearings
been
bearing that has
been
designed to
meet this
view.
Th
e machine illustrated on page 530 is auto
brought that
a. broken
ball is almost an unknown The figures represent the bearings of a dynamo matic in its action the wire only requiring to
circumstance
wh
e
re
the ·
ery best
descriptions
are
which we rece
ntly
saw at work
and
which co rtainly be placed in whe n a new length is used; one
adopted. \Ye have
la t
ely paid a visit to
the
works
ran
with remarkable smoothness at a speed of over gir l
attends
to six of
these
machines
and
when
of
the Auto l\:lachinery Company of Coventry an 1000 revolutions a minute for a considerable a lengt h of wire has been used up
the
ma
establishment which has
been
started
solely for
time
witho
ut
a sign of heating. \Vhon ball bearings chine throws itself o
ut
of gear automatically.
the purpose of making steel spheres for ball bear- were first introduced for cycles the balls were I he mode of action is as follows :
The
machine
ings. These bearings are now being used for other made of case-hardened iron
naturally
an unsui t- has n. hollow mandril
through
which the wire is
purposes
than
bicycles
and
tricycles the perfec- able material a the case-hardeuing
must
have ren- passed
and
there is a traversing headstock which
tion to which
the
design
and
manufacture of ball
dered the task
of finishing
the ba
lls t ruly spherical feeds
the
metal
up to the
cutters
the latter
having
bearings have been carried having made pos- alm
ost
impossible.
The
grooves
in
which
the
balls no longitudinal motion.
The
headstock is fed
up
sible
the
application of
the
device
to
many
ran
were also badly designed as
they
were
turned
in this way
by
a long screw placed beside
the
bed
purposes of
e n g i n e ~ r i n g
construction whore it
to
fit the balls
and
there was therefore a consider- and this leading screw is actuated by a
toothed
was previously impossible; ind eed
the
.
\uto
able
amount
of friction.
Steel
was
afte
rwards qu
adrant
mo
unted on a.
disc
and
arranged
to
Machinery
Co
mpany
are
now making
b a l l ~
for introduced but
it \\ '3 not
of the
best
qua lity. In engage
with a
pinion on the end of
the
leading
bearings up to as much as 2
jn
in diameter.
There spite
of
these
dieadvantages th e use of ball bear- screw. In this way at
the
time
the
wire is
can be no
doubt
as to
the
advantage of
the
ball ings wa. found
a.
greaL
impr
o'
ement in
the
running
fed up so as to bring a new section to the
bearing for nearly all purposes supposing the balls of bicycles and
by
a course of
natural
selection
cutters
to form
another
ball the teeth of the
can be made to
stand. Th
e
Auto
Company say
due to taking
out
broken ba
lls as
they
occurred quadrant engage with those of
the pinions:
of
that
the
best anti
-fr iction bearing is one which has at l
ast
the
rider
might
get
a fairly good bearing. course at that t ime the cut
ters are
withdrawn
and
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•
•
the
c ~ t t i ~ g o p ~ r ~ t i o
is suspended.
The
cutting
ope
rahon
Itself 1s In fo
ur st
ages, carr ied on by four
sets of ?utters. first thing done is to
turn
a .
e ~ k
In
the
wire ; when this is finished
the
w1re fed on , . a
nd
by another cutting tool the
neck Is
made
Into
tw
o
half
-circles
by
means of
one
cutter
shaped
for t
he
purpose. In this way
one half of two adjacent balls is made
at
one
cut..
Both
th ese operations are performed by
stationary
cutters,
and the wire is
th
en fed on an
stage, so
that
the roughly
turned
ball,
not
qu1te
s e p a ~ e d fr
om
its
neighbour,
is broug
ht
under a rotatmg crown
cutter.
As
this
turns round,
and the
ball t ~ r n s
at the
same tim
e,
a sphere is
produced: This cutt er does not, however, go right
to the
axis
of the wire, and the balls are thus le
ft
attached to each o
th
er. The
next
ope
ra t
ion is
to separate them, and for this the wire is fed
ig
B
--------
forward anoth
er
step. The balls are
cut
off one
by one, also by means of rotating crown cutters,
and as t
hey are
separated
they
fall in to a receptacle,
to be taken away for fut
ther
operations.
In the
sh
op
illustrated in Fig.
3
there are
150 of these
machines at
wo
rk .
Th e balls are turned out by the machines j ust
described to within < Y l > of t he finish ed size. Th ey
are next taken to the lapping depar tment, where
they are grou
nd to
an accuracy of
r } o ~
in ., by
means of
cast
-iron laps with grooves t urned in them.
I t is, of course, nccc3sary to keep
the
se grooves
accurately to size ;
that
is to say, they
mu
st be
turned
to a curve of the proper rad ius, for t he
grooves are not complete half-circle
s;
if
th
ey were,
i t
would be necessary that the two laps should meet.
The
laps
are
constancly being
tested byga
uge,
and are
turne
d immediately any vari
at
ion from
the sta
ndard
size is discovered. A lap will last about
th r
ee
months but during
that
time
the groove has con
stant
ly
to
be turned down.
Th
e material used
lappin () is powdered emery and a hydrocarbon ml.
Aft;r
the balls have b
een
ground in
this
manner,
th
ey
are
h
ardened,
and th i
s process has
to be
con
duct
ed w
ith
great care, so as to
get tl.
ll balls of
the same
temperature, neith
er too hard nor too
soft. An American
gas furnace is used for heating,
t he blast being obtained by a fan .
I t
has been
found
best in order to get th e right temperature,
to
trust
t
the
eye
of a sk illed opera tor: wi th a
E N G I N E E R I N G
[N ov. J,
I
8gJ.
SJ.?ecial apti tude for the work, and to assist him in
Ius. wo
rk,
the harde
nin
g room is always kept in a
uni
fo
rm
state
of illumin
at
ion. When
the
steel balls
have been properly heated, they are thrown
in t
o a
a r ~ e tank of water.
~
t ~ i s they
are ground
agam,
the
final oper
atw
n bemg conducted with
great care to brin g them to the exact size. The
last operation is the :polishing, whi
ch
brings the
balls up to a very beautiful Eurface; it is performed
by means of :wooden laps, c.onsisting of beec.h wood,
placed endwtse of
th
e g
ram,
rouge being used as
the polishing material. Th ese laps run 1500 revo
lu tions a minu
te
.
An .important ?ar t of the
wo
rks p rhaps the
most Impo
rt
ant -
Is the
tool-room for it is on the
.
accuracy of the machmes
that
the work produced
depends. The Auto Company
make
all
their
own
machine too
ls
-
i.
e., all used in
the
production of
balls-:-and in t ~ i s department they have some very
beaut.iful machme tools, such as lathes, planing
maclunes, c ·
c.
; many of these are American pro
son e of them very costly tools, but the
add1t10nal pnce, we are told, is more than compen-
sated for by
the
accu
ra
cy of the machines and
the
perfect
ion of wo
rk
they
turn
out.'
a statem.ent w:e hear more often than is pleasant
1n connectiOn with
the
finer kinds of machine tools
that
come from the United States. t is a matter
that English machine tool makers might well turn
th eir attention to . I t should be sta
ted
$hat
the
steel used for cu
tt ers
is of exactly the same descrip
tion as
that
used for the manufacture of the balls.
During the
pr
ocess of manufacture, the balls
are tested by
automatic testin () machines
these
c?nsist in
.g
of two bars of e ~ e d steel, piaced a
g1ven distance
apar t
. Th e final testino- how
ever, is t he principal one,
and
is an o p e ~ ~ t i o of
Iig
.
ig
I :
0 •
•
• 0
•
.
some magnitude, the testing-room being
({
U te a
large place, co
nt
aining a good many machines. In
the first machioe
stee
l bars are placed a di
sta
nce
apart
not
greater than the required diameter
of
the
All, therefore,
that are
too large do
not pass th rough, but roll down the bars , which
are slight ly inclined for the purpose, into a box
placed for their reception. The machine will in
this way search out balls
that
are half of a thou
sandth part of an inch too
lar
ge, allowing balls
that ma.y
be of
the
exact size or too
sma
ll to pass
between
the
bars in to a. receptacle placed below
them for the purpose. In this way all balls that
are too large have been disposed of, and
it
now
remains to elimina
te
those too small.
In
the next
machine the bars are placed half of a thousandth
part of an inch closer
toget
her than the requi red
diameter of the balls ; therefore balls of the exact
size, within the limits assigned, are re tained, whil
st
those too small
dr
op th rough into the box beneath.
The
ope
ration
may be divided
up
into several stages,
so as to
get
a gradual and more accurate sifting,
but the limit of error g
iv
en is ' ; ] . ( l o ~ in . The
testing
instruments
hav e
naturally
to
be
very
car
ef
ully looked after, and they are tested con
stantly by means of a micrometer gauge. Aft er
this a microscopic examination
is
made of every
ball in or
der to discover flaws
that
may exist,
and which are at once reYealed by means of
th
e
polishing.
The number of balls made at the se works is
a ~ o u t 80,000 a day, mostly,
of
course, of
the
smaller
s1zes, although, as stated, the larger sizes are
fast
coming
in t
o requisition. The success
that
has
attended
the manufacture of balls is chiefly due to
the
~ x t r e m e care taken
in their
production, not
only In
th
e process of m a n u f a c t u r ~ but in material.
the Auto Com
pany
point out , it is of the
fi
rst
Impo
rtanc
e that all the balls in a bearin g should be
oi
ono size, and if one be nt\JTJ in. larger than its
fe
ll
ows,
that
ball
not
only sustains all
the
weight,
but has to push all the remaining ba lls of the
set
round . F or high speeds and light loads small balls
should be used, the diameter of the balls increasina
wi th the load.
0
what
has been said,
it
will be seen that
the
chief secret of success in ball bearings consists in
the material used- n
ot
only for balls but also for
the t t i n g s ~ b e i of the b
est
quality, so that the
prop.er c o m b m a t ~ of hardn ess and toughness is
obtamed, and this can only be got by best crucible
steel. Accuracy in man ufacture is obtained Ly
means of Il -achines . of precision,
and
extremely
?are ul
g m g ;
whilst a
pr
oper design in the bear
mg Itself 1n regard to the size of balls,
&c
. , has to
be ?arefully worked.out from data obtained by ex
pe n
ance ;
th
ese
pomt
s being observed, it seems
probable th
at
ball bearings will obtain a much
wider a p p l i c ~ t i o n . The Auto Company has
already
supphed
them, for m
any
engineering pur
poses, to several of t he leading firms of this
count
ry
and the Continent.
In conclusion, we may refer to some of the
various types of ball bearings produced at the
works we a v e been .noticing. In
Fi
g. 7, on page
530, we
g1ye
a sechon of a bearing to take end
thrust, whtch
has
been desjgned for a dr illing
machine. Figs. 8 and 9, annexed, show ball bear
ings .for .engines, lathes, &c . ; whilst Fig. 10 is
an
apphcatwn
of balls to a. carr iage axle.
I t
may be
stated
that the l ist p
ri
ce of balls runs fr om about
2B
.
6d. a gross for t he i- in. balls up to about
84.s
. a
gross t ~ e 1-in. sizefl, the cost increasing rapidly
as the siZe mcreases.
THE IN STITUTION OF MECHANICAL
EN
G
INEERS.
ON 'Vednesday
and
Thursday evenings of last
w e e k
C ? c t ~ b e r
26 and ~ 7 a ge.neral meeting of
the InstitutiOn of Mechan1eal
Eng
meers was held in
the theatre
of.
the Ins.titu tion of Civil Engineers,
u n ~ ~ r
the chairmanship of the. president, Dr.
Wuham Anderson. The proceedmgs opened with
the reading of the minutes of
th
e last meeting,
and
th e secretary next anno
un
ced that Professor
Alexander B. W. l{ennedy, F.R.S., had been pr
o-
posed to succeed Dr. Anderson as president of the
Institution.
if
otice was next given of certain pro
posed alterations
in
the by-laws relating
to
life
membership and the
printing
of papers, which
will have to be considered
at
the
an
nual meeting in
F ebruary next. By-law 15 it is proposed shall,
when altered, read as follo
ws:
Any member,
associate member, or associate, whose subscrip
tion
is
not in arrear, may at any time com-
pound
for his subscription for the
current
and
all
future years, by the payment of 50l., if paid in
any one of the first five years of his membership.
f
paid subsequently,
the
sum of
501
shall be
reduced by ll. per
annum for CYery year of
membersh ip af ter five years . All compositions
shall be deemed to be capital moneys of the Insti
tution. " I t will be seen that this ru le will place
memhera of long st anding on a much more equit
able footing as regards life composition than they
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Nov.
3
1893.]
:
now are . By-law29 is proposed to be
made
as follows :
All papers
shall
be submitted
to
the council
for ap
proval and after their approval, shall be read by the
s e c r e t ~ r y at
the general
mee tings, or by the
auth
or
with
the
consent of
the
council,
or, if
so
directed
by
t
he counci) shall be printed in the Proceedings
, 1 .
without having been
read
at a
genera
m e e ~ m g .
Th
ere were
two papers down on the hst
: the
first, on Artificial
Lighting
of \Vorkshops, by Mr.
Benjamin A. Dobson, of Bolton ;
and the
s e c o
on
The
\Vorking of
Steam
Pumps
on the
Ru ssian
South- Western Railway, by J\1r. Alexander
Borodin,
the
engineer-director of those rail
ways.
L GHT ING oF WoR KS
HOP
s.
1tfr.
Dob
son 's
paper, which
was taken on
the
\Vednesday evening, we
print in full in our pre
sent
issue, and we may, therefore, proceed at once
to the discussion.
1tfr. J. A. F. Aspinall, the chief mechanical engi
neGr of the Lancashire and Yorkshire
Railway,
was
the
first
speaker.
He
said
that at H o
rwich
they were six miles away from Bolton,
where
Mr.
Do
bs
on's works were situated . The author had
said
that, in
the latter place, all
winds
except
the
west and north-west bring the su rcharged atmo
sphere from other
manufacturing
d i ~ t r i c t s P.ro
ducing at
any
season
of
the
year,
tf the
wind
happened to be slight, a sky
ra n
ging fr om dull lead
to
dark
brown. For
four years in
succession it
bad occurred at
the author
's
works that, on
J
uno
21 he lo
ngest
day-gas in
every
room, amount
ing to nearly 7500
jets, had
to
be lighted
by
11
o'clock in
the morning, and had remained lighted
until
the
works ceased, and th is had occurr ed
in
other
t owns, and
in weather
tha.t ou
ght
to
har- e secured abundant sunshine. To such an
extent did gloom prevail,
that
in
clear
weather
the effect of
bright
light becomes
even distressing
to the eyesight, simply
fr
om the rarity of the con
trast. As H orwich was
six
miles away, they were
not
quite
as
badly
off
as that, and
did
see the sun
sometimes. Mr. Aspinall had placed on the wall
a cross-section of one
of
the
bays of the shops
at
Horwich.
The author had stated
that
four
in
verted arc lamps were tried in these shops, but
owing to
the great
height at
which they
had to be
fixed they were not successful.
They had,
how
ever, since been placed in the large
drawing
offices,
and
the
light for
drawing purposes
was
as
per
fect as
light
could be.
Mr. Aspinall had succeeded
in lighting the
main machine shop
with ordinary
open arc lamps, each
protruding throug
h a
white
washed disc, formed of light hoardings framed
together. In this way artificial
illumination
was
produced
by means
of reflected and
direct
rc1ys
but all the advantages of the reflected
light
were
not gained, because
the
eye
has
a tendency
to
glance
upwards
towards
the dazzling arcs,
and shadows
are projected. The reflectors, the speaker stated,
'vere 13 ft.
in diameter, and
23 ft. 6 in.
from the
ground.
They
were
obliged to place them at
that
height
in
order to clear the jibs of the traYelling
cranes used
in the shops and the belting of
ma
chines.
The
lamps wore so
arranged
that
the
posi
tive carbon was placed beneath the negative, and
the rays of light
were
thus thrown
up from the
crater.
t
was quite true, as Mr. Dobson had
stated, that the
system
of using reflected light for
electrical
illumination
was not
new,
it having been
tried extensively in Belgium, but the thanks of
members were
none
the
less
due
to
:1\fr.
Do
bs
on
for calling attention
to this matter, and
especially
to the advantages of the positive carbon being
belcw, whilst the negati,·e carbon was above.
There was, however,
one objection to this arrange
ment, for the particles of carbon were
likely
to fall
off
and drop into the crater,
which
l\-Ould cause a
jump
in the
light;
that, however, would not
matter
much if there were many lamps.
In
the
arrange
ment
of lamps at
the
Ho
rwich
shops (a dia<Yram of
which was put on the wall)
there
was one :re lamp
to light an area of 151 sq uare yards ; these
wer
e 10
and 15 ampere
lamps.
?\Ir. Charles Parsons said
that
ten or fifteen years
ago
a similar lamp
to
that desc
ribed
by the author
h ~ d
been
shown in
Paris
by
:1\Iessrs. Sa
utter,
L e
mon
mer, at;ld .
eo.
J\;fr. Dobson had described his lamp
as consislmg of two
carbons of different
diameters ·
the upper, or. e ~ a . t i v o
carhon, being
sol td , a.nd
t h ~
lower, or postttve ca
rb
on, being annular and rath er
larger
in
diamet
er,
their
areas being 0.200
and
~ . 4 8 6 . s q u a r ~ inches
respectively; this proportion
msurmg the1r
both
consuming at the same speed
and
thus
avoiding
the necessity of
clockwork. T h ~
E N G I N E E R I N G.
carbons were drawn together
by
pulley
spring
and Luneville, where the piece of incandescent
c a r b ~ n
counterweight,
and
their
distance
apart
regulated
had fallen on
the
cotton beneath. When cotton
111
by magnetic brake. In
Pii.ris,
the
s
peaker said,
the a loo
se condition does get
on fire,
as
the
author
had
arrangement was not
satisfactory,
because the pointed out, it is much like a train ?f
g u n p o ~ d . e r
carbons were bad,
but improvements in their
manu-
and the
mill
referred to was kept tn a
cond1hon
facture
had now enabled the
success of
the installa-
far
from clean, being
covered
with
a
thickn
.e:s
of
tion
described by Mr. Dobson to be achieved. J\1r. fly steeped in oil over the floor, walls, and ce1hng
Parsons pointed out how admirable such a
light
this
became
so suddenly a
mass
of flame that the
would be for use in large halls, libraries, &c. workpeople had some difficulty in making their
A la rge part of
the
author's paper was t a k ~ n escape
from
the burning
building.
up by the discu
ssion of
the fire
risks due to
this
Mr. de :=3cgundo sa
id that the
system of reflected
form of lighting, there having been a good deal light described by .the
author m u ~ t
be. very expen
of
difficulty
with the insurance
companies
.
In
sive
.
In
the detalls
as
to cost
given
1n
the
paper,
order to
test the validity
of
the
objections raised it
was s
aid
that,
having
regat d
to
the
number of
as to the use of the light in cotton mills, the workoeople who could be served with the light,
the
author had made a fairly complete series
of
ex-
cost
wa s le ss than that
of
gas; whilst the l ig
ht
was
periments,
which are narrated in full in
the stron<Ycr and more general, so that
in respect of
paper,
the result being
that
he had come to the c a n d l ~ - p o w e r it would be
considerably
better
than
conclus
ion there
was
less
danger
in using
arc lamps <Yas.
In the
three-storey building at the author's
than with the ordinary gas jets. Mr. Rogers,
~ v o r k s
there were
502
gas jets, each burning
4 cubic
speaking on
this
point,
suggested
that
a clear glass
feet
per ho
ur;
<Yas
costing
2s.
8d.
per 1000
cubic
dome
shou
ld
be
placed above
the lamp
an
d
over the
feet wo
uld,
th :
refore, come to
something like
reflector. Another speaker, Mr. Human, dwelt at 5s. 4d.
per
hour for
th
is consumption. In tho
length on this subject of fire risk. He
said
that sixty electric
lamps
the on
ly
consumption was that
in
su r
ance companies
looked
on
cotton
mills
as
of
thA
carbon
s,
which was
reckoned at ~ d .
per lamp
second only to gunpowder works in point of in-
per
hour. This had subsequently been reduced
flammability. The author had referred at
length considerably,
but
taking this
basis, the sixty lamps
to
the danger that
arose from
the co
tton-fly takmg would together cost
2s.
6d.
per
hour for carbons.
fire.
He had
sn.id
that
in a mill in Belgium, where The sixty-s
ix
incandescent lamps which were in
the cotton
used
was
of
the poorest
quality,
so
that
eluded in the 70
ho r
s
e-power
absorbed bythedynamo
the amount of
fly was
particu
l
arly great,
th ere was would,
of course, add to this cost,
as
they were on ly
directly
over the cardmg
engines
an arc lamp of 1000-hour lamps. The greatest o ~ t of the original in
more
than
1200
candle-power,
and that
during
four
st a
llation
would
be
depreciation
and
horse· power.
hours spent
in watching
and not
ing the
effect
of Taking the wh
o
le into
con sideration,
the
author
had
the lamp upon the fly no spark was visible outside
said
it was probable the
cost
of electric lighting
the
reflector.
Sometimes,
when the fly was un-
would
be more t han that
of
gas, but as the l ig
ht was
usually thick in the air, owing to a carding engine so much more satisfactory, it might prove an economy
being
brushed
out,
a slight coruscation could be in
most
cases to adopt it. In Mr .
Dobson's
case
the
perceived near
the
centre of the retlector,
like
the
total candle-po
wer
of the
500 gas
jets
would be
twinkling of a star,
but th
is would only occu
l
now r oughly 8500, while the arc and incandescent lamps
and then. Undo
ub
tedly a certain amount of fly
combined
would ha
ve
73,000 candle-power, much
was
consumed
,
because,
when the l
amp
was l
owered
of which was u
se
less,
however
, except
as
regards the
for
e x a m i n a t i o n ~
residue was found in the bottom general effect of the light.
In
quoting these figures
of
the cone, composed
of the
very lightest tinder of fr om the author 's paper, we
should,
bower-er, point
cotton, but utterly uninfiammable under any
cir-
out
that J\1r. D obson had stated
in regard
to them
cumstances.
In
this country, the
au t
hor stated,
that
he was hardly in a position yet to be able to
the in
surance companies
declined
to countenance give sufficient data to
be of much practical
Yalue.
any
experiments, on the
ground
that
millowners Mr. de Segundo
@aid that per hour f
or carbons
had been satisfied up to that time
with
gaslight. appeared to be
high,
but the author did not take
Mr. Human
agreed
that
if
there
had
been
danger
into
consideration
the c
ost
of
horse
power. If,
fr
om cotton
fly
it would be found by
t he use
of however,
that
were to be added to the
per
hour,
gas, but what the insurance companies l
ooked
up on it would bring the
cost
up to a
considerable
amount.
as
a
serious
so
ur c
e o f possible fires was
the
falling
The speaker
was
afraid
that
very
o
ft
en a
great
deal
of p ~ r t i c l e s from the carbon. Mr. Dobson
had
was sa id about the can dle-power of
the arc
lamp
referred to two cases
in
his paper ; he had without th e s
ubj
ect being well un d
erstood,
and he
said
that the
definite allegation had
been
gave some
very
amusing
instances of mif>takes that
made by the
in
surance companies
that
on two had occurred in this direction. t was hardly fair,
occasions fir
es
had been
caused
abroad
in
cotton however, to speak
of
the
candle-power
of the arc
mills which were
lighted with arc
lamps,
and
he
lamps under consideration, as
so
much c
f the
had made in quirie s h• ascertain what amount of illuminating effect was
absorbed.
He would sug
truth
there
was
in
this statement. I n the first
gest, however,
that the
reflector
below the
lamp
,
case,
it transpired
that not a cotton mill ,
but
a
by which
the l ig
ht
was
thrown on
to the ceiling,
cotton store, had
been
burnt, and this store was should be made of some opalescen t material, and
li
ghted,
not by
arc
l
amps,
but by
glow lamps
on
ly
,
he could
not but think that proper lighting could
and the theory to
account
for the conflagration be obtained with
o
ut this
great
abs
orption of lig
ht.
was
that
of
spontaneous combustion, which
was by J\1r. Dobson had
said,
in
describin
g t he ~ f f e c t that
no
means rare
when
cotton
was stored
in
bulk. In a general
tempered
light was obtained.
This might
the second instance, the li
ght
was n
ot
produced by be so,
but
the statement was too vague to be
taken
an open arc lamp
in
side
an
invert€d con ical reflector, as a
comparison
between
the merits
of the arc and
but
by an
ordinary arc
lamp s
ur r
ound
ed
by a g
la
ss incandescent
lamps. He
t
ook it for
granted that
globe. There was an aperture in
the
bottom of the the a d v a n t ~ g e s of electric ligh t over gas we
re
lamp,
and
owing to s0me
disarrangement
of
the
acknowledged
;
this
was a
matter
t
hat
had got be
cloc
kwork
regulating the
carbon,
a
portion of an yond the regions of controversy, and therefore
he
incandescent carbon had been split off, and falling did n
ot
allude to it., hut what was wanted was
th r
ough
tho
aperture
upon a mass of cotton beneath,
definite and accurate
measurement,
in
o
rd
er that the
had
set it on
fire.
This lamp, Mr.
Human
stated, advantages of different
sy&tems
of electt
ic
lightin
g
was a Pilsen inverted arc lamp, the poles being might be asce rtained. Th e author had statfd that
reversed, and
it illustrated the danger that
arose
his lamps
were
l
owe
red
every
eight h
ours
.
This
from the dr opping of glowing carbon. They had, appeared to the speaker to point to
the
u£e of
an
mo
reover,
to remember that accident
might
cccur
obsolete form
of lamp; 32 h our s was now
the
to
the lamp
itself; lamps with
th eir
balances and
ordinary period for
many
l
amps
, but
64 hours was
counterweights were heavy things, and were sus- not an excessive time for th e carbons to last
P ~ I ? - d e d by c ~ a i n s so
that
there was always a possi- whilst there
was no
doubt t he period would
bthty
of
ace1dent ; but
what
wa.s st1ll
more serious
1
be increased to 128
hours. Referring
again
to the
was the human factor . The tn.mmers had to pul1
1
figures as to cost, the speaker pointed out that
down the lamps
or to tilt
them
m o
rder
to arrange Mr.
Dobson would
get his power for generation ( f
the carbons,
and
it
mig
ht be
that they
would
e
lectric
al
energy on
the m
ost advantageous
t
erms.
neglect .to f a s t ~ n t h ~ conn.ections, or one of the having his own mill
engine,
and steam being gene
n s w n cha1ns nught gtve way.
In
l\-1r. Dob- rated on a large
sca
le. The fact
pointed
to the loss
sons the
reflector
no
doubt w
as
fixed, but
the of
light
by
t.he
inverted lnmp
and reflection
system.
lamp
m 1 ~ h t faH a l t o g e ~ h e r ; antl
however
well i t fie also thought
that
the incandescent lamp Wa
w ~ s
designed
,
t ~ e y
shll
bad to
depend on
the becoming
a
reasonable
thing
in
r
ega rd to cost.
It
~ r t m m e r who might neglect to see the fastenings might be advisable to work
the
glow lamp at a high
1n ord er. Shou
ld
the l
amp
.fall , there would
be
the efficiency,
say
two
watts
per
candle·
power, and
same
result
as that
descnbed
by
the
author at
replaco tho
lamps often, they pe
rh
aps
lasting
on
ly
•
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•
530
E N G I N E E R I N G.
[Nov.
3 I
893.
THE
MANUFACTURE OF BALL BEARINGS.
For Description, see
age
527.)
I
~ - - ~ - - - - - = = =
= = = = = = = = = = = = = = ~
•
•
F I
G. 4.
•
•
•
•
•
•
•
•
•
.
•
•
•
•
•
•
... .
•
I
•
•
-
.. . . . J
· - - - ~ - - - · · ·
-
.. ........
•
.. ..
• •
I • •
•
Fig .5.
·--·-----
I
J
F IGS . 4
TO
G.
B ALL-
r
t l R"" l
NO
~ i a .
I I I N E .
------·
---- ----
•
•
m·e-third of the s tandard
1000
ho
urs
. I f lamps panic in mills and crowded workshops, owing to
were to
be sold at 1s. each- and
he did
not see why
I the
fa
ilur
e of
th
e light.
In
o
rd
er to provide
they s
hould
not be- it w.ould
I?r
obab y be economy against t ~ s and oth.er s a ~ v a a g e s from the
to use the inca
nd
escent hght duect,
mstead
of
the
works bemg
thrown
mto ent1re
darkn
ess, he had
~ r e f l e t e d ar
c light.
arran
ged
in
a jute mill,
in
which he
had
laid down
Mr.
Small dwelt up
on the
danger
that arose from J
an
in
st
allat ion of electric l ight, that
there
should
-
.
. . . _ .. ·
I
•
•
•
•
I
I
I
I
~ 4
. . . . . .
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.-
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o
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.
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fi ig . 7.
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.
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. .. . ..
fJI7 D
.
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r •
•
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- - - - -1
-
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•
•
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•
•
•
•
•
•
•
•
•
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r
....
-
•
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• •
•
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•
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f
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•
•
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I
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•
• •
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.
\
•
:
•
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•
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•
;
be
what he
described as a police circuit. " There
were
in
Lhe
mill
700
lamps,
and
of these
10
per
cent.,
or 70 lamps, were arranged
on the
police cir
cui t . In
th
e case to which he was alluding
the
police circuit was supplied wi th
current
from
the
public mains, but it could be worked by accumu
la
tor battmies,
or in
any
ot
her
way, so that
it
were from
an
independe
nt
source.
In
order to make
th e
arrangement
automatic, a switch had been
devised,
by
which
the
police circuit was
br
o
ught
in to play immedi
ate
ly upon
the
ma
in
source of
light
failin g. This was effected by a simple device
of an e
lectr
o-magnet.
The
police circuit was also
of use when th e mo
re
effective method of illumi
na
tio n was not requir ed, such as in clearing up, or
when
the
people were coming
in
to work
in the
ea
rly
morning.
Dr . W. H. \V
hite
said that he
had
seen
the
Sautter-Lemonnier lamp to by
Mr. Par
sons. Thi s was
in
the 1878
Exhibiti
on at Paris,
and
it
was placed
in
a building which was exceed
ingly difficult to light,
there
being pillars
and
machine
ry,
which would
cast
heavy s
had
ows if illu
min
ated in the
ordin
ar
y
direct meth
od.
The
re
sults, however, were excellent , as
the
diffusion of
light was so complete that
there
was
an
alm
ost
entire
absence of s
ha
dows.
~ I r .
Dobson's figures as to
cost
had
been c
riti
cised,
bu
t these,
the
speaker
considered, were large
ly
subsidiary to
the
fact that
•
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E N G I N E E R I
N G
53 I
--
BOILER
TURNING,
BORING,
AND
DRILLING
MACHINE.
C 0 N S T R U C T E D B Y :M S S R S.
N
D C 0
E N G I
N E
E R S S 0 vV E R B Y B R I D G E.
RU S H WO R l H A ., ,
o r
D
eso? iption
see
Pc
ge 536.)
I
result
required for
the
more candles would
be
su
ch
that it wo
uld quite justify
operating of the
author s
works. Electric an installation of el
ectric
light being made
for
the
mi
ght
seem a costly
thing
. Engines, dynamos,
purpo
se of bu il
ding these
vessels.
impressive ;
the
ordinary
candle
lVIr
A.
P. Trotter
said
that
the
reason
the
re
not. When at Newcastle, howeve r,
he had
flected method of
lighting
had received so
little
in to
the
question of cost in regard to the
arti-
attention was that people did not r ealise that white
in building a
battleship.
wash was so useful a reflector as
it
really was. He
number of ordinary tallow candles
required
would suggest t hat
those
in doubt about th is nutter
known. He would
not quote
amounts, not should
take
a
sheet
of
paper
and a looking-glass
and
the exact
fig
ures by him ;
but
the result
of
1reflect light from t h ~ m
By
means of the reflected
that
he had
concluded the cost of
1
light
from the
paper it
would
be
difficult
to
cast a
•
•
shadow, whilst
with the
looking-glass that could
be
done. For this reason
many
persons would think
that the
paper did
not reflect the lig
ht
; such,
however, was n
ot
the
case; the paper
reflected
the
light
from
many
points,
whilst
the look
in
g-glass
concentrated
it. As a matter of fact, he would
state
that clean
white
blotting-
paper
reflected
82 per
cent.
of the light
cast
upon
it
, and
it
was,
therefore,
better than
the use
of opal glass. t
would be a good thing if the
proprietors
of
works
wo
uld
consider a
little more
closely
the value of
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532
frequently whit
ewas
hi n
g
their sh
ops,
and if they
made
a comparison
it
would
be
fo
und that the cost
of whitewashing
was mo
re than warrant
ed by
the
saving in
the expense of artificial illumination.
\Vith r egard to the
suggestion
of one
speaker
that
the r eflector u
sed by Mr.
Dobson (which was
bel
ow
the lamp
, it will
be rememb
e
red
)
should be
m
ade
of
opalescent
glass,
Mr. Trotter po inted
out
that
it had
b
een
fo
und that in an ordinary arc
la mp wi th
the
nega.ti
ve carbon at the
b
ot tom,
a re
fl
e
ctor
placed
above
was of li
tt
le use, so
very
s
mall
a
part
of
the
light being projected
upward
s .
Th
e
ref
o
re
there
would
n ot be
mu
ch light co
ming through the opa
l
escent
glass
beneath.
Pr
ofessor
Kennedy said
that
he
had had
the ad
vantage
of
see
ing
the
insta
llati
on desc
rib
ed
by Mr.
D o
bs
on
in his paper, and
which
he had
pla
ced
in
his
wo
rks at
Bo
lt
on.
Since then he
had
re
com
me
nded
it in o
ne
or
two
places,
and
f
ound
it the
very thing that
was
want
ed,
and he
won
de red
it
was n
ot
u
sed
a gr
ea
t deal
mor
e ; f
or instance, in
a
night
-sc
ho
ol for
dr
awing
at Newcastle there
we
re
68 to
70
men
and
boys
st
udying,
and there
was
a gaslig
ht
for
each person.
Th
e
state
of th e
atmo
s
phere
could not
be very
good
und
er
these
circum
stances,
but probab
ly two
arc lamps
arranged
in the
manner des
c
rib
ed by the
auth
or would
have
given equa
l
illumination,
suppo3ing th e ceiling
and
walls t
) have
bee:1
pr
o
perly
whitewashed.
The
great
o
bject
was
to
get light from
as
man
y po
ints
as
p ossible,
and Mr
. Dobso
n's
refl
ector
did
this.
In re
g
ard
to
the
co
mpari
son of
the
vo
lum
e of li
gh
t,
and the cri
t icism
to
which t
he auth
or
's
figures
had
been s
ubjected
, it was
to be
regretted that t
he
elec
tricians had followed t
he
example of mechanical
engineers in one of
their
mo
st unc
outh
barbarisms.
Th ey
had
t
ake
n a
nominal candle-p
ower,
as eng
i
neers had
a no
minal hor
se-po wer.
Th
e t
er
ms
wer
e misleading,
and the
comparisons made
by
them
were
untrustwor
thy
;
they
were,
indeed,
e
n
tirely
nom
inal
quant ities.
In re
gar
d
to
the n
omi
nal
candle-p
o
wer
of the el
ect
ric arc, he wo
uld
poi nt
out that it mu st
be
divided
inst
ead of
multiplied,
to
arrive at
a true
re
sult for
pra
ct ical
illuminating
purp
oses ;
bu
t
the
spea
ker
t houg
ht
candle-
power
wa
s not t
he
crucial point
in the pr
esent case.
Mr.
D ob
3o
n
want
ed t o
get an e f f ~ c l i v illuminat
ion for
the
work
he
had
to
p
er
fo
rm,
and
if
he could
ge
t
this
at
a
reasonable cost by
the
m
et
hods described,
in
a ma
nner supe
rior t o
any ot
h
er
m
et
hods, t
hat
was the
practi
cal r
esu
lt
to be
aimed
at.
The
Presiden
t, Dr .
Ander
son, t h
ought
t
ha
t the
syste m
described by the author
was not o
nly
effec
tive, bu
t it w
as
economical, too.
At Wo
ol wich
Arsenal they had
a shed
with saw-toot
h roof, a
nd
sometime
s
when
going ro
und
t
he
Ars
e
nal at
night,
he
th
oug
ht
how
mu
ch
their neighb
o
urs
oug
ht
to
be
ob
lige
d
to them
for
the
la
rg
e volume of
li
g
ht
t
hey
gra
tuit
ous
ly
di
stribut
ed
into
the
surrounding;
space
but
though
Dr.
And
e
rson
migh t think it a nice t hin g
to
oblige
his
n eighbours,
he
was
und
er the impression
that
there was a
great deal
of wa
ste
.
The
difficulty
in
using the arc lamp in machine
sh ops was
the
shad
ows
that were
cast .
He
had
s
ee
n
the
refle
cted
syst
em
describ
ed
by
th e
author,
which was
then in
operation in
a
ro
om below,
and
he had been
sur
prised to
.find that
u l d read
a .book
equ.
ally we11
s
tanding
In
any
pos1t10n, there
bemg
pr
ac t
iCally no
shad
ow cast.
In replying
to
the
D obson .
said
that his paper
h
ad
not .a
ny s c ~ e n t l f i c pre
.ten
sw
ns.
He
had
gained experienc
e
In
a
practical
a
nd,
perhaps,
rou gh-a
nd-r
e
ady
mann
e
r,
for
the purpose
of lig
htin
g
his
shops
to the e s t ad a n t ~ g e
and
having
arrived
at what he
cons1dered a
sa t
isfacto
ry
conclusion, he t hought it a
duty, and
a
ver
y
pl
ea
sant
duty, to give his memb
e
rs the benefit
of
his
labours.
All experiments as to the opa
l
escent shad
es
and
glass cove
rs
r e
ferr
ed
to
had bee
n
tried and had
a
ltoget
her failed.
In the
first case,
even'
cle
ar
glass
absorbed more
lig
ht
th
an was
th
o
ught
but
that
was n
ot
t
he qu
estion.
In
work
shops there was always a g
reat deal
of
dust
flying
about and
th
at would
get on
to
th e glass
in
a very
short ' time and dest
roy the illuminating power of
th e
arrangement
.
One spea
ker
had alluded
to la
mp
s
which
wo
uld
run for
32 and even
64 hours.
Be
was acq
uainted
with
lamps
of t
hi
s
descripti
o
n.
They had parallel
carbons,
and
we
re s u b j e c ~
to
flicker
as the
arc
changed.
The lamp
he desc
nb
ed
had not the sam e de
fect
when good
carbons
were
used, but
in any
case th ey lowered .
th
e
lamp
.s eve
ry
eight
ho
urs
for the p
urp
ose
c l e a n ~ n g . Thi
s was a
wi
se
economy, as,
to get
effiCiency,
It
was
nec
ess
ary
to keep both the
r eflecting
surface
and
also
the
E N G I N E E R I N G.
lamp
s
themselve
s
in
good o
rder. He
was
mor
e
than
pl
eased
to
hear
what
Prof
essor
Kennedy had
said
ab
out candle-power. H e
had attacked
this
subject
of illumination
fr
om a pr
ac t
icg.l
standp
oin
t,
and in
the course of his inve
st
igatio
ns
he had fo
und
him
self
altogether unabl
e
to grasp
the
n d l e
po
wer
problem.
Thi
s he
had attributed
to
his own defi
cie
ncy
of
in t
e
ll
ec
tu
al power, but
it
was a relief to
him
to l
ea
rn
from so
good
an authority
as
Pr
ofessor
Kennedy that
the obscuri
ty
was n
ot in hi
s own
brain. In
reg
ard to
th at
wh
ich t
he gentleman,
who
spoke
on
behalf
of
th
e
in
s
urance
compa
ni
es, had.
said, he maintained
that it was
imp
ossible
by any
meth
od of
fair us
age
to
get
a spa
rk
out s
id
e
the
re
fl
ecto
r, even
if
the
cotton
fly were
piled up insid
e,
and he
wo
uld say
t
hat
t
he
m
et
hod of
illumina
tio n
by
electricity
was
the
safest
that
co
uld be
us
£d
.
In
the case t o whieh he
had
made
re f
ere
nc
e,
and
which
had
bee n qu
ote
d
by
the speaker, where part
of the
carbon had
dro
pped on the cotton, there
was a hole
in the
bottom of
the lamp,
through
which
the pi
ece of
carbon
had fallen.
In the
la
mp
referr
ed
to
in
his
paper there
was no
such
ho
le
,
and
if
the ca
rb
on we
re
to sp
l
it
off
and
fall,
it
wo
uld
on
ly
fallint
ot
he
bo
ttom
of the refiector.
With
r ega
rd
to
the police
circuit, he
was now arranging
what
he
called
pilot
lig
ht
s,
which
a
mounte
d
to
th e
same thing. The
method of
working
th e
current
for th e police
circuit fr
om
the town
mains was a
good one, but in
his
case
they had
to use a sub
s
idiary
engine.
In
r e
fer
ence
to th
e
rem
a
rk
s of
Dr. And
e
rs
o
n,
he would
say that
th e saw
-toot
h
ro
of was
admirably adapted
for reflecting
purp
oses
if
the slanting part were kept well
whit
ewashed,
and alm
ost as much
light
would be reflec
te
d as
if
the
roo f were quite flat.
In
conclusion,
Mr.
Dobson
referred to the statement,
made
in his pap
e
r,
that
the
figures as
to
cost were by
no
means co
mpl
ete,
but he
would
be plea
sed to go
further into the
matter,
a
nd
wo
uld furnish
fuller
and
more acc
ura
te
deta
ils for publi
cat
ion
in
the
Tran
sa
ct i
ons.
At
the
conc
lu
sion of
the
sitti
ng, me
mbers
we
nt
do
wn
stai
rs in t
o
one
of
the
rooms of
the
Instit
u
tion,
in
which a lamp fitted
on the
au thor's system
was placed,
and were
enabled to judge for
them
selves of the justice of th e claims made
with
regard
to
th
e diffusion of lig
ht obtained by the
s
yst
em de
sc
ribed
;
it
was fo
und imp
ossi
ble
to
throw
a shadow
of
any
depth. There
can
be
no
doubt
as
to
the
great
boon such a
system
of li g
htin
g would be,
not
only
in
work
shops,
but
in
drawing offices,
librari
es,
&c.
Man
y will doubtless remember the ins
ta
lla
tion
of arc la
mps
(one of the earliest) in the
reading-room of t
he Briti
sh
Mu
seum ; al though
th e
illuminati
on was of
the
greatest brilliancy,
it
was all
but
impossible
to
read,
owing t o
the
cont
rast
b
etwee
n lig
ht and
shade.
In the
full
g
la r
e of a
lamp it
was
lik
e
tryin
g
to read
in br
ig
ht
sunlight, whilst
if
an
a
ttempt were made
to
shade
the
book
at
all,
the
co
ntrast
of
the
s
urroundin
g
light was so gr
ea
t
that
the print became practically
illegible.
This,
perhaps, was
an
extreme
case;
the
illuminati
on of
the ro
om
at the Institution
of Civil
En
gi
neers
being
at the
o
th
er
end
of
the
scale,
and
it
would be
difficult
to
ima
g
in
e
anything mor
e pe
rf
e
ct
than the latter.
Do
ubtl
ess
there
was economica
lly
an excess of
light
for
the
size of
the apartment,
but
the
po
int
was
made
fully
manifest that
whatever
lig
ht
there
mi
g
ht
be
would
be admirably
distribut
ed.
Some
photographs handed
ro
und
at
the
me
et
in
g
illustrated this
point
to an
equal degree. Th ey
re
pr
esent
ten
seconds'
exp
osure,
and in the parts
beneath lath
es
and other
mac
hine to
ols
the
d
eta
il
was
quite ~ p p a r e n t
whereas if t
he ordinary direct
lig
htin
g
had
been
used there
would have been
no
thing
but black
shad
ow.
Mr.
Dobson 's
pap
er
was an
ad
mira
ble
contributi
o
n, and
th e
vote
of
thanks
that was passed
at
the conclusion of the
sitting
was of a more than o
rdinaril
y cordial
na
t
ur
e.
To be contin d.)
THE
BRITISH
AS
SO
CIATION.
Continued from page
506.)
T
OOLS
AND
0RNA1\IENT
S OF
COPPER
AND
OTHER
METAL
S
FROM EGYPT
AND
PALE
TINE.
DR.
GLAD
S
TONE,
F .R. S.,
pre
sen
ted this
very
imp
or
tant
pap
er to both the
Chemical
and
t he
Anthrop
ological
Secti
ons, a
nd there can be no
doubt
that th
e
latter
was
the more
competent body
to deal
with
the
matter.
Dr. Flind
ers
Petrie
a
nd
Mr. Buss have placed at Dr. Gladstone's disposal
some t ools
and
orn aments,
mostly
very
small
objects, for chem
i
ca
l analysis.
They
came
fr
om
[Nov. 3, 1893.
Egypt,
and
from
the
famous m
ound of
Lachish
in
Syria,
where the I sraeli tes des troyed th e ancie
nt
town or t ow ns of
the
Amm o
nites, an
d over tho
ruins built their
town, w
hi
ch was finally besieged
a
nd destroyed
by
Sennac
h
erib. The
o
rna
ments
from
t he b
ottom
of t
he mound are
essentially
copper
;
th
en come bronze objects, specially arrow
heads;
finally iron
implement
s, of I
srae
li tish
pe
riod
pr
obab
ly.
The
copper
impleme
nt
s have a strangely
red
colour, w
hi
ch Dr. Gladston e found to
be
due
to admixture of cuprous
oxide;
a chisel, of
about
1500
B.
c. ,
contained
73.6
per
ce
nt.
of copper
and
24.0
per cent. of this
oxide,
the
specific gravity
being
o
nly 6.
6,
against
8. 9
pure
coppe
r. This
cuprous
oxide
hard
e
ns the copper
;
but
even such
a
material
wo
uld
scarcely
be
h
ard
enough to
cut
granite and
basalt.
Th
e
admixture,
which is
o
bserv
ed
in almost
eve
ry
specimen, may
be
accidental or
intentional,
produced
by
ove
rp
oling.
Dr. Gladstone and
Mr .
Hibb
ert are
in
vestigating
the
influence of
this cupr
ous oxide.
The Egyptian
coppers go
back
to
the
fo
ur
th
and
fifth dynasties,
that
is, as far as o
ur
hi
stor
ical
kn
owledge.
Vv
e
have
it
on reco
rd that the
copper mines of
the
Sinai
p
en insula
were conqu
ered by the
E
gyp
tians, a
nd
worked by them for
many
centuries. Some tools
of 3500 B. c. contain 10
per
cent. of
ti
n. A basket
of tools, fo
rtun
ate
ly
for
gotten at Kahun about
1200
B. c.,
shows co
pper
alloyed
with
arsenic a
nd
antimony. The
r
eal br
onze period begins later.
We he
sitate
to assume
that th
e
Egyptians
red uced
b
ot
h
copper
and tin to
pr
oduce
what the
Bib
le
call
s
br
ass,
that
is, bronze. But
Dr.
Gladstone has a
small
rin
g of t in, ev idently reduced from hl
ende
;
in
fa
ct
,
there
are a good many
tin objects
that we
can
assign t o
ab
o
ut
1400 B. 0 . L ead, a wire of
ve
ry pure
l
ea
d, has
been
fo
und at
L achish,
wh
ere
also silver o
rnaments
- a bracel
et
, &c.- occur, with
6. 5
per
cent. of
coppP-
r, a
littl
e gold,
and
nearly
2
per
cent . of silver chloride.
The
lead bronze
statuettes
fr
om
the
same loca
lity
, as
from
else
where, cl
ear
ly
belong to
late
r
Greek
and Roma
n
periods. Such lead bronzes, of
the
coveted greenish
hu e,
dete
riora te quickly. Beads of
antimony
have
also
been di
scovered
at
Lac
hish
,
whilst
we Eu ro
peans
fancy t
hat
metallic
antimony
was
unknown
before
the
days of Basilius
Val
en tinu s, a
monk
who
li
ved ne
ar
Erfurt
about
1460.
Th
e paper suggests
many important
considerations.
That
th
ere
was,
in many
co
un
t r ies, a copper age
before the
bronze
age, is
evident.
I t
wo
uld
be
best,
perhaps,
t o dis
ca
rd
the
stone, br
onze,
and
ir
on
ages
of civilisa
tion
altogether. Th
ose ages have nothing
to
do
with
da tes, n or
can they
form a
ga
uge for the
civilisation
attained. Dr. Munro, president
of
the
Anthropological
Section
H , poi
nt
ed out th
at
a
copper age can
be proved
for
Nort
h
Ame
ri
ca
-
where
it may
still be said to
exist-Hungary,
Ir
e
land
,
and othe
r
countries;
Professor
Hild
e
br
and
, of
Stockho
lm,
finds
proofs of it all oyer
Scandinavia. But that copper age is probably only
a
phase
of the
ne
olit hic or
stone
age, as S
ir
J ohn
Evans
and Professor
B
oyd Dawk
ins
remark
ed.
Th
e
Indian
s of
North Am
erica
treated
a
nd
utilised
the nativ
e copper of
Lak
e S
up
e
ri
or
lik
e
sto
nes ;
it
was not
subje
c
ted to
m
et a
ll urgical processes.
Sir
H e
nry
R oscoe,
M.P., asked in
Section
B,
why an
iron age
did
not
precede.
That
may
not
be so ex
tr a
ordi
na r
y ;
the
o
rdinary ir
on ores
bear
not
a
tr
ace of metallic
appea
rance.
Th
e Egyptians did
kn ow
ir
on,
and
used it
to
a
certain
exte
nt.
The
very
name of th e me
tal
, however,
Pr
ofessor Sayee,
the
great Egyptologist, re
mark
ed , indicates
that
its
meteoric o
ri
g
in
was recognised.
Th
e
Egypt
ians
ca
lled
iron
ba n pe ,
t he Babylonians,
an-bar;
both
nam
es
mean heavenly
metal. H ow the
Egyptians
we
re
ab
le to work
their
granite
marvels
with
copper
and
bronze tools, is a mystery.
Pro
fessor Sayee possesses a
bron
ze chisel, or wedge, of
the
sixth
dynasty peri
od; the o
ne
e
nd
is flattened
out, hammered,
perhaps,
in some way ;
the ot
her
sha
rp and hard and
a lit
tl
e jagged. According to
Mr.
Sayee, t he
Egyptians
of
th
e eighteenth dyn
ast
y
did
know ti n. But
n
ei t
h
er the
Eg
yptian nor
the As s
yrian
language contains a
word that
can be
identified
with
tin,
whil
st
m
ost
metals, even
anti
mony, and, as just
menti
o
ned, ir
on, had the
ir
names.
s
to t he origin of t in, t he claims of
Great
Britain
were of course
put
for
th,
by Mr.
H.
Stopes.
Dr.
Gladston
e's
view that t h
ere are,
or were,
ti
n
mines somewhere
in
Abyssinia, sou
nd
s much mo
re
feas ible;
in any
case, we
need
on
ly
go
to
Asia
Minor
to find
ti
n.
Mr. 'f h
omas
Turn
er, of Mason
Co
ll
ege,
Birmin
gham, gave
in Secti
on B some ve
ry
interesting notes about the histo
ry
of iron a
nd
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Nov. 3 r893 .]
bronze. The British l\1useum posses
se
s an iron
axe
h
ea
d of
1370
:e. . t he oldest authenticated iron
implement known, but a piece of was in
an air
pa
ssaae
of
the Great
Pyram1d,
wh1
ch
may
have been
thero
s
in
ce 3700
B. O.
A bronze cylinder
of 3223 n c. is the oldest Lronze
in
th e British
Mu
seu m. The
Chinese
st
ill
h
arden
copper with
ir
on, as the Hindoos used to do.
NAT I
VE
I
RON MAN
OF.A.CTURE
IN
B
ENGA
l .
This pap er, by M essrs. Harris and Th. Turner,
is a lso of
so
me
what hi
stor
ical
charact er.
I t
d
ea
ls
with
the
past
and the
prese n
t,
and,
in a
smuch as
the
main paper . was r eserved for the m
and
S t ~ e
In
st
itute. w1 th th e
fu
ture.
Mr. Harr1
s ha s stud1ed
th e native
ir
on
in
du s
try in
Bengal, where they
employ
furn
aces and hand -
blowing
apparatus
similar to th ose which
Dr.
P ercy illustrated
in
hi s
' ' Metallurgy. The furnace is made of clay from the
w
hite ant hills
; in these, weathered
ma
gnetite is
reduced by means of charcoal without a. flux.
Th
ese furnaces were also known to t he Egyptians
of
the
sixth
ce
ntu
ry.
Mr. Turner
exhibited
several
remarkably
fi
ne specimens : an
ir
on pu rer , perh aps,
th
an
England can supply, with 99.95
per
cen
t. of
ir
on and .015 of ph ospho
ru
s.
Th
e
primi
tive
pl ant
can turn out a bloom of 3 cw t. in less t han three
hours.
Th
e hot
bloom
is cut ,
hammer
ed , reheated,
and hammered again.
I
NTER
NA'riONAL STANDARD FOR THE A
NA
LYSIS
OF
IR
ON
AND
STEEL.
Mr .
Th
o
ma
s Turner is th e secretary of this com
mittee,
and
au tho r of thi s fifth report.
Th
e
work
of the British
members
was completed last year
a
lr
ead y. The
American
m embers ar
e,
ho
wever
,
scatt ered over so vast a territo
ry
ths.t
the fi nal
meeting
had
not taken
place
ye t. Professor Langley
has sent an ad vance r
eport
of t he analyses, which
was to be revised at Chicago. We append th e mean
results
of t he
an a
ly
ses
of t he Am erican Co
mm i
ttee
(I. ) and t he Br itish Co
mmittee
(If . )
Sta
ndard .
C<l
rbon
• •
• •
••
Silicon
• •
• •
-
Sulphur
••
• •
•
•
Phosphorus
•
•
• •
B n g o n e s e
• •
• •
S t : ~ . n d B r d
arbon . • . . . .
Sili
co
n • • .. ..
Sulphur, not more t han
Phosphorus . . . .
~ n g n e s e
. • . .
I.
No.
I
• •
l .HO
• •
.270
• •
.001
• •
.016
• •
.254
IT.
No. 1.
. .
1.414
. . .263
..
.006
. - .018
•. .259
No. 2. No. 3. No. 4.
.80 .454
.180
.
202
.1 52
.015
.004
.004 .038
.010
I
.015 .088
.124 .140 .098
No. 2. No. 3.
INo.
4.
I tG
.19l
I
007
.014
.Ul
.4i6
.14
1
.003
1121
.145
.151
.008
.039
.078
.1
30
E N G I N E E R I N G.
with t
iny
crystals of cyano-nitride
of
titanium and
other t it
anium
compounds,
and
th
at such mi
tes can
be analysed , co
llected,
and
coun ted, or at leas t es ti
mated.
Th e method of procedure i J in i
tself
inter
es t
ing. Titanium has long been kn own to be
pr e
sent
in many pig irons and
in
certain blast fur
n
ace
alloys. Mr. H 0
gg
has experimen
ted
with
f
er
ro-ma11ganese from
Eng
l
and
and Wales .
In
al l
cases
except
one·- this be
ing
an iron with only 11
pe
r
cent.
of
ma
ng
an
ese , the
ot
hers co n taining 60, 70,
80, and more per c
en t
.- he found crystals in abun
dan
ce
.
Fifty
gra
mm
es
of
the
m
eta
l
ar
e
disso
l ved,
un
de
r constant coo
lin
g,
in
dilute ni t ric acid of
1 2
specific
grav
ity ; af ter settl
ing,
t he sedim en t con
tains
nitro-carb ons and t itan
ium comp
o
un d
s ;
it
is
filtered off, as only t he large r crystals se parate
spontaneous
ly,
dr ie
d,
ru bbed in a mortar, and
poured in to a
la r
ge porcelain
ba
sin for e
lutria
tion,
which was accomplished
under
r ocking, settling,
and by sucking off the
wa t
er by m
eans of
a
pipette.
Th
e crystals,
coppe
r -coloured or of gold en hue, can
finall y be taken up with a moist br ush.
On
the
mi
cr oscopic glass th ey look lik e a t
hin
pa tch of go
ld
paint. Th e crystals are very beautiful, cubic
and
octahe
dr i
c fo
rm
s
prevailin
g , cur iously
combi
n
ed
often to a sor t of star equally d eve loped along
the th ree axes, and rese mbling , owing to pe r
spective
,
an
i
cosa
h
ed
ron .
Th
ey cont
ain
a li t tle
ir
on and may be magnetic
--s
ufficiently so to pick
them up - ow ing to t
hi
s fac
t.
Boiling with
hydr
ochloric acid does not remove all
the ir
on.
Th
e c
rystal
s
ar
e
ab
o
ut
rdGo
in.
in
di
ameter,
some
several t h
ousa
ndths, the great
nu
mber con
siderably
less .
One
millig
ramm
e was
sp
r ead out
up on a stage microm eter , and the individuals
were
counted. Th ere wo
uld
be about 600,000 cryst als
in a cubic inch of f
er
ro-man
ga
nese, perhaps fewer ,
often
tw
ice a
nd
three times as many .
Th i
s n umber
was chec
ked by
we igh t test, the whole coll
ection
weighing
about
.04 gramme.
The
percentage of
titanium
in fer ro-ma.ngan
ese
varied be
tw
een .03 and
.07 per cen t .
Our know
ledge of the
structu
re of
iron is yet so im pe
rf
ect that
communication
s of this
ty p
e deserve
the
greatest
atte
n
tion.
FLUORINE.
The Dem
o
nstra
t ion of
th
e
Preparation and
Properties of Fluorine by Moissan s
Meth
o
d,
by
Mr. Moissan s ass is tant, Dr.
lVIes
lans,
was
the
popular eve n t of
the pr
oceedings . Some years ago
Mr
. M oi
ss
an
isol
ated
fluorine,
whi
ch
so
far
had
baffled
all attempts
at sepa
rati
on ,
and in
a
measur
e
remained a hy po th
et
ical element.
Dr. Th
o
rpe,
of
South
Kensington,
failed
in the r ep
etit
ion of th
ese
expe
ri me
nts, whi
ch were do
ub
te d by
some
chem is
ts
At
the r eq uest
of
Professor
Em
erson
Reyn
olds,
l
VIr. M o
issan,
r
egret
ti ng
hi
s inability
to
come
himse
lf
, sen t over his assistant with th e full
plant,
- -
which
was exhibited. Mr. M eslans contented
him-
Th e final reports from
Sweden
were n
ot
yet at se
lf
with d emonst ra t
in
g, making brief r em a
rks in
hand
eithe
r. According to a communication by French, and conv e rted all doubters,
if
any
wer e
Pr ofessor Akerman, t he re is very
good
ag
reem
ent preAent, in
to
enthu
siastic
be
lievers.
Flu or
-spa
r is
with the
Br i
ti sh analyses.
Standard
5 has been deco
mp
osed
in
a platinum r etor t by means of sul
hermetically sealed up in glass tub es, like the phuric acid, and the anhydrous hydrofiuori c
acid,
othe
r
four
st andards . The
analysis
has, however,
dried
and
purified, brou
g
ht into
a U -
tu b
e
for
el
ec t
ro
been postponed until the method of an alys is is lytical decomposit ion. The vessels
and tu b
es ar e
finally settled by the various committees. of platinum, t he st o
ppers
of flu or -spar.
Th
e
As
rep
or
ts
of this kind
are not di
sc ussed, Dr. hydrofiuor ic acid is
an
in sulato r,
and
r esisted
Rid
eal and Dr. Gladstone thanked th e committee all electro
lyti
cal attacks un t il Fre
my
suggested
for
the
gr
eat
t ro
uble
t
hey
take
in
t
his most
impor-
the
addition
of
a
fifth of fluo
ri de
of
p
otas-
tant work. si um .
Th
e U
-t
u
be
stood
in
a cooling vessel of
NITRIDE OF I RON. about a qu ar t capacity, containing condensed
Mr .
G.
J .
Fow
ler,
of Manchester,
confirmed Mr. methyl
chloride, which
r
ed
uces the te
mp
erature
to
Stahlschmid t's research on iron ni tr ide. I ron is - 23 deg. Cent. As soon as t he c
ur rent
of 70 volts
reduced from the hy
dr a
te by means of hyd roge n, and 25 amper
es was
turned on , minor ex plosions
and h
ea
ted a l
ittle
above the mel ting po
int
of l
ea
d were heard,
and fum
es b ega.n to issue fr
om
t he fine
in a cu
rrent
of ammon ia gas. Th e air
has
to
be
care - platinum tube through which th e fluori ne was to
fully exc
luded all
the
time.
The r es
ulting
product
escape
in to the air. I t
did so
; and, although
it
is a grey powder, less blu ish than
ir
on
redu
ced d id n
ot
appear so vicious as it has been desc ribed,
from the hyd ra te, gri tty and slightly magnet ic. soon set the crowded audience coughing a
nd
long
For analysis it is dissolved in hydroc
hl
oric a
cid,
ing for fr
es
h air. No body was any the worse for it ,
evaporated with platinum chlo
rid
e,
and
th e however. As the fluorine at once deco mp oses, with
ammonium
-pla
t inum
ch
loride is weighe
d.
The the moisture
in
the air,
in t
o
hydroflu
oric acid and
percen tage of
nitr
ogen depends up on
the
le
ngth
of ozone, these two
substances
were
practically
what
exposure t o am monia,
but
d oes not ri
se
above was sm elt
and
f
elt
; ammonia was passed round
11.1
pe
r cent. There is th e refore o
nly
on e iron instead of ea u de Cologne. The experimen t had to
ni tride.
The
suhs
tance may be
obtained also,
but
be
temp
orarily
in t
e
rrup
ted a
ft
er some minutes, as
less pure, by heating iron amalgam or ferrous the st ock of methyl ch loride g
ave
out; 1t'Ir. Meslans
chloride or
br
o
mide
in
ammonia.
had
b
ee
n
expe
ri m
e
nting the
d
ay
pr
eviou
s.
Th
e
CYAN
O-
NITRIDE OF l'IT.AN IUM IN F ERRO-
MANOAISESE
.
This paper, by Mr. T . W . H ogg , treats of a
similar compound, but h
as
a much
wid
er in te
re
s t.
I t sh
ows
that
ferr o-m
anganese
is si mply s
warming
low
temperature
is n ecessary on
ac
count of
the
high volatility of the
hydrofluoric acid
. As,
how
eve
r, some of the potassium salt, carr i
ed over
by
the
violence of the reac tion, stops
up
t he d is
charge tube, which is th e size
of
a clay pipe stem,
Dr.
Me slans was constantly applying h is
Buns
en
533
to
he at t he t ub e. I od ine
at
once combined
wi
th
the fl uorine un
der
ex plosion ;
sulphur
b u r n ~ d with
its well-known blue flame; phosphorus as 1n oxy
ge
n ; silicon and
bo
ron glow
ed
like
burnin
g coal;
car
bon itself would not catch fire. I t does so
un d
er
proper conditions. On th e mot ion of Si r H enry
Roscoe the
thanks
of the
Associat ion
we
re
con
veyed to
Mr
. 1 oissan
hy
w
ir
e. Dr. Thorpe
that Mr.
Moiss
an had
been
ki nd enough
to
exa.mt ne
h is apparatus , which he had sent ov
er
to
Paris ;
bu t
t h
at
he, however, had not been ab le yet to repeat the
expe
rim
ent.
On
the r
equest of
the Pres
ident,
he
gave a summa
ry
of the prope rt ies of the now
fai
.rly
settled r
efrac
to
ry
element. I t attacks
- e ven
the
platinum-iridium electrodes . As
to
1 s
appearan ce, even M oissan can hardly speak, as
It
cannot
be brought in
to
tr ansparent
vessels,
and
fu
mes
so badly. I t seems to be a
greenish-
yellowish
gas, like
chlorin
e. Its atomic wei gh t M o ~ s s a n ~ a s
dt termined
by
filling
two
exactly equal pl
at
mum_Jars
with
nitrogen , a
nd
r
ep
lacing
in
the one
the nltro
ae
n by fi uori ne ; s
ince
the at o
mic
weigh ts of
~ i t r o g e n
(14)
a
nd
f i u o ~
do
not
diff
er
however, this d etermmat10n IS
not
very r ehable.
Mr. M eslans al
so
ex
hibited ono
of :1\foisl:lan s
la
test
pr odu cts, uranium carbide
obtain ed
iu his ~ e o -
tr ical
furn
ace. is a dull bl
ack
ish mass, whiCh,
when
s
ha ke
n in t h ~ stoppered bo
ttle,
sparks m ost
en ergetical ly; th e carbide, or its combustion
pr
o
duct, h
as
a peculiar sme 1
H A
LOID
S ;
LI GHT AND
THE
HvnRA
CI
DS
OF H ALOGENS .
Dr. A . Richardson, of Clifton, r epor ted t
hat
the
time
of exposu r
e ne
cessary
to start the d ecomp osi
tion
of
gas eous hydroge
n c
hl
o
ride
, or of aqueous
solutions of t he acid under
the
influence of light
in the presence of
oxyge
n, vari
es
considerably.
Th
e
nature
of the glass
and
the time of
contact
betw
een glass and acid is of influence.
P ENDULUM ACTINOMETER.
Dr. Richa.rdson and Mr. Quick exhibited a
modified
form of
Bu nse
n and R o
scoe
's pendulum
actinomet er. The apparatus exposes a strip of
sensitised paper to the lig
ht
for comparat
ive
tests
with st a
ndard
strips ; a cloc
kw
or k
ope
ns a s
hutter
periodically. After d escrib ing this ac tinomet er,
Dr.
Rich
ardson sh owed a mu ch-con
tested
experi
ment ab out which
the
section did n
ot
come to any
ag
r
eemen
t,
t hough
Sir
Henry
R oscoe
granted
tha(i
Dr . Ric
hardso
n had su
cceeded
where he had faile
d.
Tu bes
fi
lled with ch lorine and
br
omine, shut off
by
mercury
and
sulphuric acid gas, are illuminated by
magnesium light, wh en
there
is
an
immediate ex
pansion-du e,
sa
ys Dr. Richardson, to
acti
nic rays,
or, as
as
se
r ted
by Profeseor Di xon and
others,
to
h
eat
rays simply afte r all. The only way of
settling
the knotty point will be by continued,
mo
st car efu l
expe
r iment s, which Dr. Ri chard s
on
is r eady
to
co
nd uct
.
THE I oD IN E VA LUE oF SuNLIGHT IN THE
HIGH
A LPS.
During the
wint
er months, whic
h, ow
ing to
weak hea lt h,
Dr
. Ri deal had to spe
nd in
tho En ga
dine,
he conducted a
se
ri
es
of observations on the
io
din
e value of the A
lp
ine
air, ca
refully fo
ll
o wing
the inst ru ctions laid dow n by
the Air
An alysis
Co
mmitt
ee of
Manchest
e
r.
St.
Mo
ri t
z,
wher
e
he
st ayed, is 7000 ft .
ab
ove sea leYel, enjoys a clea r,
remark ab ly
dry
at mosphere, but is n
ot
particularly
ap pro
priate for
such tests, as
i t
is hemmed in so that
M a n c h
e ~ t e r with its d l.y of 8.3 ho
urs in
January,
sh ould get almost half as mu ch again of daylight as
th
is Alpine r
eso
r t . Th e iod ine average
for
the
nineteen
brightest
days
in January
was 9.34 milli
gramm
es
of iodine per ho
ur
per 100 cubic cent i
metrell, th e m
aximum and
minimum being 13.6
and
5.7. The daily average
in
Ma nchester is 4.
5,
that
is, eq
uival
e
nt
t o half a.n hour at St. M o
ritz
. V ery
few observations of
this
kind
ar
e exta
nt
. Dr.
Rideal is no doubt correct
in
ascribing a good deal
of the hyg
ienic
value of th ese m ountain hea
l th
resorts to t he co
mp
aratively large
amount
of sun
light up on wh ich one
may
coun t t her e.
AcTI
ON
o-r LI
CHT
uPoN D YED CoLouRs .
This
committee,
of
whic
h
Pr
ofessor
Hummel
is
sec retary, has undertaken a very
lab
orious
and
tedious task, to determine by experiment th e
r e ~
lative
fastness to
li
ght
of patte rns of silk, cotton
,
and wool,
dyed
with 2
pe
r cent. of the a
rt i
fic ial
commercial colouring matte
rs,
and to the same
d
ep t
h wi th
natural
c0louring
Th
ey were
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534
in
the
country at Adel, 5 n1iles no
rth
of
eds, in
Mr.
J ames A. Hirst's g
arden,
the patterns
eing
pinned
on deal board s, covered with white
o,
and
fixed vertically in glaz
ed
wooden cases,
air, after being filtered th rough cotton woo l,
fr
eely. E ve
ry
pattern was divided
in t
o
pieces. One of th ese was
pr
otected , th e
ot
he
rs
posed for different periods. The shortest
fading period was
about
three weeks, May and
1892 ;
at
the end of the first
period
the
were removed and new standards again
wi th the piece un
til
fad ing
to th
e
sa
me
nt had resulted. The fourth and fifth
osed for a
length
of
tw
o or
thre
e fading
ods, so
that the
fifth
set
mig
ht
hav e a.n expo
re of one year. This
method
was
ad
opted in
to be able to expose in different years, as it is
ossible
to
deal with a whole
set
simultaneously.
report, a pamphlet of eight pages, contains
a gr
eat
deal of in
te
r
es t
. The colours a
re
ered according to the Tabellarische Uebe
r-
der Kiinstlichen Organischen Fa rbstoffe,
Sc
hu l
tz and J ulius.
The
eosins
and
allied
o
urs
are the most fugiti ve ; th e meth oxy gro
up
ases the fa
st
ness of the
paler
tint sur viving
a few weeks. All basic reds, including ma
ntas, are fugitive, ;
the
azo reds, and, more st ill,
seconda
ry
diazo compounds,
are
fast . Madder,
ineal, kermes, alita rin , and some chromotropes,
R and 2 B, belong to
the
exceedingly lim ited
er of very fast reds
; the Co
ngo reds
ha
ve not
been tr ied yet.
To be
co
ntinued.
ENGINEERING
CONGRESS
AT
CHICAGO.
BY ou R
NEw YoRK
C
oRRESPONDEN
T.
Continued from page 4 74. )
' ' THE Vibra t ion of Steamers, by
Otto
Schlick,
f
Hamburg,
was
the
next paper. He said it was
phen
omenon of which formerly but li
tt
le noti
ce
ad been taken.
Th
e writer wishes to differ right
ere. Eviden tly
the
author is a good sailor, or he
have been compelled to notice it, and to
by demonst r
at
ion that he had not iced it.
Th
e most
important
forces
are
:
The
thrust of
propeller in drivin g the vessel forward ;
the
st i
ng couple exerted by the engin
es;
the twist
e of the
prop
eller ; t
he
centrifugal force
the ro
ta
t ing masses, if the ce
ntr
e of graYity is
ot in
the
line of axis
;
the inertia of
the re
cipro
especially
the
pi
sto
n, the piston-rod,
connecting-rod. Of all
the
forces ment ioned,
last is of greatest impo
rt
ance in causing
ons.
The
tim e of a complete vibrat ion
dep
ends :
1. On
the
mass of the par ts of a ship which alter
heir location in the change of form .
2.
On
th
e in tens
it
y of th e force with which the
of th e ship tends to resume its original form,
.e , on the elasticity.
He
then
considered
the
vibrations extending over
entire hull, and divided
them
thus :
1 Th
ose undulations which
pr
oduce a vertical
ress in
the
central longitudinal plane.
2. Those which correspo
nd
to a tors ional st ress
the
lon
gi t
udinal
ax
is, whe
reby
t he p lanes of
the
rames have a rolling
11
m
ot
ion im
them.
The author illustrated the effect of th ese vibra
by means of diagrams. H e desc
rib
ed an
inv ented by
hi
m for measuring vertical
ons, and detailed, in conclusion, a number
f experiments he had made with t he German gun
oat Meteor. I le also stated that the period of
could be influenced by a careful distribu
on of
the
weights
on
board, and further, in
twi
n
rew ships, by the rat io of the number of rev o
lu
of
the
engines. If these could be made the
, a
nd the
piston of one engine be made to move
a direction opposite to that of th e oth er, the vibra
ons would almo
st
disappear. R e considered fu r
er exp
er
ime
nt
s were necessary
to
d
ete
rmine
the
ost practicable nu mber of revolu tions of the
s, having
th
e question of vi
br
ations in view.
is paper received much discussion, and in the
urse of it Dr.
Elgar
stated t hat when
the
length
f a ship was more t
han
twelve tim es her dept
h,
was sure to be
mu
ch vibration. Th is paper
eceived a most thorough discussion
at
the hands of
various expe
rt
s,
and
i
ts
distinguished
au t
hor
eceived many compliments from all present for the
E N
G
I N E E R I N G.
[N ov .
3,
I 89
3·
EMBOSSING
PRESS
AT THE COLUMBIAN EXPOSITION.
CONSTRUCTED BY THE E. W.
BLI
S
I P A N Y
D R O O K L Y ~ N.Y.
For Description, see Page 536.)
Fig.
1
0
-
-
..
-
-·
•
/
/
/
2 010
Fig.
2.
·
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E N G I N E E R I N
G.
5 5
S
TEAM STEERING GEAR
OF THE ROYAL
MAIL STEAMER NILE.
O N S T R U T ~ D
BY SRS.
NAPIER
BROTHERS, LIMJTED, GLASGOW.
Fo · ~ c t i p t i o n
s
Page
537.)
•
•
• •
•
-
•••
·
• •'
..
.
•
-
able
and exhaustive
manner in
which
he presented
it.
"
\ elded Seams
in
Plates was presented
by
Mr.
Warren E. Hill, the
vice-pres
ident
of
the
Continental
Iron Work
s of
New York
.
This gentle
man is
one
of
the
foremo
st in his
profession,
and
his works
are
among
the best in the
country
.
Th
e
first monitor was
from thei
r place,
and Mr. Row and,
the president,
has been h
onoured time and
again
by
the
various soc
ieties
of which he is a mem her.
Mr.
Hill's
paper was full of interest,
and
received
marked
attenti
o
n,
as it deserTed to.
The paper commenced
with
a description of plate
welding as practised twenty-five years ago,
in
which
a V-shap
ed
piece
waCJ
in
te
rp
osed
between the
sides,
and plates
by
this
methf>d
withstood
tests
of 450
lb
.
to
the
square
inch.
Re servoirs to store ca
rb
olic acid
gas so welded withstood 1800 lb.
Mr. Hill then
continued as follows :
The best
plate-welding
work known to
the
writer is done by a machine of the corn
bined
roller
and hydraulic type,
embodying
an
unyielding
anvil roller which is on one side of
the
seam,
and
a movable roller which is
applied
to the
other
side,
and
which is
pressed
to its
work by
hydraulic
power of unvaryin g
pressure.
' 'Thi
s machine consists of two
vertically arranged
stakes or levers
strongly secur
ed
together at
their
base, one of which
supports
at
its upper
end
the
stationary inside anvil
roll, the face
of
which is
con vexed
to the
circle
of the cylinder
to
be worked
;
and this
stake also serves
as
the
guide
of a cylinder
carrying
table
that
is vertically ope
r
ated by
hy
draulic power. The
other or outer stake carries
at
its
upper
end
,
and opposite the
anvil roll, a
la t
erally
working slide block,
in
which
is
mounted the
outer
or movable roll,
which has
its face concaved to the
circle of
the cylinder to
be
welded,
and is in the
axial
plane
of
the anvil roller. The heating
fur
naces
are mounted on top of the stakes just above
t
he
welding rolls,
the
o
uter furnace being adjustable
to and
from
the other, both being in the same
wo
rkin
g plane.
' 'The cylinder to be
we
lded
is
lifted over the inner
stake
and properly clamped
at
it
s
lower end to the
table,
the
seam
parts being in the vertical line
•
between
the
furnaces
and
welding rolls.
The
gas
furnaces are now
turned
on to
heat
that
portion
of
the seam
l
ocated between
them,
and
utilising an
e
ssential ad
vantage
in
the use
of gas furnaces,
an
intense
jet is directed
u
pon
the scarfed
edges to
bring them to proper
welding
temperature,
while a
diffus
ive
flame is applied
to the parts adjacent
to
the
edges,
in order
that
the heat
may
properly
graduate
to the cold
parts,
so
as
to prevent any
injury
to t
he structur
e of
the metal,
as would
occur
by
a
too
distinct
line between the heat
ed
edges
and
the cold parts. Having brought
the
scarfed
edges to the desi
red
temperature,
the
outer
welding roll is moved
und er
suitable
pressure
to contact with
the
seam
or
cylinder, which is
forced
against the
anvil roll :
the
cy
linder table
is
then reciprocated vertica
lly,
and the
heated parts
passed
between the
rolls two
or three
times,
and
a
weld completed of 6 in. to 8 in.
in
len
gth
.
The
welding
roll is
then r e l ~ a s e d fr
om contact,
th
e
cylinder moved
so
that
the portion
of
the
scarf
or
seam
next the weld is brought
between the
fur
naces for
heating, and
so on, until
the
seam is
finished. \Vi th
such
apparatus a w
eld
is produced
that has been subjected
in
every part
to
an
equally
distributed
pressure.
A
great
number
of welded boilers of various
sizes,
known
as ' dige
sters ,' and used
for reduc
ing wood
to pulp
for
the manufacture
of
paper
,
have
been made
at
these
works,
and are
now suc
cessfu
lly
operated.
Many
of
them are 7ft. in internal
diameter
and
30
ft.
all
over in length
. The
limit
of
width and
length in which
steel plates can be
made
at the
plate-rolling
mills n e ~ e s s i t a t e s making
these
vessels from
severa
l pieces.
In
describing
these boilers, the welds in the
circumfe
rential
seams
are known by
the
shop
technically
as
' cross
welds. '
Th
ese
boilers
in
the
cylindrical
parts
are
made
up
of three
courses,
the plates being
in.
thick.
The
heads
are
in. thick,
'bumped
1
in
a
hydraulic
press to a
depth
of 15
in., and are
Banged
6 in.
deep on the periphery. Before
rolling
the
plates
to fo
rm the
cylindrical
portion
of
the
digester,
the
y
are
bevelled
in
a
planer, thu
s form
ing the
scarfs.
The head
s
when
flanged
are
bevelled on a table
lathe
or
boring
mill. After
•
-
welding
the
cylinders
in
t.
he
vertical welding
machine before described, they are clamped to
gether and
the
cross weld
made
by hand. These
digesters when
in
use at the paper-mills are set
vertically,
and
have heavy
ring
s we
ld
ed
in
the top
head to form
the
hole
th
rough which
the
wood is
passed to
the interior
of
the
bo
il
er,
and
the
lower
heads also have
ring
s welded
in
to form
an outlet
for
the pulp after treatment
.
The
ope
ration
of
producing
the pulp
is
carried
on for
about
four
hours,
during
which
time the p r ~ s s u r e maintained
is 125 lb.
to the
inch. Of
cour
se, while blowing
out
the product and r efilling
the
boiler with wood
c
hips the
temperature is greatly reduced.
The
se
repeated
operations cause
great stra
ins
on the
vessels
by
the
action of expansion
and
contraction,
which would soon cause a riveted boiler
to leak
at
the rivets
and
caulking. These boilers,
after the
completion of welding,
are annealed in
a
proper
annealing furnace,
and afterward are
sub
jechd to
a hydraulic
pressure
of l 90
lb
.
to
the squa
re
inch.,
The author
then
described
the
process of making
co
rrugated
furnaces. The
plate
from which a fur
nace
is
mad e is scarfed at it s edges,
then
rolled
and
welded
into
a
cylinder
whose
diameter
is equal
to
the
mean diameter
of
the
furnace
afte
r corrugating.
The
welded
cylinder
is
then put in
a vertical
gas
furnace,
and
submitted
to an even
heat,
from
which
it
is
transferred to
a vertical corrugating
machine,
the corrugating
spools of
the outer
roll of
which mesh with,
and are
fed horizontally
into,
those
of
the inn
er
corrugating
roll. After
the
cylinder
has
been
submitted to the action of these rolls for
two or three
minutes, the
corrugations
in
the
cylinder are co
mpletely
formed,
and,
by the law
governing
the
flow of metals,
the
corrugations,
not
withstanding
the apparent
st
r
etching
and
upsetting
of
the
metal,
have
an
even
thicknees.
After thua
corrugating the plain
cylinder,
the
circumference
of
the outer
corrugations is in. greater
than
wa
that of
the p l ~ L i n
cylinder,
w
bile
the inner
corruga
tions
are
of a circumference co
rresp
ondingly less ;
in other
words,
the material
has b
ee
n
stre t
ched
outwardly
this
distance and
compressed
or
upset
the
same
distance
inwardly, making a. total rang&
of elongation and compression of 9l in. During.
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such operation of corrugating, the weld is severely
worked
and tested
- in fact,
by
such a
test as
a
smith
wou
ld pu
t
to the
weld in a
bar by bending it
backward
and
forward
to test its
perfection. Al
though these
furnaces
are
all,
after
completion,
subjected to
an
internal
hydrostatic pressure test of
250
lb. to
the
squa
re
inch, not
one
in fifty ever
shows a pinhole. "
The
a
uthor presented a
t1ble of
tests made in
o ~ t o b e r 1891,
by the . a i r banks
Company, showing
that, although
s
ub jected to
tension 56, 000 lb.
to
57,000 lb ., no piece
br
oke
at the
weld, the elastic
limit
being from 36,000 lb.
to
39,000
lb
.
He
stated
that the limit of the diamet er of an iron
pipe
was
for
ma
ny
years 12
in
. ,
but
now
the
Continental
Iron Works
freq
uen t
ly
mad e boilers
and other
vessels 7 ft. or 8 ft . in
diameter and
30 ft.
to
33 ft .
in le
ngth,
and that the on
ly limit
s were the ability
of the rail ways
to transport,
the size of the
appa
ra
t us producing the weld, and the ove
ns
in which
t
he
vessels
were
annealed.
He
closed
with
the
prediction
that
before long all
the boiler
shells
in
ocean steamers would
be
made
by
th is
pr
ocess,
and
riveting dispensed with.
Following
this
came
'' The
Screw
Propeller, by
S. W.
Barnaby.
This dealt exclusively with the
investigatio
ns
made
in
England,
and
laid
down
the
fo
ll
owing conditions :
1.
Each
screw must
be tried at
a
number
of
sl
ip
rati
os.
2. The velocity of feed must
be
capable of accu
rate measurement
.
3.
The
power
expended
in
driving
the
screw
must
be
measured,
and i t must
be the power given o
ut
by the
shaft,
and not
complicated with engine fri
c
tion, which is
an unkn
own
quantity.
He then discussed various fo
rms of
screws
and
und
er varied circumstances, dra.wing in concl-usion
the
following res
ul
ts :
a)
That there
is a definite
amount
of real slip
at
which, and
at
which only, maximu m efficiency can
be
o
btained
with a screw of
any
given type, and
that this
amount
varies with t he pi tch ra tio. The
slip ra tio
proper to
a given ratio of pitch
to diameter
has been discovered
and tabulated
for a screw of a
standard
type.
(b)
That screws of large
pitch
ratio, besides
being less efficient
in
themselves,
add
to the resist
ance of th e
hull
by an
amount
bearing some propor
tion to
their distance from it, and
to
the amount
of r
otat
ion
left in the
race.
" (c) That the
best pitch ratio
lies probably be
tween 1.1
and
1.5.
" (d) That the fuller the lines of
the
vessel, the
less the
pitch
ratio should be.
(e) That coarse-pitched screws should be placed
furth
er from
the stern than
fine-pi
tched
ones.
"
(f) That apparent
negative slip is a
natural
result
of abnormal proportions of propellers ; that it
can probab
ly
be produced in any vessel by a su
it
able
selection of
diameter,
pitch, and revolutions, but
will always be accompanied by waste
of
pow
er
.
That it is broug
ht
abo
ut by
two conditions
in
com
bination,
neither
of which would be sufficient of
itself to produce it : first, the existence of a fric
tional wake ; second, the fact that a screw blade
ismisses the
water
at a
higher
speed than
its
own
s meas
ur
ed
by
pitch
and
revolutions ;
that, in
ho
rt,
the slip of
the
w
ate
r is g
reat
er
than the
slip
the screw, so th
at there
may
be
sufficient real
in
the r 11 ce
to
enable it s backward m
omentum
o
be
equated to the forward momentum of the
and
yet
the apparent s
lip
of the screw may
a negative value.
(g) That
thr ee blades
are to be pref
erred for
-speed vessels,
but,
when the
diameter
is
restricted, four, or
even
more, may
be
geously employed.
(h) That an efficient fo:-m of blade is an ellipse
a min or axis
equa
l to
four-tenths the
majo r
•
(i)
That
the
pi b h vf wide-bladed screws should
ase from f o
rward
to
aft, but
a uniform
pitch
results when the blades are
a-:1d
that
the amount of the
pitch
variation
hould be a
functi
on of the width of the blade.
j)
Th
at
a considerable incl
ina
t ionof screw
shaft
vibra tion,
and
that with
right-handed
twin
turning outward
s, if
the shafts are
inclined
all,
it
should be upwards
and
o
utwa
rds
from
the
.
11
l{e ga,·e
in
an
append
ix various examples f
or
number
of revolutions,
othe
r
matters
in screws.
Thi
s
paper
was
ably
discussed by Messrs. Me
Far-
•
E N G I N E E R I N G.
•
[Nov. 3
I
893·
land and Kafer, Colonel Stevens,
Messrs.
James
Howden
of Glasgow, H.
B. Roelker, and Dr. EJga
r.
This paper
is
certainly one
of the
most
valuable
that has
been presented
to the Congress, and con
tains, in short space, the practical
rules
which
have
been deduced
from the
extended expe
riments of
Isherw
ood, Froude, Th ornycroft,
Y
arrow, and
others.
scat
te red throughout the sh
ip,
the a
ux
i
liary
steam
and exhaust
pi
pes
w
ould all be di
spen
sed with.
' 'The
converting of
the
water pressure in t
o
mec
hani
cal
motion
being accomplished
almost
with
out mechanism, no sk i
lled
attention is r
eq
ui red at
any of them.
' 'The flooding of any compartment would not
affect
the transmitting of
power
through the
fioo:led
compartment.
'The
R esista
nc
e
of Ships,
"
by Professor
Riehn,
of
Hanover,
Ge
rmany,
was a
subject
bristling with
mat
hema
tics, but co
ntaining
much
valuable and
interestin
g matter and information.
The
gen
era
l opinion was
that,
as
the paper had,
unfortunately ,
been
circulated but
very
recently
in
advance, a very valuable discussion could not
be
expected,
and
therefo
re
no
ne
was made.
Repair would be
redu
ced
to
a
fr
action of what
it now is.
Less lu
bricati
ng
material
would be re qu
ir
ed.
Aux
iliary
stea
m
engines
that
work inter
mitte
ntly
u
se
a good deal
of
cylinder
l ubrication,
which is
carried to
the auxi
liary conden
s
er, and
mu st
either he
filtered out or get into the boilers.
The saving of weight, on a very
moderate esti
mat
e, would
be
69,850 lb.
The
next two
papers
may be considered together;
they were:
' '
Rules
for Boiler Construction
of Various
Governments
and
Registration
Societies," written
by Nelson F oley, the manager of the
Hawthorn
Cuppy Company of Naples,
Italy, and
the
''
Go
vernment
In spection of
Merchant
Vessels
and
the
Infi uence
thereon
of
Registration Societies,,
by E.
Platt Stratton, chief e
ngine
er-surveyor
to
the
Record
of American and Foreign Shipping. Th ese
two
papers
are
of
entirely
different
characte
r,
that
of Mr.
Foley
being
strictly
technical,
and
discuss
ing the various
rules
for
strength. I t
is a most
valuable pap er ,
and
will
be
of the
greatest
\'a lue
to marine
engineers in the desig
ning
of
boilers.
Mr. Stratton,s paper
was less
te
chnical,
but brought
out an
animated
discussion, which was
pa
r ticipated
in by
some fifteen
or twenty
of the
ge
ntlemen pre
se
nt. The
fact was pretty
thoroughly
established that
there
is
great
dissatisfaction
with
the
rules
of the
stea
mb
oat
inspection service in
this
country,
la rgely
on
account of the fact that they
are not
sufficiently elastic to
pr
ovide
for
progress
in
marine engineering
and
shipbuilding.
The
form of
test-piece for boiler material was pretty well dis
cussed,
and
the present fo
rm
condemned. The
question of the factor of safety for
steam
boilers
was also discussed, and several eminent
gen
tlemen
expressed
the
idea
that the
proposition in the Frye
Bill, of
about
a
year
ago, to have a factor of 6, was
not
desirable, as a lower factor would be entirel'Y
satisfactory.
This
idea, however, was combated
very strongly by other
gentlemen
who had given
the matter great
attention.
A very
interestin
g
paper
succeeded
the
fore
going,
entitled
: Auxiliary
Machinery
of
Naval
Vessels,
11
by
Geo. Vv Dickie, manager of the
Union
Iron
Works
of
San
Francisco, from which
works
the
United States
Government
has just
received five
additions to
the warships. He clas
sified
the subject under
two heads :
' 'Fi rst,
those
that perform du
t ies
dependent upon
the
running
of
the
main engines, and which have
become detached machines,
through
a process of
evolution in design
to
meet some of the difficulties
of higher pressures and
higher
speed.
' 'Under the
second
head
we would place all the
auxiliaries whose
functi
ons
are in
no way depen
dent on the operation of the
main
propelling
engines. ,,
Unde
r the first
head
he considered conde
ns
ere,
air
pumps, circulating pumps, auxiliary condensers,
and
the feed s
yst
.em.
Under the head of aux
ili aries
notd.ependent
on running
of
the
main engines,
he
constdered
the
dratnage system, fire ser vice,
and
the
blower engines. He then considered the aux iliar ies
not driv
en
by steam, and reco
mmended
hyd raulic
pressure, obtained from Pelton
water
-wheels
operated
by
jets
of
water at
600 1
. pressure pe;
square
inch,
for ope
r
ating
the t
ur
rets, the blower
engines, the reversing gear,
dyn
amos, anchor gear
windlass, winches,
boat
cranes, ca.pstans, and
ing gear. He next dealt with the
hydr
auli c power
necessary for t his, and fixed it at two
sets
of
pump
ing en
gi
nes
delivering
386 cubic
feet of water per
minute, and
concluded
this admirab
le
paper as
fo
ll
ows :
'• To sum up,
what
have we gained by this
me
thod
of converting the
steam
into
water pressure
and
distributing it
to the
var
ious
a u x i
r i e ~
throughout the
vessel ?
W e have concen
trated the production of th
is
power, placed
it
in
<t
ce
nt r
al position
directly under
the c ~ 1 . r e :l
nd
supervision of
the
engineer officers.
., In
th o
centra
l
compartment
would also he
placed the auxiliary conden
ser with its
circulating
and air
pump,
where
it
would condense
the
steam
from
the
engines ope
ra ting
t
he hydrau
lic
pumps.
"
There
being no auxiliary s team engines
But
most important of all is
the
fact that the
act ion
of
the
water on the wheels we propose to
use is absolu te
ly
certain,
and
n
ever failf:;,
while
the
absence of r eciprocating parts
renders
a
breakdown
hardly within th
e possibilities.
"
What
we propose, while
new
. on
board
war
ships, has
be
en developed through a
long
series of
exhaustive experiments into a very extended use
in
the
Pacific coast
States, wh
ere the principles in
volved
are thoroughly under
stood,
and where the
result
s to
be obtained
are matters
of
fact and
not
•
of
experiment.
'' When
we consider th e pond erous machines
hith
e
rto
u
se
d
for converting the power in
high
pressure
wat
er
into mechanical movements, it is
n
ot surprising
that
it
is a
revelation to many
well
informed engineers,
and
that
they
find it difficult
to comprehend
the marvellous results
obta
in
ed
from mec
hani
sm so
simple
as
compared with
the
older method. "
This
paper was accompanied by a
full
set of
illustrations,
and
received
marked and
t ho
ughtful
attention
and
di
scussio
n.
To becontinued.
)
BOILER
-END TURNING, BORING, AND
DRILLING MACHINE.
THE illustration on page 531 represents a special
tool constructed
by
Mes
srs. Rushworth and
Co.
'owerby Bridge, for Messrs.
Da,
·ey, Paxman, and Co.:
Co lchester , fer turning, boring, and drilling. The
m ~ c h i n e will admit a job 8 ft. 2 iu. in height, while the
he1ght from
the
top of chuck
to the und
erside of
~ h e s p
i n d ~ when
th
e.cross·s
li
de is in
the
top position,
1s 6ft. 4
w.
The mam bed and
the
two uprights or
stan.dards a ~ e very strong and massive, beil1g of pox
sect10n, w1th box bars, c. The cross-slide is
ar
ranged t o. rise and fa
ll by
worm gearing worked
from
b e l t ~ r t v e n
p ~ l l e y s at.
the
top of the
right
band
sta
ndard m
the
1llustrat10n. On this cross-slide
are two heads for drilling, arranged
to
rise and
fall .by power by wor m gear, as shown on
the
illus
tr
ation, to move
by
rack and pinion and by hand
wheel,
c. Th
e spindles are of steel, 3 in. diameter
and 10 in. range, ~ n d
are
perfectly balanced,
so
that
when the nuts, whlCh are. of gun-metal in two parts,
are
re
leased
by the
lever m front,
the
spindles return
quickly. The minimum distance from centre to centre
of holes which can be bored is 10 in. The drills can
be run separa tely
or
together, a steel c
lut
ch being
arranged ou each head carrying
the
drills, and worked
by
levers, as shown. On
the
same cross-slide is ar
ranged a tool box or turning
rest
f
or
turning
the
edge
of
the
fl.anged
flue or
the
top. There is also a turning
rest at
the
bottom, so
that
the top and bottom can be
turned
at the
same time. The chuck which grips the
f i l ~ e s
is 5 ft. in diameter, with five jaws, all connected
w1th .steel bevel _wheels, so that
th
e flue ring always
r e l ? a ~ n s c o n c e ~ t n c . The largest diameter the jaws will
g
np
1s
4
ft. 9 10.,
th
e smallest
2ft. On
the
underside
of this c.huck is a wormwheel for driving
the
chuck
for turnmg, and for dividing or pitching
out the
holes
from .20 to 140 ~ h . e dividing arrangement shown on
the
s1de. The dtv1dmg handle, the handle for moving
the chuck longitudinally, and
the
handle for
the
turn·
ing
rest
are close
to
gether, so that
the
workman has
not to move. The strong slid e which
the
chuck is a:rranged to move through
the
uprights by a
screw havmg a range of 6 ft. , 3 ft. on each side
of
drills,
so tha
t tub e holes in
the
portable boiler fire·
boxes can be bored in any part. The mitre and beYel
gear are a
ll
of steel. The driving mechanism is all at
the back on
the
right-hand side of the machine
out
of
the
way of
the
working.
The
weight is
17
ton
1
s.
300-
TON
EMBOSSING PRESS AT
THE
W0RLD,S
COLUMBIAN
EXPOSITION.
Tlf
E 300 . ton
e m b o s s
press illustra ted on page 534
was built
by
the E. ' \ . Bliss Company, Brooklyn,
N.
Y.,
and forms
part of
a la rge exhi
bit
of preEses
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NG , NOVEM
BER
3, 189:t
•
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EE
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LOCOMOTIVE
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•
shown by them at
the
Columbian Exposition. I t is
designed for embossing silver, gold, bronze, ~ n d
similar
metals
for the ~ a n u f a c t u r ~
of
~ e d a . l s coms,
silverware, &c. The mam
frame,
w.
wluch
the
work
ing slides and toggles are a r r a g e d 1s .a new feature.
It
is made of a solid wrought-Iron f o r g 1 0 ~ s
lotted
o ~ t
to receive
the
working parts. A
c a ~ t - 1 r o n
f r a ~ ~ 1s
bolted to
the back of this
for
c a . r r y m ~
t ~ e
dnyw g
shaft and clutch connect ions. The shde 1tself, and
the adjustable punch-bolder, are made ?f steel c ~ s t
ings,
with
tool-steel surfaces
to
bear a g a m
the d1_es.
The toggle
links
have hardened steel
be
anngs, . w h ~ c h
are
so
set th
at
they
can
be
easily
removed
for g n n ~ l D g
or repairing. The cylin
dr
ical seats between t ~ e
hnks
are
1 in. in diameter
and
7 in. long.
The
mam
shaft,
fr
om which the motion is transmitted to the toggles
d
f
1
cc t
I
by means of a heavy lever a.n a. power u man,
is 4
-
in. in diameter, and
ru n
s at lOO revolutions p ~ r
minute.
I t
is turned
and
sl
otted
out of. a ~ o ~ t d
forging.
Another
special f e a t u ~ e of
machme
1s 1 ~ s
direct action, and the manner m whiCh the mot10n 1s
co
mmunicated
to
the driving a . f t
f ~ o m
a. ve
ry
flywheel, 66 in. indiameter
by.
9 w1de, a
nd
we1ghmg
2500 lb.
This
is done
by
a fnct10n clu tch actuated by
a cam. When the
foot
is pressed
upon
the treadle
shown a.t
the
base of the machine, a s
pring
is released,
which causes
the
friction clutch to t
ake
hold of he
rim
bolted
to the flywheel. As soon
as one w o ~ k 1 g
stroke has
been completed, the
cam
J efore m e n t 1 ~ e d
releases
the
friction clutch, thus stoppmg operatiOn
of the press
a . u t o m a t i c ~ l l y By
means of th1s a . r r a . n g ~
ment all
internal gearmg 1s
avoided, and a
' ery
rap
td
action obtained. The
handwheel
at the stde of
t ~ e
press moves a wedge
f o ~
adjusting the. punch in
I
ts
vertical relation to the dtes,
thus
regula.tmg the pr e
s
sure upon
the
metal between .th e two. . In
~ i g .
1 a.
brake is shown which
operates
m conne ct10n with the
releasing cam, so a.s t o
~ t o . P
the
working pa
rts
of
the
machine as soon as the fnct10n clu tch has been
thrown
out
of contact
with the
rim. A
da
sh
pot
is used to
ease the ac ti
on
of the brake.
LOCOMOTIVE AT
THE
COLUMBIAN
EXPOSITION.
ON our two-page plate we commence
the
p u b l i i o n
of detail engravings of a
twel
ve-wheeled locomotive,
constructed at the Brooks Locomotive
Vorks,
Dunkirk,
New
York,
U.S.A., for t he Great Northern Railway,
and exhibited at
the
Chicago Exposition.
I t
has 20-in.
cylinders, 26 in. stroke, a
nd ~ 5 - i n .
dri':'ii?g wheels.
It
will be noticed
that
two pairs of
dn
vmg wheels are
flangeless thus
reducing
the rigid
whee
l base to
9.8 ft. working order, the weight on the drivers is
136
,000 lb. ,
and
on
the tru
ck 20,000
lb.,
or
156,000 lb.
in
all. The tender carries 4000 ga llons
of
water an'l
8 tons of
bituminous
coal.
In
a future issue ve shall
complete
the
illustrations
and
give further particulars.
N APIER'S STEAM STEERING GEAR.
W.E illustrate on page 535 the steam steering gear
constructed by Messrs . Napier Brothers, Limited, of
the vVindlass Engine ¥orks, Glasgow, for th e new
steamers
Nile
and Danube, of the Ro yal :Mail :steam
Packet
Company's South American fleet, described in
a recent issue (page 370
an t
e .
The
gear is arranged to
work dire
ct with
a double-threaded screw, or, if ex
pediency demands, it
may be
worked with c
hain and
barrel,
operated
by qu adrant. The change is easily
and quickly made, and eit her of the arrangements can
be worked by steam or hand. By a simple arrangement
of clutches,
the
mechanism is shifted from screw
to
chain
barrel
gear,
or
disconnected from steam to work
by hand. The cylinders are 10 in. in diameter, and
the stroke
is 10
in.,
the
st
eam pressure being
160 lb.
to
the
square inch. On trial on boa
rd the
N ile, the
gear worked from hard
over
to hard
over
in 28 seconds.
Everyt
hin
g is
mad
e to st and heavy strains, all
working
parts being of steel, the wheels being machine cut .
Th
e opera
ti n
g of
th
e valves of the steering engine from
the
bridge may,
of
course, be done in many ways ; in
the
Ni le and Danube,
Brown
's
telemotor
sys t
em
is
introduced.
EARLY AMERICAN LOCOMOTIVES AT THE
WORLD'S COLUMBIAN EXPOSITION.
a recent issue (see page 467 an te) we gave several
examples of
early American
practice in locomotives,
culled from the Transporta
tion
Building of the World 's
Columbian Exposition. iVe now publislt illustrations
(see page 542) of two more celebrated engines, varying
in date from 1831 to 1834. The "M i
ssissippi"
(Fig. 1)
w
as
built in England in 1834, and was in use
on
the
Nancbez and Hamburg Railroad in 1836-38. No record
seems t o be
obtainable as to the
wo
rk don
e
by this
engine,
but
in 1868
it
was removed from
Nan
chez
to
Vicksburg. I t
was
then
put
aside, and gradually
became buried in sand,
until
1878, when it was ex
humed and put
to
work again on
the
:Meridian, Brook
haven, and Nanchez road. On
this
seven-miles branch
train
up
to 1891.
The
" :Mississippi" weighed 14
,00
0
lh.,
E N G I N E E R I N G.
and had driving wheels 43 in. in a m e t e r ; th e
cylinders were in. in d iameter
by
16 m. stroke. .
'fhe "De vVitt Clinton "
Fig.
2)
was t h ~
tlurd
locomotive b u i l ~ in America for actual serviCe. I t
had two cylinders 5} in. in diameter by 16 in.
stroke
.
The
two axles were coupled,
th
e ~ h e e being
4ft. ~ i n .
in diameter , with turned and fimshed spokes, let mto
cast-iron bosses and rimn. The
boiler
was tubular,
with a drop furnace
and
two firedoors, one abo,·e
the
other.
The
tubes were of copper, 2 in.
in
di
ameter
by abou
t 6ft. in length. The
cylinders were inclined,
and the pumps
vertical,
the latter
be
ing
w o r k ~ d
by
bell
c
rank
.
Th
e
engine
wei
ghed about
3}
ton
s
without
water
and would
run
30 miles
an
hour on the level
with
three to
five
cars
and anthracite coal.
The "De Witt
Clinton
"
was
contracted for at the
\Vest
Point
Foundry by John B. J ervis, shortly af ter
the
completion of the "Best
Fr i
end " a n ~ t h ~ ' V
Point
'' in the spring of 1831.
Expenmental
tnps
were made
on
the Mohawk and H
udson Railroad,
and
on
August 9, 1831,
the
locomotive started for
the
first
trip before the public.
The
journey
to
Sche11ectady
and
back was accomplished successfully,
and
with?ut
other incident than frightening horses and bunung
most of the
umbrellas
of the party by s
park
s from th e
funnel. These must have been outside passengers, we
presume, for
th o
se in
the
in ter ior. of the coaches
would
be
well protected from
suc
h m1sha.ps.
NOTES FROM
THE
UNITED STATES.
PHILADELPHIA,
October 24.
U
NFAYOURAB
LE condit ions
st i
ll continue in
all
t he
iron markets
of
the United States. At New York,
small lots
of
foundry iron are being taken
at
about
14.50 dols. Finished ir
on
is moving in small lot s ;
but there
is uo general
di
spo
si t
ion
to buy
beyond daily
w a . ~ t Correspondence
with
railmakers shows that
there is no
desire
to cut
pri
ces until the opening
of
de
mand. In
Easter
n Pennsylvania mills are running as
usual,
and
buyers are
permitting
stocks
to
decline
to
a.
very low point.
At
Pitts.burg
there are
some s y m p ~ o m s
of
improvement,
resultmg
from
shaded quotatiOns,
which buyers have thought it advisable to take
ad
van
tage of. Steel billets have been reduced
to
18 clols.,
and
mu
ck
bars
to
20.50 dols. St ructural
mat
er ial
up
to 15 in. is
quoted
there
at
1.
50;
plates, 1.40 to
1.50; merchant
iron,
1.35 at
Va
lley
points. There
are 12,000 coke ovens idl e out of 17,000
in
the
Connellsville region.
At
Ohio Valley points
th
ere
has been very little business in
pig
iron. There are no
present prospects of
an
early improvement
in
the iron
or
steel
trade
. In
the
Y oungstown
district
the mill
owners
have
refused
to
sign
the
amalgamated scale;
but negotiat
ions are still
being maintained,
with a
view
to
a
settlement.
In
Chicago
there is nothing to
report;
in
St. Louis
bu
siness has fallen off.
THE
PHYSICAL SOCIETY.
AT
the
meeting of the Physical Society held
on
October
27,
1893,
Professor J .
Perry,
F.R.S., vice-president, in
the chair, Mr.
E.
C. Rimington read a paper On the
Behaviour of
an Air-C
o1·e T ransformer when the Frequency
is Below a certain Cri tical Value. Taking the ordinary
differential equations for two circuits having self and
mutual induction, and assuming sinusoidal electromotive
forces and constant coefficients,
the
author shows that
although the difference of phase between the primary
P. D. and primary current
is
always diminished on closing
the
secondary ctrcuit,
yet under
cer tain cir
cumstanc
es
this closing increases the
imp
eda
nc
e of the primary.
With
co
nstant P. D. th is means that do sing the .seconda.ry
decreases th e primary
cur
re
nt,
a phenomenon
not
usually
observed. The critical
co
nditions necessary for increased
impedance are fully worked out in the paper, as well as
those under which this increase becomes a maximum. In
the case of two ident ical coils with no magnetic leakage, the
critical value of
a (a
=
P
L here
p
=
2
1r tim
es
th
e fre-
?'
quency, L
th
e inductan
c ;
of
the
primary, and r
it
s
re
-
sistance) is
.
J2 whilst that to give maximum imped-
•
ance ts
1
J2
•
The maximum increase possible is
15
per cent. The
corresponding values are given for various amounts of
magnetic leakage in
tabular
form, and curves were
exhibited at the meeting showing how the
imp
eda
nc
e,
currenb, power, and magnetising effect vary for different
values of a.
To test his conclusions, the
author made
experiments
on two coils close together, the observed increase in
impedance amounting to 3.2 per cent.
In addition
to the analytical investigation, the subject
is treated geometrically at considerable length.
Professor Minchin showed
that the
impedances might
be represented by two hyperbolas, having p
2
as
a . b s c i s s ~
and th e squares of the
imp
edances as ordinates. These
could be readily cons
tru
cted
fr
om
the data
given. A line
representing the
primary
inductance
drawn on the
same
diagram intersects one hyperbola, showing that the im
pedance has always a maximum value. By a. simple
const
ru
ction the phase angle be
tw
een
the
primary and
secondary
currents
could
be
determined for any given
conditions.
Dr. Sumpner observed
that
increased impedance on
537
closing the secondary necessanl.Ymeant a. decrease m
the
Jag of the
primary
current behiDd the pr1mary P a. .
1
r. Blakesley was pleased to see . he
g e o m ~ t r t c
method of such service, and thought Jt
D?uch s 1 m ~ l e
than th e analytical ooe. The rea son why
l . n c r ~ a
tm
pedance on closi ng the secondary of o r d u ~ a trans
formers bad not been noticed, was .because thetr lag angles
were very
la
rge.
In
a figu re publtshed some years ago to
represent the actions of
tran
sformers, a n g ~ be
had
chosen were such as would make the p ~ t m a . r y 1mpedat;1ce
increase on closing
the
secondary. Gtvtng an express1on
connecting the
primary
currents on open and clos.ed
secondary respectively,
he
now showed that. to g:et m
creased impedance the sum 0f the lag angles m
pnmary
and
secondary
must
t = ~ x c e e d .
90
deg.
To
get
large
power in the seoonda.ry tbe pnmary Jag should be nearly
90
deg., and the secondary about
45
deg. .
He also that s.ome of the figures m the
paper might be s1mph6.ed conslderably. . .
Professor Perry said be bad long bad the 1mprese10n
that if a sufficiently small cu
rr
e
nt
were taken
the
seco
ndary,
in creased impe dance would be b s e r . v a b l ~ m all
cases, and he quoted some numbers he b ~ d gt ven m. the
Philosophical a z i l n e for 1
89
1, showmg a dectd£d
•
mcrease.
Mr.
Rimington, in reply,
Ea.i
d
he
was not aware that
the effect he had now brought forward bad been observed
previously. Th e result was completely worked out
ana
lyti
ca
lly before using geometrical methods.
Mr. W. B. Croft, M. A., showed. Two Lectu're·R oo:n
Experifments. One, on "
The
Rmgs
and
Brushes m
Crystals," was performed by very simple apparatus
in
two ways. In the first a bundle of glass plates was used
as polariser, and a Nicol pri sm as a lalyser.
Wh
en a
Nicol could not be
co
nv
ementl
y
obtamed,
a glass plate
could be used as a. reflecting analyser. For a con·;ergent
system two glasscard-cunnters were used, th e crystal being
placed between them.
Very
good results were produced
by this simple apparatus.
In the second arrangement
the
crystal was placed on
the eyepiece of a microscope (whose
object
ive was re
moved), and covered by a tourmaline.
On
reflecting light
up the tube by means of a piece of glass held at the
proper angle, excellent resu
lt
s were obtained.
Another exp&riment
on
lectric Radiation in Copper
Filings was similar
to
those described by Dr. Dawson
Turner at the Edinburgh meetings of the British
A s ~ o < ? i a .
tion. A battery, galvanometer,
and
glass
tube contammg
copper filings, were joined in ser ies. Under ordinary
circumstances no current
pa
ssed, but immediately
an
elec
tri
c
spark
was produced by
an
electric machine many
feet away, the galvanometer was violently de
fl
ected, and
remained
eo
until the tube was tapped. On trying
different r i a l aluminium
and
copper seemed
about
equal, but iron not so good ;
carb
on allowed the current
to
pa
ss always.
Professor Minchin said
the
fchenomena were strikingly
like those ex
hibit
ed by his ' impulsion cells," for, the
moment a spark passed, even at a distance of 130ft., they
became
i t i v
to light. Very minute sparks were
ca
pable of
pr
oduci
ng the
change,
but
by
adding capacity
to the
sparking
circuit the effect
co
uld be t l y modi·
fied. Replying to a question from Mr. Rtmington, he
said
the
change was
due to
electro-
magnetic
vibrations,
and not to light emitted by the sparks.
Mr. Blakesley inquired if lengthening the
spa
rks pro
duced greater effect
on
the coppe r filings.
Mr.
Lucas asked i the resistance of a tube ever became
infinite again if le
ft
for a long time.
In reply, Mr. Croft
sa
id
the
current sometimes passed
before the
spark
actually occu
rr
ed between the knobs.
He had not left tubes for very long, and had nob found
the resista.nce reappear without tapping.
THEUNIT
ED
STATES NAVY.-The U nited States line-of
battle ship Oregon, built
at the
U nion
Iron
Works,
~ a n
Fran
cisco, was launched
on
Thur
sda
y, October 26.
A NEw SYSTE;\I OF
WHEEL
CONS
TRU
CTION.-A novel
system of
construct
ing wheels
ha
s recently been patented
by f r . Archibald
Sharp,
AJH.I.C.E., of the
City Gu
ilds'
Oentra.l
In
s
titution, South
K ensington which, whilst ap
plicable to bicycle carriage wheels and ~ I t pulleys, would
seem to have special
a.d
va.ntages in the construction
of
heavy flywheels. Such wheels, as usually built, require
a. considerable amount of expensive machinery, which is
avoided in
Sharp's system
of construction. Th e ordinary
wheel arms are replaced by wrought·iron rods, which are
U
-s
haped, and
lap
round
the
hub of
the
wheel,
the
ends
of the U being secured
to
the
rim by
nuts. The driving
power is transmitted to the spokes entirely by friction,
and as the arc of contact of
the
on
the
rim is
fairly large, the principle of band friction comes
into play
1
so that very
great torques
can be trans
mitted w1thoub any risk of slipping taking place.
For a.
29-to? w ~ e e l Mr . Sharpe proposes .to use
32
spokes,
ea.c? 2
10.
m d1azr.eter,
~ e c u r e d
to the nm by split nuts,
w ~ t c h mak es a very.nea.t J?b. Such
a.
flywheel,
as usually
b u i ~ t would have s1x e1ght arms, and when running
at
a.
htgh speed the centnfugal force
tend
s
to
bend the rim
between, ,9uch bending being a serious addition to the
direct circumferential tension due to
the
same force.
The
numerous
k e s
of
the
new construction greatly reduce
this
bending,
whilst
at the same time the wroug
ht-iron
spokes
are
considerably
s t r o n g ~ r
than the ordinary
cast
iron arms, and consequently
it
is claimed
that
the spoke
wheels can
be
run at a much higher ~ p e e d
In fact
the
inventor claims
the
rims of his wheels may be run 'at a
speed of
300
feet per second . . Thus lighter wheels
can be
~ s e d
wh1ch W?uld
be
spema.
lly
advantageous
in
gas ~ n g 1 ~ e
w o r ~
p a . r t 1 ~ u l a . r where.
e a . t regularity
of
runmng 1s reqmred, a.s m dynamo dnvmg.
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REFRIGERATOR
CAR
AT
THE
WORLD'S
COLUl\1B
IAN
EXPOSITION.
CO
N&TRUCTED BY THE ' VICKES
REFRIGERATOR
CAR C O ~ I P A N Y , CHICAGO.
(F
ot D
esc>·iption
, see
opp
osite Page.)
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![Page 14: Engineering Vol 56 1893-11-03](https://reader030.vdocuments.us/reader030/viewer/2022020802/563db836550346aa9a919a47/html5/thumbnails/14.jpg)
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E N G I N E E
RI
N G.
539
REFRIGERATOR CAR
AT
THE WORLD'S
COLUMBIAN
EXPOSITION.
CONSTRUCTED
BY
THE WICKES
REFRIGERATOR CAR
COl\lPA
NY,
CHICAGO.
Fig.
5.
~ ~ , u ~ ~ - - - - ~ ~ - - - - - - - - - - - - ~
• • • • • • • •
• t •
0 • • • •
• • • • • • •
,.
.. front
Ix a 'Vickes car the cooling is done by
means
of ice,
held in galvanised iron receptacles, common
ly
called
ice tanks ; there being
two suc
h
tanks
lo
ca
_ed at each
end of a car (Fig. 2), the two tanks occupymg the full
width of a car. These tanks consist of an oak fr ame
work to which are n
ailed
strips of No . 20 galvanised
iron, 2 in. wide. These
st r
ips run vertically and hori
zontally, and are in terwoven i l the manner of basket
work, with spaces b e t w
(F1g
s. and At
en:ch
front crossing of the. honzontal_str1ps, 2 m. by 6
u ~ .
strips of galvanised u on are shpped under
the
h ~ n
zontal strips, and the ends
bent
outward, thus ma.kmg
leaves of metal proj
ect ing
2 iu. from the oute r su
rfa
ce
of
th
e metal
basketwork.
These tanks are supported
by
oak
grate
bars (Fig
.
5)
running crosswise of th e car, these grate bars b
emg
supported by
arms
bolted to
the
sides of the car. Be
neath these arms are
what are
ca
lled
wire boards, being
i e c ~ of 2-in.
pl
a
nk
, 14 in. wide and 12 in.
high,
bolted securely t o the walls of
the
car, and having fas
tened in to them, at regular intervals, rows of sc
rew
hooks. No. 12 galvanised wire is then s trung from
the hooks of one board to those of
the
op posi
te
board,
making
a.
compa
ra
tively close meshing of
gal
vaniaed
wire. Beneath the w
ire,
a
nd
on
the
floor
of
the
car,
is
the drip-pan, constructed of g a ~ v a n i ~ e d iron . ~ h i s
pan is properly trapped and supplied w1th waste p1pes,
to
carry off the drip water from the ice. The ice
tanks are separated from one ano
ther
, and from the
walls at
the
side and
back
of the ca
r,
by a.ir spaces
of
about 5 in.
The
coo
ling compartment s a.re separated from
the
storage c
ompartments
by partitions, commo
n1
y calle d
jackets, of dressed and
matched
lumber (F ig. 4).
These jackets
extend
t o
within
2 ft. of
the
ceiling a
nd
floor of the car. Galvanised
wire
netti
ng
is
stretched
from
the top
of th e
jackets to
the
ce
iling
of th e car.
Below the jacket, and underneath
the
arms and in
front of
the wire
boards, are
sheets
of ga
lvanis
ed
iron,
or aprons, ex tending to within 10 in. of the floor of th e
car.
Ea.ch
tank
is iced
through an
opening
in
the
roof
of
the ca.r (Fig. 2), which
opening
is protected
by
an
inner ice cover or plu g door,
and
by an outer ice cover,
hinged to
the
roof of
the car.
A galvanised wire
screen is made for each ice opening. When
the ca.r
is
used for a ventilator car
the
hinged ice cover is fas
tened back on the roof of
the car
;
the plug
doors
are
removed
and pla
ced in rac
ks inside
of
the
car,
and
these wire screens are placed
in
the ice openingFt.
This insures a free
circulation
of
air
through
the
openings at the
front
end
of
the
car, into
the
body of
the car, and out through the openings at the back end.
When
the tanks are filled
with
ice,
the air
in
the
spa.ces about the tan
ks
is cooled, and descends towards
the
floor,
and
passes
into the storage compartment
through the opening at
the
bottom of th e
jacket; the
warm n.ir, which
has
risen to
the
top of the ca.r,
passing
through the wire meshing to
take
the place of the cold
air. As
the
cold air e
nter
s
the
storage compartment,
it comes in cont
act
with th e goods stored
th erei
n,
absorbing from them the heat and moisture ; and,
becoming hea ted, it rises
to the
ceiling of
the
car,
and
•
..
' '
4
' ,
'
.
. .
,. . · - · - ...
•
•
•
•
'
"'' ' I )
I
•
•
Com
er
.
'
'
'
.
'
•
•
•
••
•
•
•
•
•
....
Post
•
.,
..,
Fig 8 .
~ ~ ~ -
l i a ~ ; o o d •.
I
I
I
I
I
•
Pme ·,
I
.
~
• 1 ' -
I
" 1 D ·
...
: : • r l n e, .. -
: 1 ;
S
he
ot
hiflg
- - - - -
- - - -
~ - - - - - - ~ ~ ~ ~ ~ ~ ~ ~
i
I
J( .
••
) ·-·-
· .
... ..
'#-
•
· - · - - · · · · · · - - · -··
•
4
:
I t
• I
7
. .
...
-·
--- . .....
.
.....
re -enters
the
ice compartment. In
th i
s way a constant
circulation is maintained, and
the
a
ir
is cooled only in
th
e ice compartment, thus
insuring
a
uniform tempera
ture
in
the storage compartment and a
dry
atmosphere.
As th e moisture is condensed
on
ly wh ere
the air
is
cooled, and as this cooling process takes
place
only in
the ice compartment, it is in this compartment alone
that
condensation
of moisture will occur, and
in
this
compartment it can do no harm. All th e dr ip water
from the ice,
which
is practically as cold as
the
ice
it self, falls upon
the
wires benea th
the
tanks,
and
is
th ere
broken
into a fine
spray.
The air in its circula
tion through the
ice
compartment
comes
in contact
with the
galvanised iron
surface
of
the tank, la r
gely
increased by
the
projecting lea
ves, before
mentioned,
with the ice
itself,
through the in t
ers
tices, the openings
bet ween
the
strips,
with the
s
pray
of ice-cold water,
and with
the
wires
. In this way the greatest amount
of service is obtained
from
every pound of ice melted,
and th e
drip water
is
not allowed to run
to waste, but
is
utilised for
the
further cooling
of
the
air
and
for
its
purification, it being a
well-known
fact that water
readily absorbs nea
rly
all gases.
This
car is not a new
experiment,
but is the outcome
of
many years of
carefu
l and scientific in vestiga
tion,
togeth
er
with
practica
l experience
on
th e
part
of th e
builders,
the 'V ickes
Refrigerator Car
Com
pany, of
1401, Monadnock Bu ilding, Chi cago.
Th
e car, as
now
constructed, has been
in
use for a
number
of
years
. About 8000
of these ca.
rs are
now
owned and
operated by th e
leading
railroa.ds, transportation com
p
anies
, and shippers.
NO'fES FROM SOUTH YORKSHIRE.
SHEFFIELD, Wednesday.
Stavcley
Co
al
and
Irm Company Limited.
-
The
annual
report of this company shows that the neb profits of
the
year from various business operations
a.nd
investments
amount to
66,
765l. Gs lOd., which, added to the balance
bro
ught
forward from the last account, shows a
total
ba.la.nce
of 91,279l. An
in t
erim dividend was paid in
Fig .6.
•
Side Wall
• ?
r.u
'
·
•
10
I
_____L_ --...: -- 1
'
'
I
I
•
I
I
ICE1
·
•
-t
.
' I
......:
• •
•
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I
....
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.,
I
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,
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't"
1 ':
'
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N
.
cc=:;
....
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)
I ,
'
l
-
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10
•
le 5
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I
4
ICE :
'
l>
.
•
•
•
'
•
~
L;..
li·
•
lot)
E -
-
8 £
February
la
st of 2l. 10s. per
share
on the A
and
C
shares and Ss. 4d. per share on the B and
D
shares.
I
b
is
noV:
proposed
to pay
a. similar
di vi
dend, lea ving a
balance of 26,112l., which the directors reco Dmend
should be carried to
a.
reserve fund towards meetmg the
losses incurred
in
co
nn
ection
with
the
present
disastrous
strike.
Brown
Bayley'1 Steel
Work
Th
e di rectors of Brown
Bayley's
Stee
l Works, Limited, ha ve paid an
interim
dividend of 53. per share.
Ra
ilway Development in Yorkskire.- Particulars are now
forthcoming as to
the
purpose of the promoters of
the
new
line from Sheffield
to
Bradford.
lb
is i
ntended
to con
struct a first-class railway line, almost a straight
one
through
the
coa.
l
di
st
ri
ct, w
est
of
the
prese
nb
Midland
main line,
ab a.
cost of 3,000,000l. The effect of this
would
be
to
redu
ce
the
distance between Bradford
and
Sheffield from 51£ miles
to
34 miles,
and
thus s
horten
the
distance between London and Scotland to such an extenb
that from London to Bradford
the rout
e would
be
two miles
less than the Great Northern route, which is
ab
pre sent
the shortest. The new line will also co
rr
espondingly
shorten the dista nce between
Bradford and
Birmingham
and all places to the eouth and
west
reached t b r o u ~ h
Sheffield. The co3t of the line is estima.
ted at
70,000l.
per mile. The line will branch in two di rections, one
section p a s s i n ~ down the Spen Valley, going
through
Cleckheaton, Heckmondwike.
and
Li versedge ; the
other
passing
through
Birstall, Gomersal, and Batley,
the
two
uniting
on
the north
side of
the
Calder Valley. The pro
posal is being solidly backed by the distr icts interested.
Coa
l and Iron.-The iron and steel trades are in a com
pl
e
te
state of stagnation. The majo
rity
of
the leading
firms have suspended operations tempor&.rily. Supplies
of coal suitable for local r
equ
irements are cut off, that
offering on the
mark
et being poor
in quality,
and
in
pr ice
out
of
a.ll
proportion
to what
can
be
afforded.
Manufa
c
tur
ers
and mer chants
a.re alike affected, a.nd no pro gress
in business can be reported
until
reasonable supplies
of
coal are forth
co
ming to remedy the paralysis to trade .
Thousands of
men in th
e steel, iron, and engineering
trades
a.re thrown out of work, and the distress in the
ranks
of the working olasses is very great.
Pr o
spects for
th
e
winter are
poor, for
th
e
rea
son that orders usually
placed in this ~ r i c b
a.re
elsewhe
re-to the
Continenti mostly,
and
Staffordshire.
==================·
NOTES FROM CLEVELAND AND THE
NORTHERN COUNTIES.
MIDDLESBROUGH,
Wednesday.
The Clevela'nd I ron Trade. -Yesterday the weekly
market here was ve
ry
thinly at tended, the tone wa.s
most
chet\rless,
and
next
to
no business was
transacted. Nearly
everybody on 'Change spoke most discouragingly of the
future, and producers of
pig iron
were rather anxious
to
sell. One
or
two makers
intimated
that as trade was so
bad, and prospects so wretched, they might take
the
opportunity of blowing a
furna
ce
or
two out for repairs.
Th
e Tees
Bridge
\Vorks
are
blowing
out
a furnace for re
lining. Yesterda.y at
the
opening of the market some
sellers asked 34s. 9d. for
prompt
f.o.b. delivery
of No. 3 g.m. b. Cleveland pig iron, but they had
to reduce their pr ice, and though an odd lot
or two
we
re di
sposed of
at
34s.
7 d.,
buyera were nob inc1ined
to give any more than 34s. 6d., aad they reported
that
they
_ were able
to pur
chase
at
the last-mentioned
figure. No. 1 was quoted 36s. 9d., and was
said
to
be
in
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-
542
E N G I N E E R I N
G
EARLY AMERICAN LOCOMOTIVES AT THE WORLD'S COLUMBIAN EXPOSITION.
\
•
•
•
.
•
•
•
•
I
•
•
•
•
•
••
\
•
•
F
or
Description,
s
Page 537.)
•
•
•
•
•
•
•
,
Fra.
1. T UE
Mr
ss r
s >IPPI
; l LLINO I l
CENTRAL
R AILROAD,
1834.
. .
...
•
Fra. 2 TH
E
DE WrTT CL
t NTON
;
NEw YoRK
CENTR L RAILW
AY,
1831
•
•
•
-..
-
•
•
,
•
•
•
•
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AGENTS FOR
11
ENGINEERING."
AusTRIA
, Vienna: Lehmann and Went zel,
Karntners
t rasse.
CAPE
T
OW
N Gordon
an
.d Go
tc
h.
EDINBURGU: J ohn Menztes and Co., ~ 2 , H a n . o
F.R.AN
CB, Paris: Boyveau
and
Chevillet, Ltbrame Etrangere, 22,
Rue d&la Banque; M. Em. Terquem, 31bl.a Boulevard Hau ssmann.
Al
so
for Advertisemen ts, Agence HaYas, 8, Place de la Bourse.
(S
ee below.) .
GBRlU.NY ,
r l i ~ :
Messrs.
A.
Asher and Co., 6, Unter den
Lmden
.
Leipz1g : F. A. Brookha.us.
Mulhouse :
II.
S
tu
ckelberger.
G
LASG
OW William Love,
NDLA
Calcutta. : Thacker, Spink, and Co.
' Bombay :
Th
n.cker and Co.,
Limit
e
d.
ITALY
U.
Hoepli, Milan, and post office.
LJ
VKR
P
OOL
: 1\lrs. Taylor, Landtng Stage.
M
ANC IIES
TER:
John
Heywood,
1
4:3,
D
ea
n
sg
at e.
NB
WSOVTII WA
LBS,
Sydney :
Turn
er and Henderson, 16
and
18,
Hunter ·sLreet. G01·don and Gotch, George-stree
t.
QuE.BNSLAND (SouTu), Bti
sba
ne :
G01·d
on and Got ch.
' (NORTD), Townsv ille : T . Willmett and Co.
ROTTERD
AM
:
H. A.
and Son
. .
S
OUTH
AUSTRALI
A,
Adelaide : W.
C.
Jl:Igby.
UNtT&D STA
TES
New York :
W. H.
Wiley,
53
, Ea
st
10th-str ee
t.
' ' Chicago: H . V. Holmes, 44, Lakeside Building.
VICT
OR
A
, .M8LBOURN : Melville,.M.ullen and Slade, 261/264, Collies
s
tree
t. Gordon a
nd
Gotch,
L1m1t
ed, Queen-street.
-
NOT ICE TO AMERICAN SUBSCRIBERS.
We to announce
that
American
Sub
scriptions to
ENGtN
BBRtNG
may be addressed dir ect
to th
e publisher,
M.R.
. C.
R.
Jom
isON at
t he
Offi
ces of
th t
s
Journal
, Nos. 35 and 36, Bedford·
e ~ t Strand London, W.C., or to our accredit
ed
Agents for the
Uni ted Stat
es'
Mr.
W.
H. WILEV 53, Eas t l
Ot
h-str
ee t
, New York,
and
.Mr.
H. 'v. Holmes, 44 , Lakeside Building, Chicago. The
prices of Subsmip tiou in ad vance) for one_Year a r
e.
: For
thin (foreign) paper ll. Od. ; for
thi
Ck (ordmary)
pa
per edition,
2
l O. 6d., . or 1f rem1t ted to Agents, 9 dollars for
thin and 10 dollars for t hick.
ADVERTISEMENTS.
The char«e for adv
er
t isemen ts is
thre
e shillings for
the
firs t four
lines or
und
er, and eig
ht p
ence for
ea
ch
additi
onal line.
The
line
avera.aes seven words.
Pa
yme
nt
must accompany all ord ers for
single" adve t·lisements, o
th
erwise their inser tion ca
nn
ot be
gu aranteed. Terms for
di
splayed adverti semeots
<?n ~ h e
w r a p ~ e r
and on
th
e
in
side pages may he obtamed
on apph
ca.t10n. Sen al
adv
er
t isements will be inse
rt
ed with all pt·ac ticable r
egularity,
but
absolute regularity cannot be fr\laranteed.
Advertisements
D
ended for lDsertlon
1D
the cur·
rent
week's
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on
Thursday.
In
consequence of
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ror
going to
preBB
early
with a
portion
of
the
edltton.
alterations for standing Advertisements should be
received
not later
than
1 p.m. on WedDeaday
after
noon
in
each week.
The sole Agents
for
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tlllent
of
Europe
and the French Colonies are the
AGENCE
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VAS,
8,
Place
de la Bourse, Parls .
SUBSCRIPTIONS, HOME
AND FOREIGN.
Et'lGINEERING can he supplied, direct from
the
publisher,
post free for Twelve Months
at
the following rates,
pa
yable in
advance :-
For the United Kingdom .. . .
..
. .. . .. .
..
.£ 1 9 2
,. all places abroad :-
Thin paper copies .
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.
£1
16 0
Thick
, ..
.. .. . . .. . .. .
£ 2
0
6
All accoun
ts
are payable to ENGINEER ING
,
L im ite d.
Cheq ues should be crossed I Union Bank, Cha
ring
Cross
Branch.
Post
Offi
ce Orders payable at Bedford-s
tr e
et, Strand, W.C.
Wh en foreign Subscriptions
are
se
nt
by Post Office Orders
advice should be se
nt to the
Publisher.
.
Foreign and Colonial Subscribers receiving
Incomplete Copies
through News-Agents are
re·
quested
to communicate the fact
to
the Publisher,
together with the
Agent's
Name and Address.
01Bce
for Publication and Advertisements. Nos.
86
and
36, Bedford·atreet, Strand, London.
W.C.
TEL
EGRAPIIIC ADDR.KSS- ENGINEERING, LONDON.
TE
LEPllON
E
NUMBBR
-
3668
.
ENGINEERING is registe red for transmission abroad.
CONTENTS.
PAGB I PAGE
Ball
B e a ~ i n g . s
nl ustrated . 527 The. Loss of t h ~ Victoria 644
The Inst1tut10n of Meoham- .Marme Indu
st
r1es
. . . . . . . . . .
544
calEng
io
eers .. . . . . . . . . . .
5 8
The Weather of October,
Th
e British A880oiation . . . .
53
2 18
93
. ..
..
_ . . • . . . . . . . . . . 545
The Engineering Con gress
Th
e New Torpedo - Boat
at Cbkago . . . . . . . . . . . . . . 534 Destroyers . . . . . . . . . . . . . . 545
Boiler· End Turning, Boring , Liter
atu
re . .. . .. . . . . . . .. .. 546
and Drilling Machine
(ll-
Books Received. . . . . . • . . . .
54
7
lmtrated
. . . . . . . . . . . . . .
536
Notes . . . . . . . . . . . . . . . . . . . . 647
SO
O·
Ton Em bossing Press at Ball Bearings for Thrust
the World's <Jo lumbian Blocks . . . . . . . . . . . . . . . . . • 548
Exposition (Il
lt£Strated).
.
5 ~ 6
Economical Speed of Steam-
Locornoth·e
at
the Wo rld's sbi ps . . . . _ . . . . . . . . . . . . . •
648
Col umbian Exposition(
Jl.
Mechanical Flight . . . . . . • . 548
lm tra l } . . . . . . . . . . . . . .
537
Balancing Eng ines . . . . • . . 549
Na.pier's Steam Steering The
Patent
Laws . . . . • . . . .. 649
Gea
r lllmtrau.cl)
. . ..
537 The Loss of H.M.S.
11
Vie-
Early Americ
an
Locomo- toria . . . . . . . . . . . . . . . . . . 649
tiv
esa.tt
beWo rld
'sCo
lum-
1
Railway Travelling
..
.
..
.
..
549
bian Exposition (llltts- Launches and Trial Trips . . 650
trated
. . . . . . . . . . . . . . . . . .
537 Diagrams of Th r
ee
Months '
Notes from the United Fluctuations
in
Pr i
cE's
of
States . . . . . . . . . . . . . . . . . .
537
Metals . . . . . . . . . . . . . . . • . 660
Tbe Physical
So
ciety .. . .
..
637
Paddle Steamer for the Dos-
Refrigerator Ca r at the phorus l iUmtra
ted).. . . . .
651
World's Columbian Expo- Industrial Notes
. . . .
..
. . . .
551
sition
(I ll
us
trated )
.. . . . . 639 On t
he
Modifications of Oar-
Notes from
South
Yorkshire
639
boo in Iron. . . . . . . . . . . . . . 552
No tes from Cleveland
and
On the Artificial Ligh t
mg
of
the No rthern Counties . . 539 Workshops (I llustrated )
..
554
Notes from
the
NorLb . . . . . . 540
Th
e Clevel
and
Mining Di s-
~ ? t e s
from the Sou
th
-West 040 t r ict . . . . . . . . . . . .. . . .. . . •
56
6
1scellanea. . . . . . . . . . . . . . . .
641
"
Enginee
ring Patent
Re
·
Th6 Wo rld's
Co
lumb ia.n
Ex
- oo rd
(IUustrated
) •• 657
position . . . . . . . . . . . . . . . . 543
With a Two-Page Engraving
of
a WH EELE D LOCOMO
TIVE AT THE WORLD S OOLUJJBI.AN EXPOSlTION.
ENGINEERING.
NOTICE.
The
New
Cunarders ., CAMPANIA
and LU-
CANIA
; and
the WORLD'S COLUMBIAN
EXPOSITION OF 1893.
The
Publtsher
begs
to
announce that a
Reprt.Dt
is
now
ready of the Descriptive
Matter and
Illustra-
tions
contained 1D the issue of
ENGINEERING of
AprU
21st,
comprising over
180
pages, with ntne
two -page
and
four
slngle
·page
Plates,
printed
throughout on special
Plate paper, bound in cloth.
gUt lettered. Price 6s. Post free,
68.
6d. The ordl·
nary
edltion of the issue of AprU 21st is out of print.
NOTICES
OF
MEETINGS.
TnE INSTITOTJON OF Ct\' IL
E N G I K B E R
T L J > .
ASSOCATION STl'DEN'fS. - ·The first ordinary meeting Wll be
held on Wedn esday, November 8,
at
8 p.m . , at
the
Du rham
College of Sc ience, whe n the President, Mr. J . Watt
Sand
ema.n,
M. Inst. C. E. ,
will
deliver an
address
upon
cc Concrete
and Port
land Cement."
LO?\'l>ON ASSOOATlON OF
F O R U l l ~ N ENGINEBRS
AN
D
DRAUGHTSMEN.
M e e t i in Cannon-street
Hote
l, on Saturd ay, Novembe r 4,
at
7 p. m. Paper
at
8 p. m. on '' Tin fr
om
the Mine to the Ma rk
et,
by
Pas
t-P r
esident
Mr. William Powrie.
SocmTY OF EN'GINEERB.-Monda.y, No,·
embe
r 6, at the Town
Hall, Westminster, a pape r will be read on cc Collieri es
and
Col
liery Engineering ,
by
Mr. R. Nelson Boyd , M. Inst. C.E. The
chair will be
taken at
7.30 p.
m.
pr
ec
isely.
T m I
NB
TITOTJON OF ELECTRIC
AL
~ N G J N E B R B . - s d a y No
vember 9, t he fo llowing paper wi
ll
be read :
cc
The Electrical
Tran smission of Power from Niag
ara
Falls," by Professor Oeorge
Fo
rbes, F.R.S., Member.
SocrETY. - Thursday, November
2, at 8
p.m. cc Hy
dr oc
arbon
from Phenyl P ropionic Acid, by Mr. S. Kipping, D.So.
cc
Action of Chlorine on Quic
klim
e," by Mr.
V.
H. Veley , M.A..
" Note on Hypon
it
rites," by Mr. D. H . J ackson, B.Sc. cc The Re
action between
Hyd
rochloric Acid
and
Potassium Cblorate, by
Mr. W.
H.
Pendlebury ,
M. A.
,
and M.
MoKillop. ' 'Fo rmation
of
Indo
xazole Derivatives," by Mr.
W.
A.
Bone, P n.D.
Synthesis
of Piazine Derivatives," by Mr.
A.
P. Mason, Pb.D.,
and
Mr. G. R.
Winder, Ph .D. ·•
In
teraction of Quimones
and
Benzenoid Amines,
by
Mr.
J . Leiceste r,
Ph.
D.
PHYSICAL
SOCIETY.-Novemb
er 10. 1.
cc
On
the
Separation of
T
hree
Liquids by F1·actional Distillati on," by
Professor
S. Young,
F. R.S., Professor Barrett,
and
Mr.
Thomas
. 2. O n the Cr
it
ical
Constant s of Various Et bers, by P rofessor S. Young, F.R.S.
3. An Instrument for Drawing Conic Sect ion
s,
by Mr. J. Gillett,
B. A.
N B · B ~ B T COA.ST INSTITOTlON OF ENGINEERS
AND SHIPBU1LDBR8.
- Tues
day
, November 7, at 8 p. m., in the Physical Lecture
Hall of
the
Du rham Co llege of Science, Newca.
st
le-upon-Tyne.
The
Pre
ident will add e s
th
e memuers. Paper ·•
On
a. Me
th
od of
Comparing Steam
hip
Pe rfo rm an
res
and of Es
tim
a ti
ng
Powers
and
Speeds of Ships, bJ' .Mr. W. H k.
ENGINEERING.
FRIDAY, NOVE111BER 3, 1
893
543
50 cents instead of 50 centimes.
Th
e record has
been broken, too, in a less sa tisfactory way by fire
and accident· the destruction of the co
ld
storage
building,
and
t he great loss of life a t t e ~ ~ i ~ g
it
, finds
no parallel in
the
history of ? n ~ ; the
ambulance service was kept busy within the
grounds of
J
ackson Park,
and
a d e p l o r ~ b l e loss
of life
fr
om railway accidents must
be
laid
to
the
account of the World's Fair. This, indeed, was to
be expected, for the many lines cantering
Chicago are overburdened with traffic und
er
ord i
nary conditions, and the extra
burden
thrown
up
on
them
during
the past
three
months co
uld
n
ot be
borne with
out
many disasters.
Probably
the fact
that
the Exposition is over,
and over with so much glory, brings a general feel
ing of satisfaction to Chicago. From the com
mencement of
the
great fight
with
eastern cities to
gain the privilege of holding ~ h e Wo
rl
d's Fair, the
people of Chicago have been I.n . state of o s t
unbearable tension. The ExhibitiOn
they
paid to
get and prayed to be delivered from . involved
vast responsibilities and gr
eat
sacrifices ; It was no
unmixed blessing for which they struggled, b ~ t
when
the
victory was wo n, they faced the responsi
bilit ies a
nd
undertook
the
sacrifices.
The
manner
in which the
st
upendous task has been accomplished
has astound ed all
the wo
rld, except
that
part of
it
which has maintained an attitude of stolid
ind ifference. At the close of May, the most
hopeful friend of th e
Fa i
r cou
ld
not but take a
gloomy view of the chances; the visitors were
ominously scanty,
and
t he ho
st
ile criticisms of
the
eastern press damaging and unceasing. The monu
mental rail way station, erected on the grounds with
a rec
kl
ess
out
lay, remained a desert, and the ap
parent indifference of the railway companies ind
i
cated the probable absence of those crowds of visitors
from all
part
s of the United States whose attendance
was relied upon.
Th
en came the pa
ni
c, with all its
disastrous consequences, so
that
on August 1 it
see1ned almost imp ossible that disaster \vould be
escaped. But l
ate
in
the
day the t ide
turned,
and
the triumph of the World's Fair came on the crest
of
a.
flowing wave of good fortune. Through August
and September
the
crowds increased,
the
excur
sion traffic grew, and on October 9 the marvellous
record of uchica.go Day, " with 716,881 paid admis
================::::-:=
-
=====:::-:
- sions, was obtained. During the first week of
October no less than 2,101,000 people paid for
admission ; this was raised to about 3, 500,000 for
th
e
tw
o weeks
end
ing t he 1
5t
h,
and
it now appears
certain that the total has exceeded 21 millions,
Of course, with the influx of visitors, the
treasury
resources grew, not only from the half-dollars of
entrance charge, but from
the
profit on conces
sions.
And
to such a degree was t
hi
s welcome
change effected, t hat all li
ab
ilities, except t o stock
holders, can now be discharged ; the remainir.g
liabilities are ve
ry large, but nothing like what was
expected, and the stockholders may well
be
con
tent, if need be, to lose their money
in
view of the
substantial and perman
ent
benefit that must accrue
to
the city of Chicago. Nothing succeeds like s uc
cess, and the un expected turn of events has broken
down the hostile feelings
that
prevailed so long.
In
stea
d of
crit
icism comes l
audat
ion, well-deserved,
though somew
hat
tardy ; t he New York papers
are
now almost as proud of the success as Chicago her
self
;
the annexed
ex t
ract shows
the
tone
that
now
preva
ils:
THE WORLD'S COLUMBIAN
EXPOSITION.
ON Monday last, October 30, the World 's
Co
lum
bian Exposition of 1893 officially closed
its
doors
a
nd
is passing in to the region of history. During
its brief span of life, it achieved g
reat
t hings, and
it has co me
to
a termination with
an
unexpected
a
nd
undoubted tr iumph. More t h
an
21 millions
of visitors passed its turnstiles, each paying a
price for admission unknown at European Exhi
bi tions. This enormous aggregate falls far
short
of
th e sanguine anticipations many of its supporters
confidently held to, six months ago,
but
, on th e other
ha.
nd, it vastly exceeds
what
was expected
after
the Exposition has been opened ninety days to th e
public. With the gate money and returns from
concessions,
the
executive finds itself
in
a far better
financial position
than
might have been expected,
and th ough the deficit must undoubtedly be very
heavy, it had been fr om the first an ticipated that
many of t he subscribers would lose
their
money,
so that no disappointment should be felt on th at
account.
I t
is too early to review the financial
situation accurately, and, indeed, t he valedictory
o
rati
on to a departing Exhibition should be confined
to generalities and flattering retrospect ; criticism
and, if need be, str i
ct
ures, may come her eafter, but
for the moment the towers and palaces of the White
·city should be seen only through t he golden haze of
success. I f record -breaking be a weakness of the
people of Chicago, they shou
ld,
ind eed, be
we
ll
content. They have held
the
largestExhibition the
world has seen (or is likely to see for many years) ;
they reared the most beautiful buildings on an ideal
site ;
they
have expended (
and
perhaps lost) more
money th
an
has hithe
rt
o been devoted to any Exhi
bition;
they can claim to have
met
the hardest time
and darkes t prospects, worse relatively than those of
Vie
nna
in 1873, when cholera a
nd
panic were hardly
such foes as the cras
hin
g of
banks and
t he sudden
disappearance of
co
lossal fortunes ; t hey can boast
of by
far the
greatest at tendance ever realised on
any single day; and if
their
total number of visitors
fails short of t hat of the
Paris
Exposition of 1889,
they
will remember
that
th e price of admission was
T
hus has Chicago gloriously redeemed
the
obli
ga
tions incurred when she assumed
the ta
sk of building a.
World's Fair. Chicago's business men started out to
prep are f
or
a. finer, bigger, and more successful enter
prise than the world had ever seen in
this lin
e. The
verdict of
the jury
of the nations of t he earth, who have
seen it, is that it is unqu estionably bigger and
un·
doubtedly finer, and now it is
assur
edly more successful.
Great is Chicago, and we are prouder than ever of her.,,
N
ot
only has
the
World 's
Fair
been a
f i
ner,
bigger, and more successful enterprise than the
world had ever seen in this lin e ;
it
will, in our
opinion, have more important r
t>s
ul ts
than
have
attended
any
International
Exhibition since 1851.
Th
e co nsequences to Chicago can be imagined,
though their ex tent is not to be gauged.
Her
greatne
ss will increase, her co mmercial power will
extend, and her relations with t he old world will
grow
la r
ge
r every year.
The
refining a
nd
educ:l.t
ing influences of
the
Exposit ion
wi
ll be permanently
felt, not only in Chicago, but throughout the
Uni ted States, and the whole nation cann
ot
fail to
be richer, better,
and
wiser for the work done by
t he great centra. metropolis of the Union. Th e
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544
conseq
ue
nces to
foreign n
at
ions will,
in
o
ur
o
pini
o
n,
be hardly less _fateful. Th e
la r
ge crowds expected
from
Eu r
ope did
n
ot
come,
but
visitors
from this
s
ide
of
the Atlantic
partly ma
de
up in
imp
orta
nce
what
they
lacked
in
numb
e
rs
. To-day
the power
prooress
d
. 0 '
an Imp
or tance of
the
Uni ted
States
are
und
e
rs t
ood
abroad
b
ette
r
than th
ey were
ever
known
b
efore
·
the possibilities of
future
f
oreign trade
with
t h ~
R
ep_
ublic
t
ariff or
no ta
ri
ff
- a
re
more
complete
ly
reahsed
. Once more, so it
see
ms to us we have
been wors ted in t
he
fierce co
mmercial
struggle of
th
e worl
d, by
neglecting a golden
opportuni
ty, of
which
our most
fo
rmidab
le t
rad
e
opponent,
Ger
many,
not slow t?
~ k e advantage. Never, at any
In tern
atw
nal ExpositiOn,
ha
s any foreign country
been so
completely represented. Th
e reason was
an
obvious on
e - t
hough
German manufacturers
were,
for a
very
l
ong time,
sl
ow to gras
p i t . Ge
rm
any
ha
s t rade to make, and we
hav
e trade t o lose, with
the U
ni t
ed St ates; it cannot be dispu
ted
t
ha
t the
display made by Ge rm
any will
hereafter be
the chief
mem
or
y associ
ated
with the ex
hi
bits at
the
World's
F air,
and it is sca
rce
ly doubtful
t
ha
t
the
conse
quences will be promptly seen
in
t
he
r
etu
rn s of our
export trade with
America. Ge
rmany
, however ,
was not
the only
co
un
t
ry
making a
splendid
re
cord
at
Chicago ;
France wa
s no
bly
repr
ese
nt
ed, w
bil
e
Sweden, Ru ssia, I taly,
Spain, and Switzerland
were
pro
minent
among European na t ions. Gr
eat
B ri tai n
may well
be proud
of
those
among her
co
lonies who,
wh o
ll
y at their
ow
cost, took part in
the
Exposition.
New South
Wales mad
e a display w
orthy
of a
first-class
nati
o
n, and Canada
came very close
behind; Ceylon was represen
te
d
in
a way
ne
ver
be fo
re attem
p ted, a
nd several
oth ers he
lp
ed to
m
ake
good
the
deficiencies of
the
m
ot
her country.
On
e of t
he most
ou
tspoke
n u
tt eran
ces on
this
s
ubj ect
was recently made
by
Mr. H enniker H eato
n,
M.P
. , when vis
iting
Chicago a few w
eeks
since :
" You may say that
I
am disgusted with Gr
eat
Br
ita in's exhibit and attendance. The former is puny
and in no degree represe
nt
ative. England and Eng
landers will never have another such a glorious oppor
tunity for an
in t
ernational exhibit
of
th
ei
r resources and
capabiliti es.
I
do not in
th
e slightest degr
ee
hold Sir
Ri
chard Webster r
es
ponsible for the
si
tuation, and Par
liame
nt
supplied a plenteous fund, but
th
e ex ten t and
importa.nce of the Exposition ha
ve
been wholly miscon
strued and unappreciated in Englan
d.
" As for the lack
of
European attendance or patronage,
they have no conception of what they ha
ve mi
ssed seeing
and enjoying.
On
the
ot
her hand, Australia has
su r-
passed herself, and
I
am proud of her as an English sub
je
ct. Her exhibit in the Agricultural Hall is mar
vellous
ly
£ne and creditabl
e,
and in a large measure redeems
England s indifferen
ce
or cupidity."
We imagine there are bu
t few
unprej ud
iced
p
eop
le competent of judging
wh
o will not
thor
oughly
ind
or
se
Mr.
H e
nnik
er
Heaton's
criticisms,
and we
sinc
e
rely hope
t
ha
t
this
ge
nt l
eman will n
ot
fail, on
hi
s r
eturn
t o
England, to repeat and empha
sise
his
well-grounded st
rictur
es.
For good
or
ill t he opportunity has passed away,
but
we may
yet l
ea
rn usef ul
le
ssons,
if we
choose to do so, from the Columbi
an Ex p
osi
tion. Such
celebrations,
in
o
ne country or another,
aud
at short in tervals, appear inevitable,
and the
experience at
Chicago
ought
to be us
ef
ul on fu
tu
re
occasions, especially
to
exhibitors, who are t he
most
im p
o
rtant elements of an
exhibition.
We think
it
will
be gene
rally
admit
ted
hereafter th at the
World's Fair
wa
s
on
too la rge a scale ; that the
exterior
of
the
buildin
gs was t oo b
eaut
iful,
and
the sur ro
undin
gs
too
attr
apt
ive for the well-being
of
ex hibito
rs,
and in this
c
on
n
ect
i
on
we shou
ld
like
to
hear fr om
British
exhibitors
whether they
hav
e
been
satisfied
with their vent
ure,
and,
if
not
for what
re a
so
ns.
We t
hink
more
atte
n
t i o ~ must be paid in
future
t o
ventilation
;
that
it
wi
ll be ad
mi
tt e
d it is not always
the biggest
buildings
that are best adapted for ex
hibi
tions
at Chicago th e
~ s p Building
was
far more more
convenient
than the one
devoted
to Manufactures and Liberal Arts
;
that, un l
ess
f
or exceptional purpose
s, ove
rh ead
s wu
ld
be aboli
s
hed as
a
lm
ost useless for ex
hibitors
;
that mor e ca
re should
be devoted
to the pr
epara
tion
of
cata
looues
(New South
Wales
gave
an
admirable
model) ; and
many ot
her
things. In
n1atter of classification the
Columbian
E x
po
si-
tion
l
eft
n
othin
g to be desir
ed
. ;
in
organisa
tion
it
displayed
m
any
wea
kn
esses.
We
are
bound to sa
y
tho
ugh
we
say i t
with
fear
an
d
trembling, t h ~ t r
men's Buildings
be
av
o
ided in the
f
uture, and
t h
at the
M1dway
Plai
sance
,
thoug
h
it
was fu
ll of
d e l i g h ~ s estab
l
ished
a
dan
ge
rous
precedent. We consider
th
at
E N G I N E E R I N G.
the
public
had
little,
if
any,
ground f
or co
mplain
t,
and the
full
est cause for satisfaction, both as
regar
ds t he means pr ovided for
their
tr a
nsport
to and
fr om t he . Exposition, and
their comfort
(excep t for
bad restaurants) and amusement during
their visits ; t
hi
s is
said
wi tho
ut
allowing for the
fact
th at
t
he American
crowd is
the
most long
suffe
rin
g
and most
self-r especting crowd in
the
world. Of
those in
whose
hands the vast
responsi
bility
was vested, no words
of praise
can
be
too
loud, and th is is
the
proper place to
exp
ress
our
deep regret t h
at
one so usef ul and energe
ti
c
in
pro
m
ot
in
g
the
welfare of
the
Expositi
or.,
should
ha
ve
been shot down by the
h
and
of
an
assassin
at the
moment
when
t he fulness of
its
gl
ory
had come.
The un l
ooked -for fina
ncia
l
results
achieved
by
the
Exposition
must
be
a so
ur
ce of
li
ve
ly
eatisfaction
to
these
ge
nt l
emen who have
labou
r
ed
so well for
the
success of
the Exposition;
t
he
l
atest inf
o
rma
t i
on
to hand, as we wri te t hose
lin
es, leads
to
the
h
ope
th
at
even
the stockholde
rs will n
ot
lose more
than 50 per cent. of
their
inv estmen
ts
.
With
hearty congrat
ulatio
ns
we ech o
the
wo
rds of th
e
New
York j
ou
rnali
st, Great
is C
hi
cago, a
nd
we
are prouder than ever
of
her.
"
THE
LOSS OF
THE
" VIOTORIA. "
THE loss of
H.
M. S.
Victo
ria is
the
m
ost
impor
tant
naval
event
of
modern
times, and the papers
which
h
ave
j ust
bee
n issu
ed
by the Admiralty are,
perh
aps,
the
most
weighty
documents
that
ha
ve
ever
been
put before
the publi
c by
their
lords
hips
of the
Admiralty. Th
ese
papers
have only reached
us shor tly before going
to pr
ess. In order t
hat
the
subject might be properly
understood,
it
is
n ecessary that t he diagrams accompanying
th
e
repo rt should be
seen, and these
we sha
ll repro
duce n
ext
week.
Th
e
papers in quest
i
on
consist
of two
Admiralty
minutes a
nd
a report by th e
Dir
ector of
Nava
l Con
st r
uct ion
an
d
Assistant
Controll
er,
Mr. W. H.
7
hite, C.B.
The
l
atte
r is
by far the
m
ost
imp o
rtant
pa
r t
of t he issue,
and
doubtless the fi
rst thing th
at
wi
ll
occur
to the
majority of pers o
ns
will be whether
Mr.
W hite is
the right person to
prepa
re
, single-handed, such a
repor t. I t is t rue the Victoria was desig
ned
before
the pr
esent D. N.
C. was appoi
nted to
that position,
but
Mr. Whit
9 is too staun ch a man not
to
sup
port hi
s fo
rm
er c
hi
e
f, with
whose work,
durin
g
the
later years
of S
ir
N
athaniel Barnaby
's ten ure of
office,
Mr. White was so in timately associated.
In
addition to th i
s the
re
is
the un i
versal tradition
- a
nd
a ve
ry
h ono
ur
able tradition
it
is -o f all
Gove
rn m
e
nt
officials
to '' support th
e depa
rtment
"
outside ; however
much
they may
bicker
at home.
Any
object
i
on to Mr. White
as
an in te
rested
person is, however,
merged in the
fac t t
hat
all warship designers are ve
ry much in the same
b
oa t -o
r at any ra te in a ve
ry
similar
kind
of
boat ; and in this r
espect
there is
one
sentence
in the
repo
rt
which appears
to
bear
more
sig
nificance than all t
he
rest.
Speak
ing of
the
Victoria,
it
is said : ' '
Th
e
numb
er of water
t ig
ht
doors is ma
de
as small as possible, consis
tentl
y
with the essent
ial conditions for working
and fighting
the
ship. " We
ha
ve
not time
now
to
compare, in detail, the subdivision of the
Victor
ia
with
t
hat of ot
her
battle
s
hip
s,
bu t,
speak
ing
gene
rally, we may say t
hat
she shows n o defect in this
eleme
nt
of design. f the Victoria's wa
te r
-tig
ht
bulk
h eads and
water-tight
doors could not be expected
to prevent
her sinking,
neither
could
those
of
any
other
vessel
in
H
er Majesty
's
Navy
,
and,
we
venture to state, n any other navy.
I t is for t
hat
reason t
hat this
question of design is n
ot
perso
nal
to any single
constructor,
or any group of d
es
igners;
it
is common
to
a
ll
.
The
qu
es t
ion h
ere
may arise
whe
the
r the point is one that affects th e n av
al
architect at
all.
Th
e gene
ral and popular
opinion
is, we believe, that
Mr.
White works
out
all the
design
of
a warship from his
inner
consciousn
ess:
t h
at the
vessel
spri
ngs ready
armed from hi
s
brain. Tho3e
more
intimately
associated
wit
h
these
matters k now that such is ve
ry far
from
being t he case.
Th
e fun
ct
ions of the Construc
tive
Depa
rtm
e
nt
- which is a
branc
h of t
he
Controller
of
the
Navy 's d
epartment
- are
to
ad vise on professio
nal matters, and,
according
to
st r
i
ct
official
procedure
,
the Dir
e
ct
or of
Nava
l Con
structio
n would
simply
have
to state
what
would
be
t he effect
on
the trim and
stability
of a s
hi
p
if
certain compartments were flooded. I t is for the
naval
officers on
the
.Board
to say
wh
ether these
spaces are
li
ke ly
to
be flooded during action : and
[N ov. J, I 893·
he
re it ma
y be we
ll to
leave
the
con
sideratio
n of t his
special mishap which has occur red to one of our fore
m
ost
bat tleships, disastrous as it has proved.
The
im
po
r
tance
of an accidental ramming during peace
time
is small compared
to the
ma
gnitude
of
the
ques
tion as
applied to actual
warfare.
Th
e ram is
not the
c
hi
ef weapon of
attack; that
position is he
ld by th
e
g
un,
and if subdivision has
to
be
abandoned
as a
m
et
h
od
of
keeping
a
ship
afloat
during
action-
which seems
to
be a fair conclusion fr
om the
pas
sage we have quoted- the whole art and mystery of
wars
hi
p design has
to
be remodelled .
It
does
not
follow from this,
as
some persons seem
to think,
t
hat every
o
ne
who has differed from accepted
designs
in
the
past
is
right,
a
nd the authorit
ies
have been
wrong a
ll
along t he line.
I t wi
ll
not
he
forgotten that the
injury to the
Victoria
was large
ly
below
water
line, whilst t
he
damage from g
un
-fire wou
ld be
chiefly above
that
somewhat vaguely defined level.
Th
is aspe ct of
the question is well
illustrated in the
excellent dia
grams which acco
mpany
th e repor t. I t would much
si
mpl
if
y
the
design of warships if arrangeme
nts
could be
mad
e that they sho
uld
al ways engage in
st i
ll
water and at
a given load
draught, but
so long as
th
ere are wa\'es- and t he speed of
the
s
hip
is no
unimp
orta
nt
elem
ent in
their
pr
o
ducti
on-
the
water
" line, , wiJl always resolve
itse
lf
into an
area,
often o
ne
of considerable
magnitud
e.
We
shall ret
urn to this
s
ubject in
o
ur next
is
sue
,
when we have had more time
to
digest
the
matter
contained
in the
official
pub
li
cations.
In
the
meanti
me the broad
resu lt s
tands
out promin ently
that
s
ubdi
vision " is
not
what
has been
claimed
f
or
it ,
and
there is n
ot
one of
ou
r wars
hip
s
that could not be disab led or
sunk
by well
directed
gun-fire, or
by
blow of r
am
or torpedo,
supp osing she were r
eta
ined in ' ' the essent ial con
di
tions for wo
rkin
g a
nd
fighting the ship. "
At the
b
est
it takes three minutes
to
close water-tig
ht
doors,
and it
is obvious
that
the
man
re
uvre
cou
ld
not be
gon e
through
du
ring act
ion eve
ry
time
the
enemy
t
hreate
n
ed by
g
un
fire, r amming, or
torp
edo.
f
we have a consolation, it is that our
fr i
end s,
the enemy, are
in
the
same
parlous sta te.
Perhap
s
the
t
ru
e
moral to
be dr
awn
from
this
sad
natio
nal
calamity is the very old one, that
the
s
hip
which can
st
rike
the hardest
blows
in
the
shortest time
will win, and that n
ot
only nate1
i
el
but men
have
to be
considered.
MARINE I N
DU
STR IES.
MR. JonN INGLIS, the well-known Clyde ship
builder , is
the
new Pr es
id
e
nt
of
th
e I
nstitut
ion of
E ngineers and
Shipbui
lders in Scotl
and, and he has
ju
st
delivered
his presidential
address.
Th
e diffi
culty of
atta
ining success
in
such an
add
ress is a
common expe
ri
ence, for there is no posit ive standard
by
which to
judge
t he result. The usual practice is
to
adopt t he histo
ri
cal
or
reminiscent, but, un less
t
he narrato
r can deal
with
personal reminiscences
of a
da
te now ancie
nt,
t he resu lt is u
sua
lly un
sa t
is
fa
ct
ory; while) as Mr. In glis
furth
er
pointed out,
a
summg,ry of the engineering works of th e
yea
r is
apt to
savo
ur
strongly of
ex t
r
acts
from
the techni
cal
journals. We
cannot
q
uit
e appreciate
the valu
e
set
upon the objections
to
dealing with a particular sub
ject
of which a special
study
has been made.
Few
members would regard such an a
ddr
ess from a master
m
ind
as "
in
va
din
g
the te
rr itory
of
the
members
who co
ntribut
e papers at
the
regular meetffigs. "
The fear
of weaknesses
and
fallacies going unchal
lenged because, by courtesy, presidential ad'dresses
are not debated, would s
ur
ely be met
by
criticisms
from
without,
if
not in subseq
u
ent
papers.
f
pers onal reminiscences of
val
ue
not hi
thert o
divulged
cannot
be
presented,
we
think
t he time has
come for a departu
re
fr om
the
ru le of dealing with
history
a
lr
eady reco
rd
ed. As person
al
reminiscen
ce
s
of
any
special
valu
e
are
exceptional rather than
the
rul
e, it is fully
time
some new depar
tu
re was made
in
the way of dealing exclusively with a technical
subject of which a special
st
udy had been made,
a
nd probably Mr. In
glis was as well able as any
marine const
ructor
to
mak e such a departure, for,
recalling his few
contributions to the
technical
inst itutions, and their permanent value to t
he
whole profession, we do
ubt not
t
hat
in
t
he
arc
hi
ves
at
Pointhouse
there
is a
store
of
exper
ience, a
l
ittle
of which would have made an ideal address.
Withal the
address
by
Mr. Inglis was a disti nct
success. N ex t
to
reminiscences or
the
treatment
of a su
bject by an expert,
comes
what
mig
ht be
tenne
d a ph ilosophic
estimate
of
the
n f l u e n ~ e
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Nov.
3
1893.]
of passing events,
and
a careful consideration
by
a
competent judge of their
va
lue as steps towa rds pro
gress.
He is endowed
with
that philosophic calm
which is necessary to hold the balance between t he
optimism
consequent,
say, on
the
addition of half a
knot to the
speed
of the modern Atlantic steamer,
and the e s s i m i . s ~ so la rgely obtaining owing
to the
unsettled
cond1t10n of labour. Both topics are of
moment,
but
the
Pr e
sident seemed
content
in the
case of
these
and ot
her
subjects to drop a
suggestion
starting a long
train
of thought. In the
one case
he felt satisfied, in r
eviewing
the
disc
ontent of
labour fr om ancient
times, that
disputes on
wages
questions
have
alw
ays be
en, a
nd
pro
bably
will be, so long
as the sole x t t ~
b
et
ween
man and man
is
cash payment . Some
artifi
cial
regulation of wages is ,
he considers,
necessary,
and
he suggested, as a suitable pursuit for the members
the
determining how such
regulation
could
be
i n t l ~
ligently applied,
and
how waste of energy in st ri
ing for
the
unattainable should
be
avoid
ed
.
Th
e
idea
is
good,
~ n d
;\ ~ o . m m i t t e e with such a president,
who
has st
udted p
oh t
tcal
economy
fr om
the
practical
as well as.
theoretica
l. point of view, might produce
some basts f
or
a sattsfactory
scheme. 'l'h
ere is no
doubt that such
strikes
as
that
which has con tinued
for
three months in the
coal t rade h
ave
most
disas
tr
ous results,
and
in mar ine industries, where
they
are not infrequent ,
ben
efit wo
uld ac
c
ru
e
from
a
method of reg ulating wages
inte
lligently applied .
As
to the
futu re of
the
marine industries fr om
the technical sta
ndp
oint, lit tle was said, and the
explanation
is satisfactory.
Th
e
fi
r
st
esse
n
ti a
l
to
progress in this respect,
he rightly
considers, is
finance.
He
believes
that
if
the
obs
ta
cl
es to
com·
mercial success
can
be got over,
the
requisite skill
for the production of
still
fa
ste
r vessels will n
ot be
wanting.
He
therefore entered at some length
into the question as to
whether,
with our lar
ge
r
st
eamers, we have reac hed any
higher
financial
succe3s, and the result of his investigation l
ed him
to the conclusion th
at,
notwithstandi ng the con
tinuous efforts of engineerd towards mechanical
improvements,
and
the
attaining
of ever-incr eas ing
speeds at sea, th e margin of profits to the owner of
fast steamships is so dangerously near to ze ro, that
to preserve
him
in existence it would seem as i f
the
State aid which was obv iously
necessary in the
infancy of steam navigation, cannot yet be dis
pensed with.
British
mail serv ices are perf
or
m
ed
more cheaply than th ose of any
othe
r nation. The
mail subsidies paid by
this country
amoun t
to
G37,000l. per annum, while the
ot
her three
pr
in
cipal European
countries-France,
German y ,
and
Russis-pay
in the aggregate over 2.7
millions,
or
more than fo
ur times the British
total. In ot her
words, the four countries pay in all 3.
33 millio
ns, of
wh ich Great Britain contr ibutes 20 per
cent.,
while
the foreign trade of th e four coun t ries
is
1646 mil
lions sterling, of which our proportion
is
45 per
cent., or 74.0 millio
ns.
The four countries quoted
pay
ll.
of subsidies
to every
336l. wor th of
imports and exports ; the rat io for Britain
is
1 to 1161. Taking
the
case of t h e
French
com
panies first, Mr. In glis found t hat t he mail
subsidy amo
unted
to
one million,
while t he p re
mium or bounty for navigation, un de r the n
ew
laws, amo un ts to 360,
OOOl
T
he
French Trans
atlantic,
with l.G millions
of
capita
l and 167,000
tons of shipping, absor
bs
subsidies amo
un ting
to
446,320l., and yet only distri butes about 80,000l.
annually
in dividends
-
less
th a
n
one-fift
h
of
the
t.'\te aid. The M
essageries
Mar itimes has 2.4
millions of capital f
or
202,000
tons
of shipping.
They absorb 554,000l.
as
subsidies, and on ly pay
120,000Z.
as
dividend.
Steam navigatio
n
in
France,
as ?.1r. Inglis points out, is still the tender nu rsling
of 1 36, for were it not for the subsidies th ere
would be
a year
ly
loss of fully a qu ar ter of a million
in the case of two companies with f o
ur
millions of
capital.
In
Ger
many
the condition is equally
un
satisfactory, for the principal compan y-
the
N or th
German
Ll
o
yd s
would
last year
have
dr op ped
190,000l. had it n ot
been
for the subsidy of
220,000l.
The
year's
balance
was only
30,000l.
equal to 1t
per
cent. on th e cap ital of t wo milliontt.
An
examination
of the
Bri
tish companies'
accounts
r the past yea r does not indicate any im prove
ment.
Taking four of
the leading compa
nies
which
made profits last year the P. and 0., the Cunard,
the
Royal Mail,
and the ShawSavillandAlbion
Com
p:mies-it is found that they earn a subsidy totalling
482,3031., while the
pr
ofit on the
year
's op erations
was o
nly
lfi9,08Gl., so
that
but for this subsidy the
loss on the
yea
r would
h a v ~ been
323,000l. Of
E N G I N E E R I N G.
cour se the subsidy is r eally f
or
work do
ne
while as
r
egards freights, last year
was n ot
by ~ n y m e ~ n s
a favourable one. I t is
neverthe
less surprising to
note
t h
at but
for
this State
aid
the
companies
named .h
aving high-
speed steamers would have
been w1thout a profit.
The details
are inst
ru
ctive :
Capital.
Profit.
Per JOOl.
Rubsidy.
Ce.pital.
£
£
£,
P.
and 0.
• •
2,320,000
340,000
139,800
- 6l
Cuna
rd
-
• •
l,GOO,OOO
60,00J
6,9t4
= 6s. 9d.
Itoyo.l Mail
..
900,000
1>0,000
302
-
Sd.
Sba.w Sn.vi 11 .•
460,120
-
12,070
= 2l. 108.
6,2 6,420 480,000 169,0 6
=
Sl.
The P. and
0.
have an Admiralty
sub
vention
of
12,394l. l ls . 9d., and the Cunard Company of
abo ut
13,500l. per annum in addition to m
ail
subsidy.
Four
o
th
er companies are c
ited
by
Mr
. In glis
as
sub_sidy-earnin g, y e ~ working
wi t
hout profit. The
U n t ~ n Company, wtth a capital of 698,410l., had a
d eb tt b a l a n c ~ e q u a ~ to
10
pe r cent. of capital, and
the Castle L tne, wtth a capital of 504,OOOl., a loss
of 40,OOOl. Th e Orient dropped 43,OOOl. , nearly
equal
to
pe r .ce
nt.
the_capital , n ot withstanding
that the1r ma1l subs1dy 1s 85,000l. Th e Pacific
Company
h ~ v e a
mail subsidy
of 20,000l.,
and
yet
lost 57, 238l. , so that the capital of n
ea
rly 1 milli
ons
ea
rn
ed no ret
urn.
These eig
ht
companies, there
fo
re,
representing 8 millions of capital,
while
re
ceiving from the Government 665,200l.
as mail
s ub
sidy , or Admiralty subventi
on,
show on balance a
loss on the
year
's
working of
over 50,000l.
The
President had
no
means
of
dete
rminin
g
if
the
com
panies
had
an
y con
siderable cash
r eserve,
but
if
they
hav
e, these, he thinks, are probably over
ba
l
anced
by the sum
of
650,000l.,
which
o
ne
of
the
ol
der
Atlantic
companies
has
written
off as irre
coverable
loss.
The
ope r
ations
of
th
e compa
ni
es
named, it is poin ted out, are probably less affected
by the fluctuat
ions
in
cargo
freights than
those of
the ma jo
rity
of shipowners, and Mr. I nglis
thinks
it
difficult
to avoid
t
he
conclusion t hat
much
of
the
disastrous r esults may be due to
more rapid
ad
vance in speed than the conditio ns of the employ
ment
of the vessels war1 an
t,
or to
some
other
defect in the adaptation of them to the in t
ende
d
purpose.
The point is one of gr
eat
interest, and Mr. In glis's
demonstration is so satisfac
tory,
so far as it goes, t hat
one
ca
nn ot but the mor e regret that he depar ted
from t he
topic
to
satisfy
the
ordi
na ry id ea of a pre
sidential add r
ess
to
which
we have already made re·
ference.
I t wo
uld have
b
ee
n
interesting to know
pre
cisely if the
ve
ry u
nsatisfacto
ry results of la
st
year's
wo
rking were
experienced in
preceding
years. I t
is well
known that we have been passing through
a period
of great
depression ,
and that
freights have
b
ee
n very lo w, and
while
the
companie
s quoted
may
not hq,ve su ffe r
ed as
m uch
as
ordin
ary
freight
ca
rr i
ers, st ill there
is
t he possibility that the
figures of l
ast
year
are
wor
se than those
of
pr
eced
in
g
years.
The point to be d etermined before any
conclusio n can be arr ived
at
is whet her
the
losses
have grown with the addition of ships of increased
speed, and
h
ave
not fluctuated with t he
prospero
us
or de pressed state of the fr eight
mark
et,
as in the
case of
companies
where speed is n
ot
the first
essent
ial .
Moreover,
incidental influences in
trade
must be
taken in to consi
deratio
n.
Th ere is
room
f
or
doubt as to whether our high-speed steamers
m
ake for comme
rcial success,
and if
th
ey
do
not,
then
we
are advancing
ei t
her
too
quick
ly
or
on
false lines.
Th
e
histo ry
of progress
in
all departments of science encourages develop
m
ent in anticipati
on
of
rewa
rd, and
we do n
ot
kn ow that we ha ve reached that stage in marine
co
nstruction wh
en the
prospects
warn against
;\d vance. As to whether the lin e of progress is
right
or
wrong,
th ere can be no defini
teness
; so
that
there
is
the gr
eate
r need for
fr
eq uent
and
careful in vest
i
gation. Mr. In
g
li
s,
in hi
s
address,
whi ch as we have indicated, is pregnant with
t h o u h t ~ u l h i n ~ p e ~ s up
considera
tion a w1d e subJect of tnvesttgatlOn , a
nd
1t should be
to the interest
s
of
Rhipp ing
companies to
supply t he
information requisite for a thorough investigation
as
t o
whe
ther
or
n
ot the present type of
fast
vessels hav
e d efects
which mili
tate
again
st com
mercial
success.
THE WEATHER OF OCTOBER, 1893.
A·PTU)IN' has been mellow to the core.
After
the brilliant
summer, a
utumn ha
s b een respl
en
dent
in hues and tints ove r th e landscapP,
and
the
·s 5
wea ther of October has shown that
Autumn comes with the m i ~ b t of
floods
,
The glow of moonlit sktes,
And the glory flung on fading woods
Of
thousand mingled dyes .
Of course the
wettest month
of the year is always
expected to be wet, but not always
to
have so fair
du ration of sun shine as the
past
month .
Th
e rains
were welcomed all over England, making conditio
ns
favourable for
ro
ots aud pastures, as well as for
•
SOWlngs.
Th e mean p ressure and temperature of the
at
mosphere at ex tr
eme
positions of
the British
Islands
to which
the Isle
of
Man
is
cent
ra
l,
we
re as
fo
ll
ows :
PositioLs.
North
• •
South
• •
We t
• •
East
•
Central
•
I
I
Mean
Pressure.
.
ID.
29.55
29 .97
29.8 L
29 .82
29.81
Dift'e rE:nce Mean Difference
from Normn.l Tempera· from Normal.
· turt>.
•
de deg.n.
g.
below 0.14 4
8
above 1
above .06 54 1
.01
6s
2
be low .01
6
1
1
.0
1
6
1
1
The
distribution of r
ain
in
frequ
ency
and qua
n·
tity may be roughly inferred from the follow
in
g
r
es
ult
s:
Places.
Rainy Days.
I
Amount.
J
Difference
from Normal.
Sumbu rgh ..
Scilly . • •
Valentia ..
Yarmouth ..
•
•
••
•
• •
28
23
26
19
- -
•
10.
6 07
2.26
4.
11
1.63
•
ID.
more
1.80
less 1.44
" 1.77
1.29
Th e daily
ge
neral directions of the winds over
th
ese
islands give a
re
sultant from \V. ; from
'V
by
S. when the estimated for
ce
is taken into the
computation ;
and
fr om
,
V, as
indicated
by the
mean dis tribu tion of atmospherical pr
ess
ure.
This
is so
ne
ar to t he normal resultant,
\V
. S . \V
.,
t
hat
a
mean temperature 1 deg.
above
the normal is not
surprising. Atm
o
spherical
pressure differed only
slightly from the normal ;
but at
th e north of Scot
land, where the difference w
as
grea tes t, the r
ai
n
fall was most frequent and abundant ; the other
parts
had a deficiency in
the
q uan ti ty of
rain.
On
the
lOth,
1.1 in. of r ain was measured in L ondon ;
on
t
he
1
2t
h, 1.28
in.
a tJersey, 1.12
in.
at
Du n
geness ;
on
t he 1
8t
h, 1.57 in . at HuratCastle. Thunderstorms
occ
ur red in south-west
England on t
he 5t
h ;
in
central
En g
land
on
the 7th
;
in
so
uth-ea
st
England
on the 9th; on the
so
uth coast on
t he
17th.
Th e
high
est
temperature, 70 deg., was r epo
rt e
d at
Llandudno on the 21st.; t he lowest, 27
deg.,
at
Markr
ee on the 8t.h. Th e mean temperature of
th e air at 8 A M . for the entire area of these islands,
a.t sea leve l, was 51.5
deg
. on the 1st, 48.5 deg. on
the 4th, 51 d eg. on the 8th, 48 deg. on the
13
th,
57
de
g. on the 16t
h,
51 deg. on the 19th, 57
deg. on the 21st, 48.5 deg. on the 23rd, 51.5 deg.
on
the
2
4th
,
46.5
deg. on th e 26th, 53 deg. on the
27th,
39 deg. on the 31
st
,
showin
g
th
e capricious
fluctuations of
the
descending curve of te
mperature,
du e to changes of wind, which were chiefly between
S. W .
and N.W. Atm
osp her ical
press
ure was
greatest, 30.6
in
., on the 23rd; least, 29.0 in., on
th
e
4t
h. The heavy
falls of r
ai
n t o be
expected
in
this
month were
alternated
by intervals of sunshine, a
fair amount of
day
warmth q ualified by cold at
ni
g
ht.
"The cold groweth
stronger, and paler
t h ~
sun. "
At
8 A.M on t he 22nd, while t he temperature
at Dungeness was 58 d eg., at Parsons own i t
was
o
nly
37 d
eg
.
Th
e n
otations
of the weather
indicate
clear fine days to
have
ranged between
12
in t he
east
and
4
in the
west ; over
cast
, between 17
in
the
north
and
6 in t he south district . During t
he
fo
ur weeks
e
ndin
g t
he 28th,
the
durati
on of
bri
g
ht
sunshine, estimated in percentage of its poss ible
amount,
was for
th
e U nited
Ki n
gdom 32,
Channel
I sles 41, no
rt h
-east En gland 40, east
England
39,
south
England
37, central
England
36, east Scot
land 33, south-west
England
31, west Scotland
and
south
Ir
e
land
30, no
rth Irel
and
and
n o
rth
-west
En
gland 26, no r
th
Scotland 13.
W
eek
by week
the proportio
n of
sunshine has
b
ee
n steadily
decreasing.
THE
NEW
TORPEDO-BOAT
DESTROYERS.
ON
Saturday
l
ast
a
tria
l took
pl
ace which has
been looked forward to for some t ime
with
in
terest, perhaps n
ot
q
ui te without
a
tinge
of
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E N G I N E E R I N G.
chapters
is very v a r i a . ~ l e
;.
in m.ost p
arts so
little is this condition, however, is n ot only
not
essential,
required
that
we th1nk 1t a ptty
that the
whole
but
violates
the "pr in
cip le of least
resista
nce,"
book
has
not
been adapted
for non-mathematical whioh shows
that it
must
lie
as hjgh up as is con
readers. On page 7 wo are reminded of the mean- sistent
with
the condition of strength of the arch
in
as
of s ine and cosine ; also
the
positions and values ring, say at
the
up per third of the ring.
ot he
maxima
of several (by no means simple)
Even
with a
ll
these faults (wh ich could be easily
functio
ns are
found by
purely tentative processes
cured in a new edition),
the
book is
a dist
in ctly
of
arit
h
metica
l
calculati
on : whilst,
on the
other
good
one
in it
s te ac
hing the
practical working of
hand several pages br i
st
le with integrals, and
examples
without
much
mathematics.
c a . n n ~ t
be understood without a fair knowledge of -
integration. BOOKS
RECE
I
VE D
.
In the
first
six
chapters (
111
pages) elementary
A New Chapter
in
the H istory
of
Labour.
London:
mechanics and
resi
stance
of mate r ials are
tr eated
U nwin Brothere. [Price 1s. ]
Of
in
some
detail
and with
considerab
le
sk
ill
by
Per
i
Mercati
Co
perti.
Di
MAR
C
AURELIO
B
OLD
I.
Rome :Tipogra.fia. Fra.telli Centena.ri.
quite elementary methods, so as to
lead
up to
the
A n Elementar.v
Tr
eatise on the Ge
ome try
of Conics. By
The
ory of Structures.
The
c
hapt
er on Roof A UTO H M t.:KHOP.\.DHYAY , M. A., F.R.S.E. L ondon
Trusses (62 pages) is
good
; space might have a.nd New
York:
Macmillan and Co . [Price
4s.
6d.]
been saved herein by discard ing altogether the old Evc,·ybody s L etter Writer By P ENHOLDER. Londo
n:
f
·
th
t f f
1
Saxon and Co. [Price 6d.)
process o
computmg
e s res
ses
roru orm u
re
,
Experimente mit
St r
omen h
ohe
· Wechsel ahl
und F1•e
-
and using instead
the st
ress - d iagram m
et
hod quenz. Zusa.mmengestellt von
ETrRNNE
DE
Fo
ooR.
thr
oughout (as h
as be
en done for
the
mor e complex
Revidirt
und
mit
Anmerkungen versehen von
NJKOLA
trusses). The chapters on Arches
(8
1
page
s) and
TE
S
LA.
Mit
94
Abbildungen. Vienna.
Pe
stb, and
on Domes (41 pages) are excellent; they contain Leipzic : A. Ha.rtleben.
worked examples of most of
the
diffe
rent
k inds
of
Amber:
U
ab
ou
t I t. Liverpool:
Offi
ce of Cope s T obacco
Plant
arches and domes worked out in a way that would Pr inciples of Political Economy . By J . SarELDNicHOLSON ,
be easy to follow in s
imila
r cases. A great
simpli-
M. A., D. c. Vol. I. Lond o
n:
Ada.m
an
d Charles
fica t
ion has been introduced
into the
practical cal- Black. [Price 15s. )
culation of the stability of the haun ches and abut- The Theory and Practice of b-fodern Fra;mcd Structures.
ments by the const ant use of t he pr incip le that ByJ. B. J oHNSO N C.
\V BRYAN,
and F . E. T
uRNEAURE.
h d h
N
York
: John Wiley and Sons
;
L ondon : Kega.n
sin?e the horizontal thrust
at
t e
c r o ~ an
t e Pa.ul, Trench, Tr
Ub
ner, a.nd Co ., Limited.
we1aht of the arch
and
load above
the
J01nt of
ru p-
Obj ects of I nterest to
Eng
ineers and others in and about
tur;
balance
about some point in
t h
at
joint, they
I
P
hi l
adelphia.
Philadelphia : The E ngineer's Club.
may, in treating of
the
parts bel ow that joint, be • The
Ore
Deposits of the Uni ted States. By J ~ ~ E S .F.
treated
of
as if app
li
ed
at
that
point
.
Th i
s
greatly
K E M ~
. B . E.l\1.
Ne
w York :
Th
e
SCie
nti
fic
· l '
fi 1 1 · th
·
t Th
h t Pubhshmg Company.
stmp
1
es ea cu
ahng
eu momen.
S:
e c ap er Die Drahtseilbah n en der Schweiz. Von K W ALLOTH.
on domes
appea
rs
to be
largely or1gmal, and taken Mit 10 Lit hographi
rt
en Ta.feln. Wiesbaden : C. W.
from the
author
's own
pap
e
rs
read be
fo r
e the Royal Kreidel. [Price
11
mark.)
Society. The articles on Rakina horing ar e also Addresses Delivered before the World s Railway Commerce
excellent ° Congress, held
in
Chica
go
, I ll., Ju ne 19 to 23, 18
93
.
b
· f h k · ·t . t ' 1 t t Official Report. Chicago : Office of The Railroad Age
The est part o t e wor 1s lLS
prac
rea - and N orth- Western
Rail
roader.
me
nt
of
w o r k e d ~ m t
exampl
es
. ; but there 1s
much Theo
ry
rtnd Practice
of
Na igation.
By WrL
LIAM H.
in the mathematiCal exp lanatiOns and phraseology BARHAM, Lieut.
R. N
.R . With 60 illustration s.
that would bear improvemen t, of which some L o n d ~ n d Glasgow : Willia.w Co llins, ons, and
instances will now be uiven . Co ., Lmuted. .
• .
0
•
a
] f R I n Search of a Cltmate. By CHARLES G. NOTTAGE,
On page 6.1t lS
stated
1n euect t 1at a may LL.B.,
F. R
.G.S. London : Sa.mpson Low Ma.rston
be r esolved
mto two
c
ompo
nents
P, Q
1n a
ny two
and
Co
., Limited. ' '
directions AB, A C, so long
as
AB, A C are not T he Rules and Usages of the Stock Exchange. By G.
in the same
st
raight
lin
e ;
but
that, if A B, A C be HERBERT
STUTb
'
rELD,
B.A. Oxon. Second Ed
it i
on.
in the same s traight
line, then H
one
comr-onent
By
th
e A u t h ~ and H E
_t
Y T R O T H ~ CAUTLEY, B.A.
\·anishes, while the
other
becomes
infinite, and the
Londo
n:
Effingha.m Wtlson.
[P n
ce 5s.]
resulta
nt
R coincides with t he greater force,
whereas, of course, bo th components become
infinite,
but
always
in
r
at
io P :
Q
=
s
in
R A C :
sin R
A
B ; the usual geometrical
constru
ction
(parallelogram of forces) is of co
urse
nugatory.
Again, in
the
description (page 11) of the stresses
in a crane A C B, whereof B C is the jib and C
the
apex from which the weight W hangs,
it
is stated
that the force ac ting in B C
to
balance
the st
r ess
produced by \V must
act
fr
om
C towa
rd
s
B,
a
nd
the arrow-head in Fi g. 8 also shows this force in
direction C B, whereas, in fact, t he stress iu B C
(resisting the
st
ress caused by ' V)
acts in
direction
BC.
The next
three
po
ints to
be n
ot
iced
are pre
sumably only accidental slips.
Firstly,
Fi g
s. 9 and 10 a re
not
corr ectly placed
together ; they should be placed
so
t hat corre
sponding lines
are parallel
(as described
in
th e text).
Next, on page 22,
two
co
up les are queerly
printed as P x A C x P . and Q x B C x Q. .
Again, in several places (see-page 23, line 16 ; page
24, line
13
;
page
27, l
ine
6 ;
page
28,
line 7)
the
phrase
"stress
is used
where
"moment
of
stress"
should have been used.
The free use of the old t erm s colla.r-boam,
"tie-beam," "king-post, queen-post, wit hout
theexpl
anation
t h
at
the two former
ar
e
rarely
load ed
as beams, and
that the
two l
atte
r are
rarely
loaded
as posts, is
not judicious. Agai
n, on pages 1
20 to
1
23
it is s tated that a collar -beam (in a plain
collar-roof) may act ei t
her
as tie or st ru t ;
but
it
is not
clear
how the framing can be don e so th at it
should
ever
(in a plain
colla
r -roof)
act
as a ti e.
In
t reating of
the
arch
very
l
ittle
u
se
has
bee
n
mad
e
of the important
line
of resistance
;"
only
th
ree
pages are devoted to
it
(pages 203
to
205), and t hen
und er the misnomer of line
of pressures"
(really
q.uite a
different line)
;
t he fact t
hat
its ac tual
posi
t10n
can only be
definitely
as
signed by ai
d
of
Moseley's Princip le of Least Resistance
has
been
overlooked ;
ind
eed ,
on
pag
e 204
it
is
stated
that
when the arch is in a condition of
stability the
hori
zo
n
ta
l pressure N will
act at the centre n
of
the
joint AB (i
.
e.
,
at
the
ce
ntre
of
the keystone)
;
N 0 T E S.
THE
COALFIELD ; IN vVE
ST
SwEDEN.
THE first researches for coal in the province of
Sconi a date
from
the
year 1737, at Vallakra, some
s ix miles from
the
town of Helsingb org ;
in
the
year
17
44
the
ex:perimen
al
boring was
resumed
at
Bosarp, n ot very far distant.
Here the
under
ta ki ng was
conti
nu ed under private initiative
until 1796, when
it
was for med i
nto
a com
pany, which began wo
rk
at H oganos t he fol
lowin g
ye a
r.
For
more
than twenty
years
this
company
continued
work,
until it, in the year
1825,
was tr a
ns f
ormed in to
the st
ill existing H o
gan
os
Coal Company. In addition
to
coalmining, the
company has al
so
gone
in
for o
th er industri
es, in
o
rder
t o
make
good t he
na
t
ur
al
ma t
erials
at its dis
posal,
such as
earthenware, firebricks, &c. The
comp any employs about 1000 hands. In the year
1760 extensive coal
mea
sures were secured by a
private
firm at Vallo
kr a,
and af ter a lapse of about
a ce
ntury
work
was
r
es umed
there,
two
pi t
s
being
su n
k.
In 1866 the V allokra Coal Company
wa
s
formed, with a capital of 1, 500,000 k r. (about
82,500l.) ; i t subsequently removed to Billes
holm , wher e it is
still
working,
and
wi th good re
sults. The
Kropp
Co
mpany
was formed
in
1871,
and
work
ed for a number of years a pit at Bjuf;
a
new
pit has now, with g reat
trouble,
been brought
in
to
wo
rkin
g order, and
the manuf
ac t
ur
e of fire
bricks
ha
s
also
been
adopted
on a la
rg
e scale.
Th
e
Skromberga. Coal
and
Clay
Compa
ny
is
th
e
youngest of th e Sco
nian
coal eompanies; it
em p
loys
abo ut 500 hands, a
nd
was formed in 1886. In
addition to
these
there
are several
sma
ll mi nes,
which are
not
of
mu
ch
imp
ort ance.
TECHNICAL
IN
DICES.
Q
ui t
e a large amount of
scientific
work ia done
tw ice
ove
r ,
owing to the
difficulty investigators
expe
ri
ence in findin g out what has been effected by
ot
hers
be f
ore.
An immense amount of valuab
le
matter is buried in the proceedings of obscure
scientific
soc
ieties, a
nd in the co
lumns
of
j o
urnals
of
sma
ll
circulation. Much
may be do
ne to rem
e
dy
547
this state of affairs by the periodical p ublication of
scientific indices,
and
it has been suggested t
hat
the Royal
So
ciet
y should
undertake
this work .
The Association of Engineer ing Societies of the
United States ha s, for some ti me pas t, published
pretty
complete indices
to
the
English
and Ameri?an
engineering
journal
s,
in
w
hi
ch
not
only is
th e.
~ t l e
of t he
pape
r
in
dexed given,
but
a
note
exp
lamm
g
more fully its contents
is
frequently added, th us
great
ly increasing
the
value of the publication.
The most complete technical
index yet published
is, h
owever, without doubt that
compiled
on behalf
of
the Germa
n
Imperial Patent
Office
by Dr. R.
Reith, and
published
in
London
by Messrs.
B.
Williams and Norgate, of Henrietta-street, Covent
Garden,
as well as by other fi
rm
s
in Berlin,
P a
ri
s,
and New
York.
The
bulk of
the index
deals
with
•
publications in the German, French , or English la
n-
guages, but other nations of E urope are also r
ep
re·
sented, their lead ing techn ical publications being
also
indexe
d .
Th
e index is divided into two
parts,
in the fi
rst
of which
all
matter
referring
to
a
pa
r
ticu
lar subj ect
is
group ed together,
whilst
the
second part of
the
volum e consists of an alpha
betical index, which shows
under
w
hat
group any
particular
article
sought
for is
to be
found.
In
all,
the vo
lume contains 502
la r
ge
pages,
a
nd
sho
uld
prove a valuab le addition to our p ublic
libraries
.
RAILwAy
BRAKES ON
BRITISH T
RA
IN .
I t is
grati
fying
to note,
from an official r
eturn
j u
st
issued, that 98 per cent. of the locomotives on rail
ways in the United Kingdom are fitted with auto
matic
br
akes which meet,
entirely or
partial1y,
the
conditions
of the Board
of
Trade,
and t
ha
t 99 per
cen t. of t he carriages and other vehicles attached
to passenge r
tr
ains ar e similarly
eq
uipped .
On
ly
two systems comply in all
re
spects with
the
official
requirement s -
the
automatic
vacuum
and
th
e
'Vest
inghouse automatic- and it is
interesting to
n ote h ow these systems tend to predominate w
it
h th e
lapse of years. Eight years ago they were used only
on half t he locomo tives and carriages, several
systems being applied
to othe
r 26
per
cent.
of the
vehicles. Now, ho
wever,
o
nly
1. 5
per
cent.
of the
locomotives, and 2 per cent. of the carriages, are
fitted wit h brakes which only comply with some
of
the
B oa
rd of Trad
e r equirements. Of
th
ese the
most
la rge
ly
used is
the
Smith vacuum,
which
is
not
automatic.
I t is adopted on t he Metropolitan
and some Irish lines. 1'he oth er brakes are also
vacuum, alth ough
not
automatic. The number
of
brakes complying with every condition, of course,
is
most nu m
erous. Of
engines there
are 11,1
6
1,
or 97 per cent . of the total, and of these 8539
have the automatic vacuum brake and 2622
the
\Vestinghouse au tomatic ; 38,776 carriages have the
automatic
vac
uum,
and 19,049
t he '
es t
inghouse
autom
a
tic, the tota
l - 5
7,825
- ma.king
96 per
ce
nt.
of all carr iage s in t h e kingdom. On ly 172 loco
motives are
not
fitted with
the
continuous brake,
1.5 per
cent.
of
the whole, as against
6.3 per cent.
five,
and
25 per cent. eight
years ag
o ;
whil
st of
carriages there are on
ly 2
per cent. without
con
tinuous brakes,
against
21 per ce
nt.
eight ye ars
ago.
THE UNI
TED
STATES NAVY'.
There can be no doubt that
Brother
J onathan is
determined
to build up a.
powerful n
av
y.
The
current circumstanc
es of
t
he
U
ni ted States are not
calculated
to
encour age the Federal Government to
increase the
nati
onal expend it
ur e
;
but
n ot with
st a
nding this
there
are
now no f
ewer
than
fifteen
A me
ri
can ships of
war in
course of construction,
viz. :
The
M ontgome
ry
, cruiser, 2000
tons ; the
Marblehead, cruiser, 2000 tons ;
th
e
Cincinna
ti ,
cruiser, 3183 tons
;
the
Ra l
eigh, cruiser, 3183 tons;
t he Columbi
a,
cruiser, 7
350 tons ;
t he Olympia,
cr u
ise
r,
5500
tons ;
the
M
aine, armoured
cruiser,
6648 tons; the Texas, li ne-of-bat tle
ship,
6648 tons;
t he Katahdin, ram, 2183 tons ; the
Massachusetts,
lin
e-of -bat tle ship, 10,200 tons ; the Inuian
a,
line-of-
battl
e shi p, 10,200
tons ;
the Oregon,
line-of-battle ship, 10,200
tons
;
~ h e
Iowa,
line
-of
battle
ship,
11 ,296 tons
; t he
Brooklyn,
a
rm
o
ur
ed
cruiser, 9150 to ns ; and t he Minneapolis,
cruiser,
7350 tons.
Th
e Montgomery, t
he
Marblehead, the
Cincinnati, the Raleigh, the Columbia, the Olympia,
the
M a
ine
,
th
e Texas, and
the
Kata.hdin will
be
completed t
hi
s
yea
r or
in the
course
of
1
894; but
the
Ma s
sachuset ts,
the
Indiana , and the Minnea
polis
will n
ot
be ready
for
sea before
1
895, while
t he Oregon, the Iowa, a
nd the Brook
lyn will
n
ot
follow
before
1
896.
The M o
nter
ey, the N ew
York, and
the Detroit,
which have
been recently
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placed
in commission, are almost re
ady for
ser
vice.
The
Puritan,
the Amphitrite, the Terror,
and the Monadnock, which have been in hand since
1
888, are approaching completion.
D
esigns are
being prepared
for
three
gunb
oats
of 1200 tons
each, and
plans
are a l
s0
in preparation f or
four
second-class torpedo-boats
to be
carried
by
the
Maine and the
Texas.
THE R us IAN PETROLEUM IN D UsTRY AND IT
S
CoNT.EMPLA.TED
Al\I.ALGAM.ATION.
The
ne gotiations for
an
amalgamation of
all
the Russian petroleum establishments are st i
ll pro
gressing
at
St. Petersburg, with what
seems
fair
prospects of ultimate s uccess. I t wo uld be con
sidered sufficient if 80
per
cent.
of t he
petroleum
works
entered
the amalgamation,
and
the projected
un i
on
will arrange with th e
American
petroleum
works how
the
world's
trade
is
to
be divided
between the Russian and the American petroleum
producers. In
1892
there
were
going at Baku
104
petroleum works, with
an
aggregate
production of
78 ,5
21,927
p oo
ds
of p e tr oleum
(about
1,283
,8
00
tons),
of which total as much as 60,344,112 poods
(about
986,500 tons) cune from 17 large works, re
presenting 76
.8 per cent.
of the total. I t
does
not
seem
unlikely that at least these may agree upon
output and
price,
and also
arrive at
some
arrange
ments with the American petroleum syndicate.
Against
a
coalition
of this
magnitude
the
sm all
works,
which
were outside the arrangement, could
carry
no
weight. The
consumption
per individ.
ual
varies very considerab
ly in the
different
countnes,
as will be seen from the following Table :
Ki logrammes.
Russia. .. . .. . .. . . . . . 6
::;weden and Norway ... ... ... 10
Great Britain
. . . .. . 13.4
Denmark . . .. . . . . . 13.8
Switzerland .. . ... ... . . . . 14 8
Germany . . . .. . . .. . 16
Holland .. . ... .. . ... ... 26
urn . . .. . . . .. . . .
38
.5
Umted
States ... ... ... ... 75
(One kilogramme is equal to 2.2 lb.)
The
sale of R ussian petroleum has
increased
from
50.2
million poods (about 820,000 tons)
in
1888
to
78 .5 million p oods (about 1 ,283, 000
tons)
in
1892.
THE p ANIR TUN
N
EL
.
The
headings on
the Panir Tunnel
on
the
Mush
kaf-Bolan Railway
met
on August 31la.st. This
tunnel
is
3050 ft. long, and is
for
a
double
line of
railway of
5 ft. 6
in.
gauge. The
Belgian system
has
b
ee
n
adopted in this
work,
a
top heading being
first
driven; this
is enla
r
ged
for the
arch,
which
is
finally carried down to the foundation by under
pinning. In
the present instance the
arch
is
semi
circular, and is of 29 ft. 6 in. span, the height
above
rail
level being
20 ft.
9 in. The
excavation
has been
through
limestone
r
ock.
Power
drills
(4-in. Climax) were used, which
were
worked by
natives.
Two
of
them
were mounted on one
stretcher
bar,
and
using air at 60 lb. pressure, 25 holes,
45
in. deep,
co uld be driven in 5 h ours. The drill
bits
were in.
and
lAn. in diameter. The ex
plosives
used
were dynamite and
geli
gnite . The
compressin
g
plant was
situated on
the
north
side
of the tunne
l,
and the air was conveyed to the
drills on the
south
heading
by an air
main
of 4t in.
wrought-iron pipe 6000 ft. long, which was laid
ov er the
hill.
' fhe
average
rate of
progress
was
13
ft. per day at
the
two working
fa ces. The best
month's work
was,
however, 455ft. The tempera
ture
both inside and out
of
the tunnel
was
very
high,
average
about 100 deg. Fahr. at the working
f
aces.
0 11tside it
was still higher, 117
deg. Fahr.
in
the shade being registered on one occasion.
This high normal temperature made it
necessary
to adopt special
means
for cooling the
ai
r-
com
pressors,
as
the water
available
had a temperature
of 112
deg. Fahr. , and
was almost us
eless
for
the
purpose.
The
c y l i n d e ~ s were e r e f o r ~ lagged w_ith
old rope and grass, w
htch was
kept m01at by addmg
water at
intervals.
Mr.
C. J.
Cole, A.M.I.C.E.,
was
the
exec
u Lve engineer
in
cha rge, and Mr. J.
Woodside, A.
M.
I. C.E.,
was assistant engineer.
CATALOGUES - W e have received from Mess rs. Whit
mor
e
and
Binyon, of 64 ,
M ~ r ~ · l a . n e ,
L
o.
ndon,.E. C.,. a
copy
of their new catalogue of ~ ~ l ~ m g machmes, m
~ v h t
are
included illustrated descr1pt10ns. of a ~ l the p ~ m C l p a l of
modern
roller mills.
Tables
of dtmenstOns, wetgbts, &c.,
a.ccomp:\ny t h ~ descriptions of the various
m a o ~
n e s ,
but
prices a.re
omttted.-The
new
catalogue
JUSt
I
ss
ued
by
Mr.
John
J.
Jardine, No ttingham,
.
deal
s
m a . i ~ l y with
millwrights' work, contains illustrattOnR and prt ce
rl.
des
oriptions of the vari of phtmmer-blocks, couplmgs,
shafting, c.
E N G I N E E R 1N
G.
BALL BEARINGS FOR THRUST BLOCKS.
To
THE EuiTOR
INEF.RIXG
SIR,-Owing
to
pr
essure of business
and
.
ab
sence fr?m
town, we have only just ha.d
an
o p p o r t ~ n t t y of .readmg
the
correspondence
that
has been gomg
on 10
your
valuable
paper
on
the
subject of ball or roller thrust
bearings. .
Being much in terest ed in
th
.e subject, and.
h a . v ~ n g
given
the matt
er some consideratiOn, we should hke, wtth
yonr permission, to
ma k
e a. few remarks with reference to
what
- has been
writt
en, and to say a f ew words as t ?
the
results obtained in tests made by ourselves on the Wtlkes
and Edwards roller thrust bearing. In the first place, we
take it
th at what
Mr.
Ramage r ~ q u i r e s
is a roller .
thrust
bearing
that
will
car
ry
a
hea
vy
l o ~ d ,
as spect fica
lly
mentions the
thru
st-block of a manne engme. Now, as
has been
stated by
some of
your correspondents, balls
have not been fou
nd
to give general sa tisfaction when
used to take
end
thrust, and when the reason is given th e
fa
ct is very clear.
The reason is that when balls are used to transmit the
strain
in
a bearing that has to take any considerable load,
and ther
efore require
a.
certain length of
lineal
contact
with the ball path proportional to the load, . the
only condition ~ h e n true r o ~ l i n g motion is obtame_d
is when
the
axts
about wbtch each ball
rotates
1s
pa.rallel with
the
axis of the shaft or part which
the balls are carrying. Now
in
an end thrust
bearing
the
position of
th
ese
two
axes may range from
an
angle of 45 deg. to 90 deg. of one another, according to
circumstances, the position of 90 deg. bei ng that
in
whi ch
the most rubbing
takes place between
the
ball
and its
path,
owi ng to
the
differentiation of velocities at varying radii.
Your correspondent Mr. Wingtield,
in
your issue of
September 29,
suggests
an
arrangement to solve
the
diffi·
culty which is th 9oretically, and would be practically,
correct if the conditions remained the same throughout
the life of the bearing, as 3hown
in
th e diagram, but they
do
not.
In
th
e first
plac
e,
each ball
only has
contact with
th e ball races at four points ; this, it will be seen, is not per
m i ~ s i b l e under any reasonable load ; firstl y, beC'ause of the
tendency
to
crush the ball
or the ra
ce, and, secondly, if
neither actually crushed, th e race would soon wear down
till a line of
contact
of sufficient length had been obtained,
in which ca-se rubbing
must take
place
between
the
ball
and
its
race, as
it
no longer rolls on two paths each com
posed of a narrow line,
but
of one of considerable breadth
according to the load, which
br
e
adth
is always increasing
by wear. Thirdly,
th
ere will be two zo nes in
the
ball
that will take all the wear, the ball consequent
ly
becom
ing
deformed, when
it
will
be
ve
ry liabl
e to jam in
the
races,
cutting
them up, and, further,
the
likelih ood of
uniform distribution of load over the whole of the balls iR
renrlered
very
remote.
Mr.
Tyler,
in your issue of October 20, suggests another
a rrangem
ent
which has the same drawback as Mr . Wing
field's, viz., that, a.s the races wear the rubbing
in
creases.
In
th
e diagram th e rolling axis of the ball
is
placed at
about 45 dag. to that of the shaft, but as the races wear
this angle grad ually becomes less and less, and the bear
ing is
little
different from
Mr
. Wingfield's,
with the
excep
tion of
two
point
s
in
which
it
is
much in
ferior, viz.,
it
has
only one path of conta-ct,
against
two
in Mr.
Wing6eld's
arrangeme
nt, and the tendency
to
crush the
balls is
twice
as great, owing to
the
angular direction of transmission of
the thrust st rain to the bearing. There is no doubt that
for lighb loads
the
se
two arrangements
would
be
satisfac
tory, but th ey would be absolutely useless where th e load
is reckoned by tons instead of pounds, as
in
the case of
the thrust-block
of a marine engine; for instance,
the
thru
st
strain
in some of the large liners will
rang
e fr
om
70 to 100 tons on the block.
Coming now
to the arrangement
shown
by Messrs.
Purdon
and
Waiters, there is good evidence in this design
that these gentbmen have fully appreciated the necessity
of providing sufficient lin eal contact between the
paths
and th e roller
s ; they
ha ve discarded the spherical f
orm
of
roller, and adopted that in which true rolling motion only
obtains.
There
are, however, serious J?ractical defects
aboub this arrangement, which we Will summarise as
follows: (1) The adjustability of the surfaces and the
rollers is difficulb to effect
in
order to obta.in·uniform dis
tribution of
load;
(2) the
putting
together
and taking
to pieces of
su
ch a bearing on a horizo
ntal
shaft appears
to be extremely di fficult, especially in the confined space
usual on board s
hip;
(3) when
th
e
shaft
vibrates,
and the
axis of
it
moves
out
of
the
line of axis of the roller paths,
the load will not be uniformly disbributed along the
e n ~ t h
of the cone
r o l l ~ r s , but upon one end
or
other
of
the1r
p t : ~ r i p h e r a l
surface; (4) the whole co
nstru
ction of the
bearing must be carr ied out
with
great mechanical accu
racy, in order
that th
e devire, as a
wh
ole, shall be efficient;
(5) with conical thrust rollers
there
is, of course, a reac
tion
in
a radial direction due to the obliquity of the
roller su
rface to
th
e direction of
thrust strain, and unle
ss
the means for taking this outward thrust are capable of
nice a d j u t m e n t l , it seems difficulb to in
su
re each roller
taking
it s
prop
or
tion
of
load;
(6)
when
t he go-ahead
rollers
are
being used it is difficult to see
what
keeps th e
go-astern rollers
in
proper position should there be any
play
in
the
bearing.
Coming now to
the
Wilkes
and
Ed wards bearing, you
have a device which is very readily adjustable, easily put
toget
her, simple to make,
re
quires
o
nly one
adjustment,
viz., in th e
di r
ection of
st
ram, the rollers
are
entirely
free to take
their
own bearing, and as they are only loose
ly
journalled on th
eir pivots, they
permit the
usual move
ment of the shaft in relation to the thrust-block without
interfering with
the di
stributio
n of
the
load
on
the thrust
collars.
W e have found by actual experiment
that
the energy
absorbed
in
friction by thi1:1 bearing is only one-seventh
that
of
any
o
rdinary
collar thrust bearing, which,
as
Captain Ed wards stated i.n your s s u ~ of Oct?ber has
resu
lt
ed in 12
per
ce
nt.
mcrease
of
revolutiOns 10 the
engines of a.
tug
upon which th e \Vilkes
and Edwards
r o l l ~ r thrust -block ha.s lately been fitted, as compared
with the numb
er of revo
lution
s obtained
with th
e ordina
ry
thrust-block fitted before.
Perhaps the
most
important
feature of this
in
vention is the specific form of curved
roller
periphery used, which is such
that
it
not only takes
the
outward thrust, but the e r i p h
r i ~ s
of rollers wear
down uniforml y, and never alter their sect10n. In
ot
her
words,
if you started
with rollers having
p ~ r i v h e r i o.f a.
different form ,
they
would wear down un 1l t bey arrt ve
at the specifi(; form which they would r etain until worn
ou t
.
Apologi
s
mg
for occupying so
much
of
you
r valuable
s p ~ c e
We
Sir,
y
ours truly,
] fELL AND
J
A:MKS.
1, Queen
Vi
ctoria-street, L ondon, E. C.,
November 1, 1893.
Tt) THE EDTTOR OF ENGINEERING.
SrR -?Y
ir.
\ V. C. Carter is very ready to accuse me of
misapprehending the problem
d i s ~ u s s i o n but
if
he
will carefully read
my
letter
agam
he wtll see
that
he has
quite misunderstood
it.
. .
I did
not state that
a
ball
bearmg
was unsuttable
for
heavy pressures,
nor
do I think so, or I should not have
recommended Mr. R ~ m a g e to
tr
y one . The question of
suitability
or o t h e r ~ i s e
of
such
a bearing depends, I
t a ~ e
it, upon whether It shows a.ny advantage over a. plam
bearing
under
similar circumstances. Thereforehwhen I
say
that
a
ball
bearing is most suitable for big speeds
and
light loads, I mean that the greatest advantage will
be found under those conditione. vVhether
it
will show
any ad vantage
when used as a
thru
st block remains to be
seen, and I trust Mr. Ramage will let us know the result
of his most in tere
st i
ng experiment. f Mr. Carter will
a.
leo
carefully
~ x a m i n e
th
e sketch a.ccomanying
my
le
tter,
he
will perceive
that the
line of thru
st
through
the
balls
forms an angle of 45 deg. with the axis of the shaft ; and,
therefore,
th
e form of
bearing
shown is
quite suitable
for
an
axial load. I also think
that th
e experience
obta
ined
with cycle bearings will be a much sa fer guide than the
mere
theorising
of
the
inexperienced,
as
whab
answers on
a. small scale
mu
st also answer upon a large scale provided
the proper proportion of I?a.rts is observed.
I should like
to
take
thts
opportunity of pointing out
that
to ca.rry a
greater
load the diameter of
the
balls
should be increased, and n
ot
necessarily their number,
for the crushing st
rength
of a ball depe
nds
upon its
diame
ter
rather than upon the
area
of
it
s bearing sur
face. As with a locomo tive wheel upon a rail, th e poinb
of contact
appears
to be capable of
car
ry ing practteally
any
amount of l
oad
provided the metal is thoroughly
bard, the onl y effect being to slightly increase
the
area of
cont act. I have myself had as mu ch a s 1000
ton
s bearing
upon an area
of contact not mo
re than
a
sq
ua re inch,
although the surfac6s were not dead hard. I t is,
th
ere
fore, clear that,
pr
ovided the balls are able to
have
a. true
rolling motion,
and
th eir
diam
e
ter
is grea.b
enough to
pr
event their being crushed or distorted, there is every
possibility of their answering sa tisfactorily in the present
case.
Yours
faithfully,
A. H. TYLER
5, Crown-court, Cheapside, November 1, 1893.
ECONOMICAL
SPEED OF
STEAMSHIPS.
To
THE EDITOU
OI<
ENOINEERINO.
SIR,- J . T. B. 's , letter is amu sing in more senses
than one. Putting aside the pun .and the poem, ' '
J.
T.
B.
must
sure
ly be joking when
he
first
asserts that
a
certain
statement of mine cannot
be
correct,
and
then goes on to
quote from Rankine the steps which I myself used
towards
the
proof of
that
statement.
f
J .
T. B. will kindly refer to
my
letter,
he
will find
that
in
the second equation Pis repla ced by m V 3 which
is
exactly equivalent
to his
deduction
fr
om Rankine thab
the effective horse-power expe
nded
in propelling a
vessel varies as V 3.
J . T.
B.
will
then
see
that his quotation is the
foun
dation-stone of
my
argument, and is of no u se as a. missile
to knock it to pieces.
B. Se.
Parti
ck,
October
30, 1893.
MECHANICAL
FLIGHT.
To
'IRE
EDITOR
oF ENGINEERING.
SIR,-ln
my
letter of the 20th inst. I stated
that
Mr.
Hiram
S. Maxim
is the principal exponent of the large
wide
a . e r o p l ~ n
a.nd as
Mr.
Maxim objects to be so de
scribed, I think it only fair
that
I should give
my rea
sons
for
making
the statemenn complained of. In
Mr.
:l\1axim's
patent specification (if
my
memory serves me) narrow
aeroplanes to be used in conjunction with the large wide
ae
roJ?la.ne are not mentioned. Again,
in
one of
Mr.
Maxtm's magazine articles the aeroplane is spoken of as
the
main supporting surface.
Again,
in Mr. Maxim
1
s
large mac
hin
e 1t is very evident that the large aeroplane
was in
te
nded
to
do nearly
the
who le of
the
lifting,
be-
cause
the
narrow aeroplanes were fixed underneath the
mai
n aeroplane and about 15 ft. behind its leading front
edge. In th is position
the narr
ow aeroplanes would do
more harm than good, working as
they
do in a downward
C Urrent of a.ir caused by th e large aeroplane above and
forward of
them.
I t would be interesting if ~ I r . ~ a x i m would state
wha.b
are the
relative areas of
the
wide
and
narr
ow planes.
l\i r.
1vlaxim
truly says that
a. large
surface
will lifb
something
but it is equa.Uy true that
it
will absorb a n
enormous amount of power to drive it, and there cer
tainly is no power to spare in any flying ma.ohine
yet or
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sso
LAUNCHES AND
TRIAL TRIPS.
Fren
ch
battl
eship J aure
guiberry
was
laun
ehed
on Fr1day, October 27, from the yard of the Fo rges et
C h a n t i ~ r s . d e la M edi t
er
ran ee at
La
Sey ne, near Toulon.
Th
e s
hip
I S 356 ft. long
by
72 ft. 6 in. broad,
and
fr
om
the
k
ee
l
to the upper de
ck m easures 47 ft. 10
in.
Th e
d r a u g h ~ aft
w i ~ l
be ~ b . 8 i ~ . Th ere are two triple
expansiOn n g u ~ d n ~ m g
tw m
-screws of manganese
br
onze. S t
ea
m IS
supph
ed
by
24
gr
oups of
boil
ers of
the
Al l
est
and
La g
raf
el type. W
ith
natural drauaht a
total
of 13,000 horse-power is contrac
ted
for. Th i; will gi ve
a speed of about 17
knots.
With forced draught and a
d
eve
lo
pm
e
nt
of 14,200
ho r
se-power
t
he
spee
d shou
ld
somewh
at e ~ · w e e 17.5 .knots.
Th
e gu ns are 8-rra.nged
exactly as m
the
Ca.p1tano rra.t, th ough th ey ar e of
cour
se, of much heavier calibre. The main a r m a . m
con sists of fou r
big
guns, disposed loze
ng
ewise, eac h in a
se
parat
e covered
turret,
Th ose on
th
e qua.terd eck and
forecastle are each 11.
8-
in. 44-ton gu ns. Th ose on
the
be
ams
ar
e
on sponso
ns,
a ~ d
are.each 10.8- in . 34-ton
gu n
s.
Al l
.
the
ot
he
r
guns
are qUick -firmg ones.
On
either sid e,
a httle astern of th e r w a ~ d turret and again a litt le
forw a rd of af ter
turret,
1s a small turret containing
a
pa t
r of 5.4-
m. 3-
ton guns.
In addition
th e
re ar
e on
th
e u p p ~ r deck
and
t u r e and in
th
e tops on t
he
two.
mihtary
ma sts four 2.5 m ., twelve 1.8-in
.,
and eight
1.4
·m. gun
s. Th ere
are als
o six
torp
edo ejec
tor
s,
of
wh
w?
tw
o
are
s
ubmerg
ed .
The armour includ
es a
17.7-
m.
e
nd-t
o e
nd
belt at
and
below th e water-lin e. Th is
is brought down forward to
th
e level of th e po
int
of
the
ram, a
nd
is
su
rmount ed
by
a belt of 3.9·in. armour,
whi ch
protects the
slope
and
edges of
the armour
ed
de
ck .
Th is deck, which is of stael, is 2.75 in. th ick, and
the
armour. of . the la rge turrets is carried r
ight
down to
it
.
The
pr mctpal
turr
et
armour ha
s a
th i
c
kn
ess of 15.7 in.
Th
e 5.4-in.
gun
s
are
be
hind
3.9-
in. armo
ur.
All
the
eight turrets
are
co nstr ucted upon M. Lagane's balanced
system, and, no m
atte
r
th
e
di recti
on in
wh
ich
they may
be trained, the
tr im of
the
$hip is not appreciably
altered. Th e en tire armour of
the
J au reg
uiberry
will
weigh
n
ea
rly 4000 tons, and will cost about 320,0001.
Th e
normal coa
l
capacit
y is 800 tons, but it
ca
n be, if
n ecessary, considerably increased.
The
complement will
be 650 officers and men. A remarkab le feature of the
J
aur
e
guiberry
is
the ex.ten
sive
use
of elec
tricity
as a
mo
ti
ve power. Ib will mov e th e turret s,
ra
ise
th
e
ammunition,
and do much other work, which, in th e
majority of m odern ironclads, is don e
by
steam or by
pneumati
c
or hydr
aulic powe
r. I t
will also, of course,
light the vessel.
Th
e h 1 ~ will
contain
550 in candescent
light s, and th ere will be
SI
X very powerful Man gin search
light
s.
Th
e to
tal cost
will, it is es
timat
e
d, be
ab
out
920,000l.
Th e new torpedo- boat destroyer Havock went on steam
trial on Saturd
ay,
Oc
tober
28, when satisfactory result s
were
attain
e
d,
th e mean sp
ee
d of
th ree
hours' run being
26. 18
kn
ots, with
th
e e
ngin
es working at from 360 to 370
revo
luti
ons
per
min
ute
,
th
e
tw
o locomo
ti
ve
boil
ers be
in
g
s
ubjected
to
a.n
air
pr
essure of a bout 3
in.
Th e
Havock
and the Hornet
were cons
tr u
cted by M essrs. Y
ar r
ow and
Co ., Poplar, a.nd their leading features were in
EN
GIN
EERING vol. lv. ,
pa g
e 848, while
the
resu lt of
th
e
tr
ia
l s
are
given in a
noth
er co
lumn
in
th i
s issue.
Th e Ramillies, Captain Bridgman Simp3on, left Spi t
h
ead
on Saturday morning, th e 28bh ul t., to become
the
fl
agshi
p of
Admiral
Si r M .
Cu
lm e-Se
ym
our, commanding
th e Mediterran
ea
n
Squadron,
in
pl a
ce of
th
e
Vi
ctoria,
which sank
after
being in collision with Her 1\Ia.jesty 's
s
hip Cam
pe
rd
own.
During the run
down to
Portland,
a
th r
ee
hou rs'
commissio
ned full-power trial of h er engines
wa s ma de under na tural draught. The
tr i
al was most
sa tis
fact
ory, equal to th ose got on
the
official cont r
ac
t
trials
(see ENG
INEERING
, vol. lv.,
pag
e 716). Al
th
ough she
encountered a strong he
ad
wind all the way, the B:a.millies
r
ea
lised a. m
ea
n speed of 14
kn
ots. Th e power developed
varied
fr
om 8887 during t he fi rst half -hour to
990
0
in
the
th ird, th e m
ea
n
indicated
horse-power be
ing
9400. Bef
ore
l
eavi
ng P ort smouth the battleship's new com plement
of Nord
e
nf
elt
.45-
in
. m
ac
hin
e
gu n
s
was
r
eplaced by
six
M
axim
automatic-fi
ring gun
s of
th
e same calibre.
-
Th e steel sorew
tug
Cardiff, built by Messrs. E.
Finch
and Co. , Chepstow, to t h ~ order of .t he ;Brazilian C<;>al
Company Limited,
Cardiff, for
th
e
tr
R10
de
Ja ne
tr
o
d epOt a speed tr ial in the British Ch ann el on th e
25th 'ult. Her principal dimensions ar e : . L ength
b etween
perpendicular
s, 90
ft. ; breadth, 17ft.
3
m. ;
d
ep t
h
(top of
ke
elto
top
of beam ), ft. 7 in : he }s
f i t t e ~ with
co
mP
Ound
surface-
condensmg e ~ g t n e s w1th c
yhnders
16 iti.
and
30 i n . in diameter by 22 ID. stroke, ma d
.e
by the
builde
rs.
Th
e boiler is lO.
fb
. in
d i a ~ 9ft.
9 ID.
with
tw
o furnaces of 3 ft. IDte na.ldtam
ete
r.
Th
e
workmg
pressure is 100 lb . p er square 1nch.
Ra.ylt
on Dixon and
Co.,
Middl
esbr
ough,
l
aun
ched,
on._.October 26, a steel screw oil s te
am
er named Hotham
N ewton, built for Me s
.s
rs: J. L e:onard and Sons,
Middl
es
br
ough. Th e
pr m
ctpal dlmenston s a re: .L eng
th
,
322 fb. ; b
ea
m, 41 ft. ; . de
pth
mould ed, 26 fb . 6 m.
Th
e
v ssel is fitted wi
th
th1rteen transverse
bulkhead
s,
and
a
c:nt re lin e bu lkhead running
right and
~ f t
dividing
the
s
hip
in t
o
tank
s
ca
rr
y
mg
of ot l.
Th t
s
is
the
first oil-carrying steamer
built
on K e n d ~ l l
pa t
en:t
system of expa nsion
trunk
ways for regu latmg th e .ml
cargoes under va.ryine- e ~ p e In st
ead
of bemg
fitted
on side of
the
rotddle
hn
e bulkhead, as
fore, th ese ex
pa n
s ion trunks are placed. at the d e s of
the vessel, and thus allow a. clear
sp
ace m
the
m1ddle of
th
e ship
for
t he
s t o w ~ g
of coal or general cargo. The
oil
pumping installatton
h
as
b
ee
n
fitt
ed by Me ssrs.
Hay-
E N G I N E E
RI
N G.
[N
ov .
3
I
893
·
DIAGRAMS OF THREE MONTHS' FLUCTUATIONS IN PRICES OF METALS
Speci<dly compiled from Officiol R eports of L ondon M etal and Scotch Pig Iron W arrant M arkets.)
A UGUST, 1893.
SEPTE'MBER, 1893. O cTO BBR, 1893.
ef
86
84
aa
80
18
L
46
,,
'"
r
....
~
17
i o.
~
.
1
n.
ill
"
ii;;
~
"
14
42
~
,.
"""'
40
38
36
£.
Z8
E6
24
E
20
18
• A
-
f
OQ
O
OG
0
a
•
I
••
•
.:l
t.
I Z r r T i i r i i - r - i T - r T - r ~ - r T I ~ r r ~ ~ ~ ~ ~ ~ ~
o f 1 i 1 i ~ - t - m r ¥ ~ ~ H - - ~ ~ ~ ~ ~ ~
, I
,
.,
, p,
.,
-,
DI
-. ,
46J
1
••
" "
_
,
-.-.
,.
lf
0 1
D
-
N
~ . .
riiP
a J
po
.
6,
...
IT
I
D
•n
t),
:t
if
~ . Y :
I
I I
I I I I
/
j q j 4 8 1 14- IG 18 rz
24
24 31
4
6 8 IZ 14 ZO
Z2
Z6 Z8 Z 4
6
1 IZ 16 18 ZO 24
Z6
3
NOT·E.-Each ver tical line representB a market day, and each horizontal line represents ls. in
the
case of hemati\e, Sc
ot
ch,
and
Cleveland iron, and
ll.
in all other cases. The price of quicksilver is
per
bottle,
the
co
ntenta
of which vary
in
weig
ht fr
om 70 lb. to 80 lb. The metal prices are per ton.
Heavy
steel
rails
are
to Middlesbrough quotations.
ward
Ty ler a
nd
C
o.
, of L ondon.
Th
e engines
and
boilers are placed
aft,
and these will be fit t ed by
the
No rth- Eastern Marine En gineering Company, Li m ited,
of Su
nd
e
rland.
The cyli
nd
e
rs
are 24 in., 39 in., and 64in,
in
diameter by
42 in. s
tr
oke
, w
ith
tw
o lar
ge
st
ee
l boile
rs
working at 160 lb. pre s
sur
e.
Messrs.
David
J . Du nl
op and Co
.,
Po
rt -Glasgow,
launched on October
26
the s.s . Lacka.wanna,
b u i l t
for
th e A nglo·Americ an Oil Company,
Limit
ed, L ond on, for
carrying petrol
eu
m oil
in
bulk. The vessel is divided
by
s
trong thwart
s
hip
s
bulkh
eads
into
te n oil-
tight
com
pa
rt
ments, which are again subdivided by a. longitudinal
bulkh
ea
d in
the
midd le line of
the
vessel; th ese comp art
me
nt
s
hav
e a ll been seP.a.ra.tely
te
sted in
the
prese
nc
e of
the
owner's and
Lloyd
s sur veyors, and under
th
e mcst
severe
pr
essure to whi ch
the
bulkheads will ever be sub
jected, each ompartme
nb
proved it self th oroughly satis
fac
tory
.
At th
e forwa
rd a.nd
a
ft
er e
nd
of
th
e oil com·
partments is a. 4-
ft
. welJ , ex
tending th
e full
br
e
adth
of
the vessel, and carr ied up to the height of
the
spar deck ;
the well
al
so sa
ti
sfacto
rily
stood
the
s
am
e
test as app
lied
to ea
ch oil co
mp
ar
tme
nt . Tho dim ensions of
th
o Lacka
wanna. are as follows : L engt h, 345 ft
.;
breadt h , 44 ft
.;
depth moulded to spar deck, 31 ft . 6 in.; gross to
nn
age ,
a
bou
t 4000 tons.
Tha
machiner;v con
sists
of a set of
t r i ~ l e x p a . n s i o n
single-screw engm es, having cylinders
J/7
m ., 4
3t in., an
d 70 i
n. in diam ete
r
by
51 in. s
tr
oke, fitted
with Br own's pat e
nt
s
team
and
hydrauli
c
steam
starting
gear, &c.
Th
ere a re two large double-ended boilers con
s
tru
cted for a working pressure of 160 lb. per square
inch.
The
oil-pumping engines, having cylinders 14 in.
and
14
in.
in
diamete
r
by
12 in. s
tr
oke, of
tw
o
" Snow"
dupl
ex p u m p placed in a pump-room amidships.
Th ese pumps are capable of a combi ned maximum o
utput
of 1000 tons per hour. In
the
same pu mp-room th ere is
pla-ced a Snow " pump, size 8 in . by 7 in. by 10 in.,
arranged to fill o.nd emp ty the well and forward ballast
tA nk
s.
---
M essrs. J ames and Ueo rge Thomson, Limited, Clyde·
bank,
laun
ched on
the
26th ult. a. twin-Etcr
ew
st eamer of
9000 tons, named K ens
ingt
on, for
the In t
ernational
Naviga
tion Uompa.ny.
Th
e dimensions a re: L
ength
between perpendiculars, 480ft. ; breadth (moulded), 57 ft.;
and
de
pth
(m
ould
ed),
40ft. Th
e vessel is
to carry
8000
tons at a dr
aug
ht of 28 ft. Th ere are
te
n powerful ste'l.m
winches n
ear
th e hatches on the upper deck ,
and
wo
rked
in con junction with strong de
rr i
cks, of whi ch there ar e
no fewer
than
16, of len
gths
varying fr om
40
to
GO ft
.
Th
ere is
an
extensive installation of refriger
atingmachiner
y
in separate sections one for per ishable cargo and
the
o
ther
for
th
e sh
ip 's
re
quirem
en
ts
. A l
though intend
ed
as
a
ca
rgo-
carrying
steamer, the
Ken
s
ingt
on has accommo
dati
on in large st at
e-
rooms amidships on
the
up per deck
for abo
ut
120 passe
ng
ers. The engines are of
the
direct
ac
tin
g, surface-cond ensing,
quad
r
up
l
e·expa
nsion
with
four cy linders wo
rking
on four cranks. c
yhn
·
ders
are
in .,
3 7 ~
in .,
5 2 ~
in., and 74 in . in diameter,
a
nd the
stroke 4
ft
. 6 in. '
fh
e boilers
are
designed for
a working
pressure
of 200 lb. per
squa
re inch,
and are
fitted
with
Messrs Brown's
indu
ced draught and Serve
tubes.
R E ~ f E N
. - T b
number of ves els whi ch en tered th e port
of in
the £r
st eight
mont
hs of
th
is year was 2348
of
an aggr
agate burden of 934,509 tons. Th e co
rre
sponding ent rances in the correspond ing period of 1 92
were 2025 vessels, of an aggr
egate burde
n of 906,303 tone,
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Nov .
E N G I N E E R I N G.
u a a
0
:
a
a
•:
=
551
- ;• a
a
w
e
-
=
PADDLE STEAMER
FOR
THE BOSPHORUS.
CO NSTRU
C
fED BY THE THAMES IRON' WORK
S
AND
SHIPBUILD
IN
G
COMPANY, I I T E D BLA
C
KWALL, LONDON.
- --
-
-
-
-
- -
- -
. -
=
-
-
-
-
·
-
-
-
- -
-
T
nE
illus
trati
on given above re
pr
es
en t
s one of
four
paddle whee l st eamers,
built
for
the
Bospborus • t
eam
Naviua.tion
Com pany, known by the name
of the
~ e t Hairie. This company was
establi
s
hed in
1
85
1 a few years before
the
C
rim ea
n
War, under
th e
a t r ~ of His Im peria l Majes ty the ul tan, and its
steamers
cond
uct a day light service
betwe
en
the city
and suburbs of Cons tan t
in
ople, and the many villages
ou both sid
es
of
the
Bosphorus. The
number
of pas
sengers carri
ed
is fully nine millions
per annum. Th
e
early boats of
the
company were built at Cowes, I sle
of
\Yight,
but
since 1 65 the
construction
h
as
been
entirely on
the
Thames. Four vessels
wer
e built a
year or two ago, two at 1Iessrs. Gre
en
's and
two at
the Thames Iron \Vorks, Blackwall,
and
i t
is
one of
these
latter
we illu
st
rate.
The
vessels
built by
Messr3.
Gr
ee
n we
re
165ft.
long, 21ft. beam,
an
d 5
ft.
dr
aught
of water, with eng ines by
1\ifess
rs.
Jo
hn
Penn and
Sons,
of 5 0 indicated horse-pow er.
Th
e engines
are
of
the
ordinary oscilla.ting type,
with
jet condensers.
The
vessels built by
the Tham
es
Iron Works were
170 ft.
long, 21 ft . beam,
and
5 ft. 6
in
. draught of
water,
having a large saloon on deck,
carried right
aft
fr
om
the paddle boxes,
with
a promenade
de
ck above, having
seats all round, and
permanent
awnings
to prote
ct the
pa sse
ngers from
sun
in summer
and rain
in
winter
.
Th e necessities also of the Turkish
cust
oms
have
not
been n
eg
lected, provision being
made
for
the sepa
r
at
ion of
th
e sexes,
and severa
l
elegant
ly-
fi
t ted
saloons have been provid
ed
f
or
the special use
of
the pashas and
their
harems.
The
engines, in the case
of
the vessels by
the Tham
es
Iron
Co
mpany, are
com
p
ou
nd diagonal
sur
face-condensing, of 580 horse-powe
r,
constructed by :Messrs. Maudslay, Sons,
and Field,
and give a speed of
l:H
k nots,
wh
i
ch
is
amply
sufficient
for the purpose ,
the
stoppages be
ing
so f
req
uent. As
there are no
ra
il ways on
the
shore
s
of
the
l3osphorus ,
the necessity of
ha
ving good accommo
dation on board
these steamers will be seen, and
Mr.
Iske
nder,
who
has spent nearly a lifetime in the
serv
ice of th e
Cb irket Hairie, supe
rintended
the construction.
INDUSTRIAL NOTES.
Trr
E coal di spu te continu es
to
be the one
great factor
in all matters pertaining to industry
and trade.
It
ove
rshadows all
other
questions, affects and colours
e,·ery aspect of labour,
but
happily
there is this
w
ee
k a real si
gn
of a possible
sett
lement.
The
Associated Coalowners
ha
ve
in t
ima ted
to th
e secre
tary of the Miners' Fede
rati
on t o
th
e effect that th ey
are
wi1ling
to me et
the
re
pr
esen
tatives of
the men
&n1 discuss th e whole question, without pre
judi
ce,
this meeting
with
miners is
to be held
t
o
day
(l
1
ula.y). There are not wanting
indicati
ons of weak
on
bothsides.
The
letter of Lo
rd Ve rn
on
in
jus
ti
fi
cation of his lords
hip
's
act
ion
in
opening his collie
rie
s
~ h e old e ~ , "pending
ft.
settlemen t , '' shows that
d
l St
ntegratton 1s ta
king
place
in th
e ra
nk
s of
the coa
l
owners. The submission was rath
er
humiliat ing, for it
was
pleaded h ~ t the compet ition
of
o
th
er co
alowners
wa
s
placing
his lords
hip
's co
lli
er
ies
at
a
di
sad va
ntage by
securi
ng his customers. Se veral other collieries
been
opened
at the
o
ld
rates,
some
on
on e
plea,
some
on anothe
r, but th e f
ac
t is th e same,
whatever
the
cause
or
the
moth·e, that
th e old
ra t
es
are
be
ing
con
ceded in various
distri
cts. A
large
sec
tion
of the pu
bli
c
side with
the men,
and support
th e
ir
c
aus
e.
This is
obvious from the tone of a considerable section of the
pr
ess, from
pl
a tform
spe
eches and pulpit
refer
ences,
and
fr
om
the
lar
ge
s
ub
sc
riptions
which have pour
ed
in
from
all parts of
the
couBtry. On the
oth
er
hand,
many
take the
side
of the
coalowners,
and condemn the
action of the
men
and the obstinacy
displayed
on
both
sides.
Th i
s condemna
ti on
is n
ot
confined to
the employing class, but finds ex
pre
ssion even
in
th
e
ranks
of labour.
The
cause
is
not far
to
seek
the
high
pri
ce
of fuel, and the lack of
employment
in
u e n c ~
of i
ts
dearness
and scarcity,
combine to
influence opinion
in th
is d
irec t
ion. A few
look
at
the
question from an economic
al
and stat isti cal
st andpoint,
and estimate
the losses
to
t
rade and industry, and
c
ontemplate
the d ire resul ts.
A proposal
has
been
made
' ' for a more co
rn bined and
effecti ve attempt than has yet been made, to bring to
an end
the disastrousst
ruggle and
the in tense sufferings
in
the coa
l
districts.
For th i
s
purpose
a conference
of
Liberal
members a
nd others
was held on Wednes
day in order to
see what
ca
n
be
done.
Mr.
J ohn
Hutton, ch
airman
of the
Lond
on County Council,
presided.
The
scheme
originated with
the
editor
of a
London paper, and wa s attended by e ~ e r members
of
Parliament.
A resolution
was
pass
ed expre sing
sympathy with the
miners
in their st
ruggle
to
main
tain for themselves
and
their families the minimum
standard
of
living
consiste
nt with
a
de
ce
nt
existence,"
a.nd pledging support
to
their cause
in
P aPliament and
in the
co
untry.
Many references
have
been
made
of late to Govern
ment intervention
, and
in connect
ion
th
e
rewith
t o the
Arbitrat ion Bill of the Pr esident of the Boa
rd
of Trade.
Th
at
Bill
would ha,•e
be
en of little use in the present
dis
pu
te.
I t
require
s
th
e consent
of the
pa
r t
i
es to the
dispute bef
ore act ion can be taken. I f one party
consent,
an inqu iry can be instituted, but that is
ve
ry little m
ore
than
has
been done, and is be
ing
done by
the
L
abour Dep
art me
nt at
th e prese
nt time.
The fact is the
Bill provides
no sort of m
ac
hinery
for
arranging
a dispute.
I t
gives
pow
er merely to pro
mote
a mee
tin
g of
the
t wo
parties, and to act
as
mediator, but
nothing bey
ond.
It may be
des
cribed
M
a
thin
e
nd
-of-a-
wedge kind
of a Bill, co
nf
e
rrin
g
certa
in powers
capable of being
de
veloped and enl
arged
in
th e future.
But
th e
re
is
not ev
en th e ge
rm of any
syst em of conciliation or arbitration
in
the
Bill it
self.
I f ta k
en
in
connec
tion with
the Arbitration Act of
1872 ,
it might
be so
work
ed
as
to
dr
aw w
ithin the pale
of legal arbitration
labour disputes
that
may
in
future
occur.
But th
e
Bill requires
t o
be
r
ed
rawn and
re
cas t to
be
of any r
eal valu
e.
The dispute
as to the wages
has
been
am icably arranged.
of the Durham
miners
At
a mee
tin
g of the
-
--
_
- - -
-
-
-
··
- -
-
-
- -
representati
ves of the coal miners and the
deputies
,
it
was agreed to
advance
the
wages by 3d. per sh
ift for
th e
ne
xt three
month
s. Th e whole matter is
therefore
settled for
the
present as between
the men
and
th e
coal
owners in the Durham districts.
Th e
Northumb
e
rland
men
have
also ap
pli ed
for an
advance, and
the
coa
l
owners met
to c
onsider
the
que
s
tion
on
Sa
turday
la
st at
Newcastle
. The
emp
loye
rs
decided
to
meet the
represe
n
ta ti
ves of the m
en
to
morrow
(Saturday,
November
4), to cons ider the
q
uesti
on.
It
is
probable that
an
amicable arrang
e
ment
will
be
come to
in this
case.
The Lothian miner
s h
ave made further demand
s for
an incre
ase
in
their
wage
s,
wh
i: h the coalowners are
slow
to
grant. On Saturday
la
st the
men held
a mass
mee
ting, an
d
decided
to
cease
work
at
a
ll
th
e collieries
if the increase de
mand
ed w ere not conceded. With the
present large demand
for Scotch coal,
the
coalowners
will
hesitate to
in
cur the risk of a strikE> .
In
the
Scottis
h
di
s
tricts
gener
ally
peac
efu
l
arrange
ments
have
been
made,
and still prevail. Rut there
is
a
fee
ling
of uneasiness
over the
que
stion
of full time
or
short
time,
the
men
in this case
bei
ng in favour of a
week of five
days
rather than the ordinary
week
of
si
x days. So
acute
has
this
feeling become,
th
a t
in
one
district the coa lowners have intimated that th ey
will
close the
pi t
s
if
the
men re
solve
only to work
shor t
t ime.
n the
federation
di
s
tr i
c
ts
one
of the
complaints
has been
the short time
work
ed, with short
wa
ges .
-
The serious di st res s
in
the districts
where
t
he
dis
pute is most severe ha
s been
most deplorable, but
efforts
have been made
to
alleviate it
as far
as
possible. Th e
di
fficul ty is the
larg
e
number of
hung
ry
people to
be
provided for. Moreover, th e
period
of the distr ess
is
exce
ptionally
long.
But the
m
en
who
have re
tu r
ned to
wo
rk are in
m o ~ t
cases
loyally
paying
their lev ies. Every t
en
men
who
p
ay
levi
es
will help
to
keep
two
families
tolerably
well.
Th e great
complaint
in
the
engineering
branch
es of
trade in the Lan
cash
ir
e
di
s
tricts
is
the scarcity and
dearness o f fuel, and the
imp
ossibility of
working
at a
profit while
coal is so
high in pric
e.
Operations
are
in t
erfered
with, and establishm ent s are on short
time
which otherwi
se might
be fully employed. I t is
al so
sa id th a;t new orders are not
being
placed owing to th e
u n c ~ r t m s
ta t
e of trade cau sed
by th
e coal
dispute
.
Engmeers
s
ay that any
attempt
to
p
ut up their
price
s
so as to cover
the in
cre ased
cost
of fuel,
would stop
bu
siness
being
pla
ced,
and
some
say that orders
are
goiog to other districts not so badly off
in
this
resp
e
ct.
Fortunately there
a
re no labour disput
es
in
any of the
eng ineering branches of
trad
e. Th e whole of th e trade
in
raw
a
nd
fi nished
material
is in
something
l ike
disorder
o
wing
to th
e
coa
l
disput
e,
though th
ere is a
gl
ea
m of s
unshin
e over th e
distri
ct .
In
the Sheffield and Rotherham district the state of
tr a
de is deplorably
bad ow
in
g
to
the coal
strike.
The
price of fuel is such that th e pr oduction of steel
is
carri
ed on
at a loss. Bessc
mer
has
advanc£
d lO
.i.
per
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552
ton,
but existing contracts are worked
a t a loss,
as
also is
the
crucible steel which is produced.
But
there
is an anticipa.tion of general activity
as soon as the
coal strike
is
over, owing to the
large a
ccumulation
of
orders during the past three months. In
many
branches
it is said thaL the workmen will be very
busy for many weeks
as soon as
th ey recommence
work.
The
season
trades
will be active
al
so,
so that the
general
conditions will be changed
for
the better
in
all
the staple industries of this
distri
ct. There is a
general absence of labour disputes
all
round.
In the
Birmingham district,
the
expectation of a
fall
in the prices of raw material
has
not been realised and
prices rem a in
firm.
The continued scarcity' and
dearness of
fuel
lead
to the supposition
that
no
altera
tion will take place yet awhile. There has been
a
fair
inquiry for common and
medium
bars at fair prices,
but
marked
bars
are not in ur gent demand. Steel
bars have
realised
good prices for
m a l l
lots
as required.
The local
trades
are
hampered
by the coal dispute, hut
the
state
of trade
is
not
otherwise
so depressed as
was anticipated. There are no serious local disputes
in any
branches of indus try.
In the
vVol
verhampton di
s
trict trade
is
fairly up
to
the
le
ve
l, steady in tone, though
the
business done has been
rather
more limited in extent. There are, how e \rer,
numerous
inquiries by export agents, which will doubt
less result in
an
accession of
new
orders. Consumers
'
stocks are low, so that an extended demand will st
ill
furth
er harden
prices in
this district. Producers of
pig
iron
have sufficient orders
on
hand
for the
whole
of the current
month,
the
yield
of the furnaces being
about equal to the
demand. Boiler
and
t
ank
plates
are in
request, and
also
strip
tube iron for home con
sumption.
There
is also
a brisk demand for steel
plates
and
for billets,
both by
loca
l
and
outs
ide
com
petitors. Common sheet manufacturers are doing a
fairly
good
business with galvanisers. Generally the
district
is f:tirly
well employerl,
labour disp
utes
nit
The allegation that a large number of dockyard men,
and others in
the
employof the Government, were about
to be discharged
has
turn
ed
out to
be quite untrue. I t
appears
that about sixty men employed
temporarily
on
the Howe were discharged on the completion of the
work
in
which they were engaged.
But
it
appears
tht
work
has be
en found for forty of these, and
efforts
are
being
made to
find
employment
for the
other
twenty. Generally
work
at Chatham is going on
steadily, if
not
so br iskly as i t is sometimes. A
number of
vessels are
in dock
being overhauled,
cleaned, repaired, and
refitted where
required. The
framework is
being
prepared of another very large
battleship, one of the largest in the navy.
In the
building of
any new ships
for the navy
care
ought to be taken to insure better accommodation for
the engine-room artificers, a class of men w ho hold a
most responsible
position,
and
who
are entered
as
petty
officers,
but whose treatment is little better
than
that of
stokers
or the sailors on board. The
engine-room artificers
in
the Royal Navy are a. superior
class of men. They
enter the
service
after
a Reven
years
' apprenticeship,
fully trained
for
the
service, at
no expense to the public. Besides which,
they have
to
pass
an
examin ation. They have the full
responsi
bility for
the
safety of the ship in actual practice. ln
ma.ny cases
they
actually
take charge
of a torpedo
vessel, with all the responsibility of what is
desig
nated
in
the service
the "engineer
." The engine-rCJom
art ificers
are
competent practical engineers,
but
are
not designated such. Th
ey
have not the same
autho
rity and
power
as the engineer, nor as
a
warrant
officer ·
nor have they the
chance
of
promotion
to
such
rank to
the
advantages attaching
thereto.
The
e n g i ~ e e r i n g b r ~ t ; l c h e s
of .
trade
are
s s a t i s f i ~ d
with the cond
1t10n of
their naval eo-workers
m
these and other respects, and there has been
some hesitancy in qualifying for
the
servi
ce
by com
pe tent
engineers.
On
board
Her
Majesty's
ships the
men have
wr
e
tched mess-rooms,
sl
eeping
accommoda
tion and bathing
places.
Tile mess-room is simply
boa;ded off br east-high,
the
stokers being next, not
only in c l o ~ e proximity
but i.n
. actual conta.ct.
So with sleepin
g
and washmg.
Thts
IS not
conduetve
to
th
at dis cipline which is said to be the of
the Navy. The "artificers" think that th ey are
entitled to
better
accommod at ion and to greater pri
vacy . Then,
as regaxd
s
promotion, it
is possible
for
a
l
ad taken from
a
training
ship,
with all its unsavoury
assoc
iations, to be promoted o\·er the heads of th e
engine-
room
art ificers, the
lat t
er
to be
actually under
the command
of
such
.
The door
of
promotion
is c
losed
in the
latter
case, but is open in the ?ther
..
qn the
other band,
a
stoker, without the pr a
c
tteal
t ~ a m m g
of
apprentices hip,
may
be promoted to
the engme:room.
The whole
arrangement is so
bad that
surely 1t only
needs for the facts to be
known
to
make
the c h a . n g ~ s
required .
I t
. will.not. involve much cos
t,
and w1ll
givP.
great
sat1sfactlon t the changes can be made.
E N G I N E E R I N
G
LNov
.
3,
1893.
I t is agreed upon all hands that the unemployed
reliable than
that
of hydrochloric acid. The
graphite
question is a grave and important one.
I t
cannot be is formed when the
iron
passes from the molten to the
solved by loud talking, by denunciations of
everybody so
lid state,
wh
en the
molten
met al
ha
s taken up or
in general,
and
the capitalists, the Governmeut,
and dissolved
more carbon
than
the
solidified metal is able to
the local
authorities
in parti
c
ular.
The present con- retain
in
solution.
I t
places
itself as a. separate
sub&tance
dition of trade is the result of
many
causes- the in hexagonal tabular scales between the crystals of the
m€tal, and, in the case of the
same
iron,
these tabular
shrinkage of our foreign trade,
the state
of o.gricul- crystals are both of larger size and occur
in
greater
ture,
the
reaction of b
ot
h
on
our own trade, lessening abundance
the more
slowly
did the
cooling of th e metal
consumption,
and thereby
decreasing production, and
proceed. f
the graphitic
iron is
again
hE'ated t o
fu
sion,
the unse
ttled
state of
the
labour market, which in its the graphite once more passes into solu tion,
but
as
the
turn is the outcome of
all
the other
causes. But
main
ma
ss of the
iron
from which the graphite formed
whatever
the
cause or
the causes, the fact that
?Ontains
the
le
ss ~ r ~ o n
th.e n ~ o r e
g r a p . h i t ~
was
p r o ~ ~ c e d
there
are thousands of
competent, able-bodied, will-
It follows
that
.a
p ~ g
~ r o n
rt
ch
I.n
grapht.
te JS more
difficult
in g
workers
out of employment is enough
to
gh·e to fuse than Is ptg t r ~ m poor tn g r ~ p b t t e t ~ e percentage
concern to any Government . London is not alone in
I
of t o t ~ l ca
rbon
m m g
the sa
me
m ~ o t h .mstanCE's. f
th
t I t ·f f . · d
1
grey Iron
by
chilhng has become whtte,
tt melts
more
.
1
s respec · n mos , 1
not
a ' o our
great
1
n us-
readily than it
would
had it
been slowly cooled with the
tna
l
centres th ere
a
re t h r o n ~ s
of
men o u ~ ?f
formation of much
graphite.
'
work.
\Vhat .can be d ~ n e wtth them?.
Th
is ts
In
the s
till
perfectly molten iron the formation of
the one
practiCal
questton. That neLther
the
graphite may
take
place
if
the iron in its
highly
over
Government
nor the local
author
it ies
can start heated condttion
has dissolved
more
carbon
than it
is
works
which
shall
employ the men
at
their own I b l ~
to h?
ld in solution when .a
t a
lower. temperature,
trades,
is obvious. Can we su ppose that works or tf
the
Iron V:'ben ~ a t . u ~ a t With carbon l v e s other
can be started to employ jewellers, silversmiths,
cigar-
~ n b s t a n ~ e s whtch d t m t ~ t Its p ~ ~ r of t a n ~ m g ~ a r b ~ n
makers,
and
men of other delicate or exceptional trad es '
10
s o l ~ t w n .
The r a p h ~ t e
r y ~ t a l h t n g o ~ t of Iron m t ~ t d
Some have advocated the employme
nt of tailors shoe-
way
.r
lBes
to
the u ~ f a c e
In
c o n s e q u ~ n c e o f
Its lo.wer speci
fic
k
. . ' grav
tty, and
f
ormmg a. scum
on Its
su
rface,
lB
known as
ma ers, and the hke
to
m ~ k e clothmg and shoes f
or
kish. A lth ough the true cause for the formation of
the army, the ~ a v y
the
pohce, and.
the
a u p e r ~ of the graphite must be
de
emed to be the power possessed by
country. Th1s however, would mterfere w1th the
molten iron
of s s o l v i n ~
more
carbon
than the
solid
general
run of
employment,
and
would be
resented
by
metal
can
retain
in
s0lut1on,
yet this
difference
in the
the organised
tra.des.
Rut
whatev er can be
done degree
of so
lubility
does
not always exist in exactly the
locally or by Government to give employment
just
s a m ~ ratio. I t is d e . t e r m i n ~ 4 by the percentage of other
now,
will help to
turn
the
t i i
e.
Id l
e
ness
is t.he most foretgn ~ u b s t a ~ c e s m
additt<;>n
to the c a r . b ~ m that are
cost
ly
thing of all;
it is dangerou
s
also in
more
senses p ~ e s ~ n t
m the Iron,
a ~ ~
espec1a.lly
t h ~ ~ t h c o
prese
nt.
th a
n one.
That
reprodu
ctive
works
can,
at
a
pinch,
P : ~
tron
free .
fr
om s1hcon
when
1t sohdtfies, shows no
be
started
in
some cases
is
ce
rtain
L ~ r g e
tracks
on
VIsible
f o r f : D a t ~ o n
of
g . r a p h t t ~
even
when
the
percentage
' · . of
carbo
n
1s
htgh
(whtte
p1g tron). A
percentage
content
v ~ e banks of
the
:Med
have
been
r e c l a l m e ~
by con- of silicon diminishes
in
a larger
degree this
power of
vtct
labour. The land 1s
now valuable, and
Will be for solidifying
iron
to dissol ve carbon than is the case
with
ever. But to be
of
any use the
work
should
be
geuera
l
the molten metal. This
results
in an iron
which
in its
in all localities having su rplus labour,
or
the r anks of fluid state is approximately Eaturated with carbon, and
the unemployed will be swelled in
ce
rtain centres, at the
same
tim e contains silicon,
giving up
a
portion
most ly
in great
and
already
overcrowded towns, e ape - of
its carbon as
graphite when
it
solidifies (grey
pig
iron).
c
ially the metropolis The
h i ~ h e r
the percentage
of silicon,
the more
complete is
·
this separation
of the dissolved carbon.
In
ferrosilicon
with \
0
lfths or more of silicon, the
carbon
present usually
~ T HE
MODIFICATIONS
OF CARBON
IN passes
completely
into the
graphitic
form
when
the metal
IRON.*
solidifies,
although it
s
percentage is
less
than
that which
By Professor A. L
EDEDUR,
Royal Mining Academy,
Freiberg in Saxony.
As
far
back
as the end
of
the last
century
the
observa
tion
was recorded
that iron
which
had
been
produced by
fusion with charcoal contai ned carbon.
t
was soon
af t
e
r
wards
recognised that this carbon in the iron was
not
always pre
se
nt
in the same form,
and
that it conse·
quently
affected
the behavi
our of tha
iron in
different
ways.
Kar
s
ten, in hi
s
early
time, di
st
inguished between
graphite and
combined carbon,
and
he
was of
the
opinion
that this combined carbon must be a constituent of a
true
chemical compound with
iron in atomic
pro
portj
on
s-
that
is, of
a ca
rbide.
He
was unsuccessful, however,
in
his
attempts
either
to produce
or to
separate
this
ca
rbide.
Th is classification of Karsten's of the total carbon in
ir
on
into two
main
modifi c
ations,
graphite and combined
carbon,
formed, until
comparatively
recently,
the
basis
adopted in all t
ex t
-books relating to
the metallurgy
of
iron, for the consideration of the mode of occurrence of
the carbon, and of the influences whi ch this element
exert s on the
properties
of
that
metal.
All
analyses pub
lished
in
the first
nine
decades of
this century, in
which
the
analysts did not
eatisfied with determining
simply the total percentage of carbon, give, even the
n,
only the two above-mentioned forms of carbon.
Thi s method of
divi
sion is, however, of o
nly limited
value.
In grey pig
iron,
in
which the
percentage
of
graphite greatly
excee
ds that
of the combined carbou,
the
determination
of that
graphite,
together with th e
combined
carbon,
may
indeed
permit of certain
deduc
tions being
made
as to
it
s mechanical properties, because
in thi
s case
it
is
the
graphite which is
present in the
Ja
rJest quantity. This division is, however, com,Pletely
valueless in the case of true
steel-of
met al, that ts, that
may be harde
ned who
se behaviour,
as
is well
kn
own, is
entirely different, according to
wheth
er
it has
been per
mitted to
cool slow
ly
or
has
been cooled rapidly
by
plung
ing in water. Its percentage of carbon
remains
in both
cases unchanged.
An
exami
na t
ion made in the manner
formerly in
vogue
only
shows
the
percentage of the
called combined
ca
rb on,
and yet the
behaviours of
the
hardened
and unhardened or annealed
steels show
greater
differences than do those of many different metals.
t seems to me that a clearer
idea.
than that hitherto
obtaining,
of the variations
in
th e influence which the
same total
percentage
of
carbo
n
can
exert on th e pro·
parties of iron, may be obtained when these variations
are held to be due to the presence of four different modi
fi
c
ations
of
r b o n m o d i f i
i o n s which may be
readily
distinguished
fr
om
each ot her.
I t
is not impossible
that,
in additi
on t o th ese,
other
forms of carbon may also
exist. As yet, however, we are not acquainted with
them.
The
first of
these
four modifi
catio
ns of ca
rb
on is
graphite. It
is a..tta.cked neither
by b_oil_ing
~ y d r o c b l o r i c
acid, nor by fa.trly COD;centrated mtrtc. 3:cui (of
.1.20
specific
gravtty), ~ n d
IS so well known, 1t Is d e ~ e r m m ~ d
by
dissolving the
tron ~ n . e
or other
?f
these actda, botl
ing continuously, and
tgmtmg
the re
s1
due. I have found
the
use of nitrio
acid
for
thi
s
purpose to
be
better and more
* Pa.per
read
before the Iron and
Steel
Institute.
occurs
in
the less sil iceous
pig
iron.
Silicon forms, th ereforE', a. necessary constituent of
grey pig
iron, but
only
a
brief
period of time has elapsed
since
this
important part
played
by the silicon in grey
pig iron has
been recognised,
a.
reco
gnition
due to observa
tions
made partly by
myself
and partly by ot
hers. I was
able in 18
79
to remark
on
-pa 'es 10 and
11
of the second
edition
of my treatise on ptg tron
:*
"The
presence of sihcon
in pig iron consequently
diminishe
s
its ca
pacity for
taking up
carbon,
and, on the
other band,
it is necessary for the formation of grey pig
iron.
ir
on free from silicon
remain
s
white
even
afte
r
slow coohng, and grey pig iron changes into
white
if
its
co
ntents
of silicon is
abstracted.
. . .
From this the
deduction
follows directly,
that if molten
white pig
iron
has the opportunity afforded it of taking up silicon, it
will c
hange
into
grey pig iron
."
I
think
that this was the fir3t express st atement
as
to
the tr ue role of
si
licon
in
grey
p i ~
iron, and
as
to
the
rela
tions which
exist
between
the
Silicon
and
carbon
in
thab
metal. Seven years later these observations of mine were
complete ly confirmed
by
the
experiments
of W oodt and
of Turner .:::
I t has
rece
ntly
been
found that aluminium,
when
add
ed
to molten pig iron, leads, like silicon, to the formation of
graphite in the metal, but that, for
equal
percentages,
aluminium exerts
a
stronger action
than silicon. In the
blast
furnace, however,
aluminium
is never
reduced
in
such
quantity as
to
lead
to
its exerting any action
on
the iron. In deed, I feel that I am justified in being of
the opinion that the
percentage
of
aluminium
which has
been ocC'asionally stated to have been found in
pig
iron
was
in
reali
ty only
observed
in
consequence of
inaccurate
analy
sis,
and that in the blast furnac
e no
aluminium
whatev
er is
taken up by
the
iron
.
It is a matter of common knowledge that
mangan
ese
exerts an
influence
diametrically the
opposite to that of
silicon
and aluminium. Highly manganif
erous spiegel
eisen and ferro-manga.nuse can consequently contain a
somewhat la rge per
centage
of silicon without auy separa
tion of graphite being observable. It need only be briefly
point(d out
here, thab,
in nddition
to the
che
mi
ca
l com
position
of
the
iron,
th
e co
ndition
s
under
which the cool
mg of the metal occurs exert some influence on the dejlree
in
which the graphite formation
takes
place. The view
which was formerly so widely held, that
the separation
of
graphite
from
pig iron
was mainly a function of exCE'ssive
overheating, is inaccurate. This error would have been
recognised had the other compos
ition
of the metal been
ascertained
both before and after the
overheating.
f
highly
carboniferous
iron
is
heated in
vessels whose walls
are rich in
silica, silicon is r
educed; and if
the
iron
con
tains manganese, thi s also acts
as
a powerful reducing
agent. Manganese leaves the iron, and silicon passes
into
it. In this
way spiegeleisen is converted
into
grey
pig iron. This c
hang
e
in
the chemical composition is
the
more pronounced the
mor
e
strongly the metal
is
heated
* "Das R oheisen. " e i p ~ i g A.
Felix, 1879.
t
J ourna.l of the
Ir
on and
Steel In
stitute,
18
85,
No. I
I.,
page
464.
ENGJNEERINC,
vol. xl.
page
263.
Journal of the Iron and
Steel In
stitute, 1886 No. I.
page 163.
E ~ G I N E i R I N O vol. xli.,
page
51D '
•
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Nov.
3
1893.]
=
"ENGINEERING" ILLUSTRATED
PATENT
RECORD.
CoMPILED BY
W. LLOYD WI
SE
.
SELECTED ABSTRACTS OF RECENT PUBLISHED
SPECIFICATIONS
UNDER
THE
ACTS
1883-1888.
T mbtr of vilws given in the Specification Dratoi.ngs
is
stated
~ ~ n ~ h ctUJC;
where none are mentioned, the Specification 18
not tltmtrafed. ·
f
b d th
l l7
Where Inventions are c o m m u n u : ~ t e d r
m roa , e ~ , . a m e s ,
of the Communicators are gwen ttaltcs.
~ · · of Specifications
rnoy be
obtatned at the Patent O.ffiu
c o g ~ ~ Bran
ch
, 38, Cun-itor-street, Chancery- tane, E. C. , at the
<form price of
8d. l
un.
att of
th..,
ad
ve
rtisement flf the
acce J}tance
of
a comp ete
The
~ i f i C 4 t i o n
is, in each ca,.,e , given of ter the
a.bstr_act,_ unlus
the
8f' tent haH
been
sealed, when t lv date o sealtng \8 gwen.
Pa m<Ly at any time tut
lhin
two m o n t h . .from d a ~ of
; : r:dvertisement of the acceptance
of a
C?1 "'plete speci}Watton,
.e otice
at the Patent
O.Olce
of oppoSttton
to
the grant of a
~ e ~ t on
any
of the grounds mentioned in the Act.
GUNS, &c.
11121. T. Perkes,
London.
Firearms.
[7 FiJB.) Ju ne
6
l893
- T
his in\'eo
t\
on
consists of me.a&s whe r
eby
the
ac
o1dental
' · tu re
falling
of the hammer
IS
pr e
ve
nte
d,
and wh er eby
or P ~ E ' D a er only is required for oper ating both locks of o..
doubl
e·
e ~ ; ~
gun.
The tri _gger ,
tri
gge r plate, or lor.k p late IS f i t ~
.. b
ivoted
sce
a.r check
," the
top e n ~
of
wbtcb ~ a g e s w.
tth
' ~ t a p and the bottom end with the tr•fl'ge r plate, mto w
h1
ch
\ ~ ~ ~ ~ ~ t i c a l l y locks. On raisi
ng
t rigger with the .finger,
ea
r check is
ca
rr ied out of the tnggH pl Lte by
the
cu oular
m : t r ~ n
of
Lhe
t r
igge
r
UJ?On
its
thus allowmg
the
sc_ea
r to
· d When th e gun
1s
cooked
(Ftg. 1 ,
t he hammer A IS held •n
~ ~ ~ : p o s i t i o n by the scear B engaging in its bent. Th e
scear
Js
Fig
.1.
l
eeourely held in tbe b2nt by the scear che
ck
E pi voted on
the
tng
2
er
c
the top end El eogagingo
with
the s c
ea
r and the bottom
end EZ b ~ n g looked
into
the Dl . l t he sc
ea
r.B. h
as
a
tendency
to
move
out
of
the
ben t 10 the h
am
mtr
A,
1t
JS
pr e·
~ e d fr
om doing
so by the
s c e a ~
c he
ck.
E, as great er th e
preFsure of the scea.r on El, E ~ e t J g a p tv<;>ted the Dore
1
ecurely is E2 locked
into
Dl
, o.nd 1t 1s 1mposs1ble ~ t l l the t n{rger
c is r3ised (Fig. 2)
to
release t he B
f ~ o m
1 ~ s ~ e n t
Th
e
scearoheok
E. being
carr
ied by
th e t.n gge r C, s e ~ w1th 1t, and t h e
bottom end El
is
withdra\\ n from the proJectiOn Dl, and th e
ecear B allowed to be tak
en
from its bent. (A ccepted September 20,
1893).
MACHINE
TOOLS,
SBAFTING,
o.
12
289. J.
R.
Denison,
Grand Rapids,
Kent, Michi·
gan, u.s.A.
Bench
ytce
. (2 Figs.J J -lne 22, 1
893. -
Th s
io,
'ention relates
to
q u1ck- act JDg ben ch ' :tees..
The m e t a ~ h
corner piece J
Jl has
two upward ly pro see h ng s1des
J,
c o ~ e
the enti
re thi
ckness
of the woode n top of th e bench, standmg t
rig
ht
angles longitudinaJly, eac h wing being of th e exac t length
of the movable jaw G of
tbe
vice,
and
forming th e
inner
jaw.
Both
are
u p p o
upon
the bed w b i ~ h
is
attached
to
the
underside of t he bench, and
1s
pr oVld ed wt th a countersunk
bearing fo r the rec.eption of a co rre
sp
onding_pr ojection on th e
u p ~ e side of the swl, ·el-
plat
e 0,
to
fo rm a p1 v
otal ce
n t re u pon
wh1ch
tbe
' ' ice
may be
turned from
the
end to t he side of t he
bench. By means of the
swi ve
l-plate 0 the oute r jaw of the vice
is pivotally attached to the bed J'
up
on the lower surface of the
bench, t
hr
ough
the
medium of t he
pi
vo t scr
ew
E. Th e l
owe
r
surface of
this
pla te
is
provided with a
series
of
ba
ckwardl y
. .1 .
FirJ .1.
. _ -·-·
_----
--------
__
"- .o:···-- , - - - - ~ -
ll283( . _ __ : _ · :
_
.
-
..
• ... ·· , , ,.- . . . . . . . . f
- .
... ,.r-
-·----
inclined
teeth OJ,
engaging with the dog to sustain the st ra in
of the vice when it
is
d ts ired to bold an
article
firmly between the
j The do6' is pi
vo·a
lly suppor ted in
the
nu t·block K by h
ea,
·y
lugs (
liip-.
1),
8?
tha t
the
tee
th
can
be ra
ise d or lowered
to
enga{e "'i th, or di
se
ngage from, the tee
th
0
1
on the su rface of the
6wivel bed 0. When the vice 3
closed,
the dog
is
th row n out of
contact it b the t eeth tu r
ning
the D unti l the
pin
A
a\ one side near its bl.Ck
end
c o m e ~
in co
o tact
with the
body
of
the dog
at
the ba.rk of its piVotal centre, and, thowing the
back
end up , throws the fron t end down and
out ot
cont act, so that t he
vice is
opened
without
tu
r
ning the
sc
r
ew
, a
lt hou g
h
this pin
d
oes
not operate
the when
t he
jaw of
t he ,·
ice
is
pa
r tially open.
The bench screw D
is
operated by means of
the
handle I. Th e
b
we
r portion of the vice L form s a guide-way fo r the nut K, as
well as a suppor t tor th e back end of the sc rew D (Fig. 2). (
Ac·
:epted S ? p t e m b 20, 1893).
E N G I N E E R I N G.
MINING AND METALLURGY.
16 592. R. B. Grey,
Acton,
Middlesex. (F. W. Grey
and w. Marsh, On·
1
,aum,
Southern
bt1ia)
.
C o n c e ~ t r a t i D J
Gold Ores. (2 Figs
J
Sep tember 16, 189 l . - ;
The obJect
of th1s
inve
nt i
on is
to
p ro v
ide
m ~ a 1 1 s fo.r a t 1 o g gold or
.es
, &c,
in which th e
co
ncen t rat o r
1s
pro v1ded wtth a n
ou t
l
et a d J u s t a ~ l e
relativ('ly to
the
inlet, a nd also with m
ea
ns whe reby t h ~ capac1ty
of the passage through which the
ore pa
sses
can be
\ <ln .ed. -:t:be
concent
ra to
r
co
nsists
of
a cooical i n v e ' e s s . e ~ A,
p r o v ~ d e
w1t.b
911
pp or ts
a
by which it can be secur
ed.m
pos ttton. W1th1n th1s
vessel
is
placed a box B, of e s p o n ~ 1 n g form,
so
to lel\ve a
space
C between itst>lf and the i lter_1or of the
vesse
l A.
Th t
s
space C is
made
adjusta
ble
to su1t d1fferent cl
asses ol
ore
to
be
t r
eated,
by secur
ing
to
tbe
orossbar b
fixed
to
the
box a sc rew D,
wh ich rotates in the ba.r a nd pa saea a sc rew nut su p ·
ported
by
a saddle-piece bridging the v ~ s e A, so t
ha
t
mc\\ns
of
the
sc
r
ew
and
nut
the box ca
n b e r
atsed
and
l
owe
r
ed
m
the
vesse
l to enlarge or c o ~ t t he. spacE'. d
is
a band wh eel for
ope rating the sc r
ew,
a,nd gutdes a r ~ voted on th e veasel A
B res pecth·ely
to
gUlde the latter 1n 1ts m
ovement
and r
et
am 1t
m
p os
ition.
Th e
ore to
be
treat('d and
mi xed with t he n
ec
essary
amount of
w a ~ e is in t
rod uced a t one en of th e space C, and
Ftfj
. 1.
Fl{J. Z
paeses down through i t and up towa
rds
the outlet, which is made
adjustable relatively t o tbe inlet. T
his
adjustment
is
effect ed by
m a k i n ~ the
uppe
r
pa
r t of th e vessel A
cap
ab le of
sliding
u p a
nd
d
own 111 guides a-t upon th
e vessel A,
and ope
rating- it by means
of a
sc
rew
E acre
wed
to it, so
t
hat
it
ca
n r
evo
l ve
in
it
and
pass through a sc rew nut ca
rr
ied
by a saddl e-p iece secur ed to
the
vesse
l A. Wa
te
r under pr essur e
is
admitted to the space C
from the bottom
th
rough a
ptpe F, whic
h
ha
s a hinged
ou t
l
et
F 2
and
val
ve .f
for the con cen t rat ed mate r ia
l. Th
e materia l to
bA
n ~ e n t r a t e d
is mixed
with wa te r and
is
fed into t bt space C, and
is th , re met by
an upward
cu rr ('nt of
wate
r
supplied by
the
pipe
F,
the
heavie r
pa
r ticles
descending and being disc
ha rged t
hrou
gh
tb e pip e F F2 and va lve
f. whil
st the light particles pass ove r
the adjustable
ou t
let. By
means
of th e adjustable sp ace
and ou tl
et
t he apparatus
ca
n be se t
to co
nce n t rate eve ry
class of o re, as with a
co
nstan t h ead of
wate
r t h e rapidit y of the
curre nt th rough t he space C can be increased by lower iog the
box
B,
and tb e quality of th e ta ilings de te
rmin
ed
by
me ans of the
ad justable
ou
tlet a t tbe
uppe
r pa.· t of t
he
vessel A, and t h e qualit.v
of
the conce
n t
ra tes
dete r
mined
by
the outlet
F2.
c c e p t e d Sep·
tember 20, 1893).
14,946. A. Raky,
Durrenba.ch,
Elsass, Germany.
Apparatus
for
Deep Borings.
t5 F igs.)
Augu s t
4, 1893.
-
This
invention r
elates
to apparatus for d eep bo ri
ngs
in which
ri gid rods
are
empl oyed , actuated
fr
om a cr
ank. Th
e bo r ing too l,
lifted at
a g radual ly increasing
speed,
reach es its highest p
oi
nt
at
a slowly d ec reas ing ra te, and drops after
wa
rd s
at
a oonstantly
ioc
reasing speed until t
he
bl
ow
ta k
es
place.
As
soon
ae
t
he
seg-
Flg
.1
Ftj
.2
ment
has pr e
BSed the ti ghten
ing pulley
P down, t he belt
b
is
slackened,
so t
ha
t it
slips
on
the
p u ll
ey a,
t he rod
m
tbu<J pu lling
tbe rod s
o,
and be in g unchecked in its de sce nt, t u rning the c ran k
and pulley T qu ick er. Th e
pulley
T
is
f ree to revo lve at an
in creased s peed, owing to the belO b riding loose. Th e bo
ri n
g
chis
el arri
ving
at its wo rkin
g posi
ti
o
n, ope
rates
at its hi
gh
est
Ppeed . ( Accepted Stptembe r 20, 1893).
STEAM
ENGINES
AND
BOILERS.
16,910.
B.
A. and B . A. House, Teddington, and
R.
R.
Symon, London.
Steam, &c., Engines.
[2
F igs. )
Sep t ember 22,
1892.-
Tb
isinvent
ion re lates to steam ,
&c.,
engines
em ployed for propelling vessel s. The cran kshafts A, A
1
are con
necte d
togethe
r
by
toothed ge aring B, Bl, B2, 83, so t hat the two
engines run
togethe
r a t the
same
s p
et
d . Th e "heel 8 3
is secured
pe rma.n
en t
l
:Y to
the c ran
kshaft
Al, and t
he
wheel B
fitted
to t he
s haft A, so that it can either r
un
loosely
or
be
t e d
wi th it
by
means
of
four
keys
C,
adapted
to
s li de io co rrespond ing g rooves
for
med in
t he shaft A. Th e wh
ee
ls 8
1,
B2a re
ca rri
er whee ls tu rn
ing
on
stu ds 1)1, D2 secured
to the fram
in
g. Th
e h
eads
of t he
four k
ey
s take in to a g roove
E
in a sh eave
El ,
whi ch can be
moved
to and fro longitudinally on t he shaft A. Th e wh eel B has key
ways formed in it o n d i n ~ t o th e keys C, and when
these
four
ke.}'S a re p ushed
into
the k ey-ways
in
the wheel
by means
or
the
sh
eave
E Fig . 2), t h e
whee
l
B
is conn ec
ted to
t he s
ha f
t
A
and revolves with it. When , ho wever, the keys Ca re d ra wn back
by
the
s
he
ave
E
fre
e
of the
w a y s
in the
wh
ee
l B,
th
e l
atte
r
is
free to r
evolveon
the shaft A. Th e fo ur keys C
and ke y
-ways
in
the wheel
B
being pl a
ced 90 de g.
apart
r
ou
nd t he
ci
rcumference
of the shaft, adm its of t h e w hee l B
being fixed
to the s
haft
A in
an y one of the fou r
positill
n
tl,
so that the two c ranks A2, A3
may
placed
in ei th er of fou r positions wi th refe r
ence
to each
557
:
ot
her . As tbe
ktys
C r evoh·e "
ith
th e s haft A their. d s ~ ~
in the groove of the sheave E, and the k('yS are h e
ld
1n or o. t '
ge ar with the ke y-ways in the wh eel B accord ing tht e ~ o ;
of
the sheave E'.
The thrust blocks F a re
made
ID. wo a e •
wi t
h a ver tica l di
vi
ding lin e. Th
(
two halves of b t h ~ t r ~ u
s t ~ ~
are bolted down between two JOgg les on t.h e e
P
a e
.1.
Fie.Z.
0
0
I
~ 1 6 3 1
en
gine
, and t he T ertical joint is held
togethe
r
by bolts
I
pa s
si ng
th r
ough
lugs at the
to
p. Ei ther
half ca
n
th
en be e m o , · e ~ .for
examination
wh
ile
the
engine
is
u n n i n ~ , th e
ot
her half r emammg
in
pla ce
in the m
eant
i
me and transmittmg
tb('
thrust to the
vesse
l
or boat. ( Accepted September 20, 1893).
15,501.
J.
P . Ball , Sydenham, Kent. Steam Gene·
rators. [6 Figs.] August 15, 1893.-T
bis inve
nt ion rela t es to
bo
il ers whe r e rapid
genera
t ion of s team is requi r ed . The
water
tubes c a re
set
in the tubeplate b. Around tb e fi regrate a
fi
re·
br ick
ri n
g f is s
et
upon t h e plate b in order
to
keep
the
fire to
ge th er . g is the upper water c
hambe
r , and h the tubeplate
for ming
the
bottom of i t. The cover
g
1
of
the
chamber
g is
re ·
mo
vab
le to give a
cce
ss to t he ends of the tubes c.
A
coatina- i of
rf J
.t.
n
fi reclay
is
used
to
pr e
vent the pa r ts
above
th e water line from
becoming unduly h eat ed .
k
is the fi rebox, and
l
the entrance to
the
chimney. m are
la r
ge
p ip
es
p r
o' ided f
o aid ci r
cu
lat ion, and
containin g within them smaller pi pes . Th e he a t of th e fir e
i n ~ on t he exteri or of the pi
pe
s m ma in ta i ns an upward cur·
rent 1D the annular S{>ace
between m
a nd n t he lat t er pi pe not
bei
ng exposed
to
th1s influen
ce
,
ca
rr ) ing a
cou
nter current .
c c e p t e d Septembe1·
20, 1893).
20,824. W. M'G. Greaves, Manchester.
Furnaces
and BoUers.
[2 F igs.] No\'ember
17,
1892 In this inYention
the
beatand
fta.me of the furna
ce is
a
pplied
dire
ct
ly to me ta llic
surfaces, whic h heat the boil Er plates by induct io n . A met al
cas
tin
g A
is
fu
rni
shed with co
rr u
g-ations, and is attacb
(
d t o boiler
plates in
a lon gi t
ud inal par t of
the
flu e. B a re t he r
ings
on
the
.1.
c
.:r:
-
wate
r
tubes
C. Beyond th e b rid
ge
H the who le of the
skin
of
the boiler is
cove
red with
the
metal casting.
In
Fi g. 2, D is t
he
co
rr ugatrd
casting
fi tt
ing in t he
up p
er part of the flue, E a r
P.
cun·ed
side
pi
eces,
and F
t
be wedge-shaped k ('y
to
hold D and E
in
po
sition. G a re str ips of
an g
le
iron
ri ve
ted to
t h e interior a nd
exte
r ior of the
boile
r skin so as to p roject i
nto and
absorb t h e
hot
gases of t he flue. (Accepted September 20, 1893).
IIISCELLANEOVS.
20.75<1. B.
B.
Bates, Yonkers,
Westchester ,
New
York. Spool and Bobbin Holders , &c.
[4
lt
itJb.]
Novemhe r 1ts,
1
92.- This
im
•ent ion relates to m eans for h old ing
sp
oo
ls o r
bobbi
ns and su ppl yi ng the th read
under
th e proper te n
sion
to
sewing ma chi nes, and
is
especially adapted to
book·sewing
m ach ines,
in
which a n umb er of spools a re u se d simultan
eous
ly in
the
ma
chin e. A plate
is used
in th e form of a semicir cle with
openings in it
into
wh
ic
h
are
in ser ted holder s for t h e
bobbins.
Ea ch
hold
er
is
providt>d wit h a ste m adapted to
the
kind of bobb
in
used, ar.d t
here
a re also
to u
r proj
ec
t ing feet, two
of
which re st
•
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sss
•
up
on th e surface of
the pla te
,
and two
pass t
hrough
notches
and
interlock beneath the plate by a
partial
r ot ary movement given
to the bobbin.
Th
e bobbins are large, so a.s
to bold
a sufficient
quantity of th
re
ad fo r r apid use in sewing a rt
ic
les suc h as
books. Ea.ob spool h
as
a fl
ye
r having
an
eye th rough which
the
threa<i passes, as it is dr awn along this flye r describing a circle
la r
ge
r in
diameter
than
the
spool,
so that the
thread is dr
awn
off
Fig .1
Fig
.Z .
• •
.,
•
•
•
•
•
I
•
•
•
,
•
•
•
•
lOJJq _
_
without the
risk
of t
wo
or more
co
ils
sli
pp ing off
simultatJeousl
y.
Above t
he plate
and
supported
by rods is a st>cond plate, provided
with
holes which
are a
xially
over the r
espective spools
through
which tbe th reads pass, and are br
ought
do\\' n th rough
adjacent
n otches in the plate, a tension sp ring a t e d in its a
ct ion
by a
set
S : rew bei
ng app
li
ed to
each
th r
ead, this tension sp r ing bearing
upon the thread and p r
essing
it down with
for
ce upon t he plate.
(A
ccep
ted Septemb
er
20, 1893).
21,
170
. J . Tempe
r ley,
R elgate,
Surrey
. Travell ing
Carriages
for
Ra.tslng, &c., Loads.
[6 Fi g
s. ] November
2 l, 11:s92 . - This io
ve
nt.
ion
relates to car
ri
ages arranged to
tr
ave l along beam s,
and
ha v
ing mounted
on
them
pullE-ys over
which pass r
opes for
the purpo
se
of
rai
sing or
low
eri ng l
oads,
the object
being to effect not only
the
ra ising
and
lowering of the
load, but
also
the tra\'el of the ca
rri
age al
ong
t he beam, by the
action of
a
aingle
r
ope work
l d
by
a
si ngle win
ch .
Th
e
beam is
in cl intd in one d i
re
ct ion ,
so
tbat th e ca. r
riage, when free,
tends
to
run to the one end
.
Th
e ca rria
ge
is prodded with two side
ch eeks
i n ~ wheels
\Y
bi
ch
r
un on the be lm, and to ch
eeks
th e body of th e ca
rr i
age is joi n ted by
trunnion
s, so
that
it is free
to
swing laterally .
On
th e
ce
utra.l
boss
th rough
whi
ch passes the
sp ind le of th e
shea
ve a le ver is mounted, the lowe r a
rm
of which
i:J forked,
so
that on raising
the
ro pe wh ich ca
rr ies
the load a ball
upon
it engages
in this
fork,
and
moves the lever pa rt ly round, so
•
Er .1.
that
i ts
upper arm
passes a detent and comes against a atop;
the
u l i n g
of the op e
ra
ting rope pulling the
a r r i a ~ e
to the one end
of the beam. When
t he
ca
rr
ia
ge r
eaches
a
stop near this end
,
the detent is mo,·
ect so
as to r
elease
the leve r, but
at
th e
same
time
the ca
rria
ge
is engaged by a pawl which pr events it from
moving, an d then the load can be lo
wered.
On again hauling up
the rope,
the
ball, again e n g a ~ i n g with
tbe
fork, causes
the
lev
er
to be again held by the detent, but
at
the same time rel
eases
th e
pawl , when
the ca
rri
age runs
to
the
other end of t
he
beam.
Here it meets another stop
which
r el
eases
the
lever, allowing
the
load to be low e
red or
h
au
led
up, and
which moves a ca tch to bold
the ca rr ia ge in position until the ball again engages t he l
eve
r
rel easing the ca
rria
ge , whi ch can
then
be hauled along th e beam .
Th
e lower a rm of the
fork
le
ve
r
is
made in th e
form
of a segment,
so
that
the
fork c
an
be
adjusted to
various positions on it , to suit
v
ar i
ous inclinations of
the
beam.
(Accepted
Septemb
er 20, 1893).
10,449. H.
Jaeniscb, Tscbirnau, Prus
sla. Revolv·
lng
Barrow.
[6 Figs.] May 27, 1
893.-
This invention r elates
to
revolving harrows. The
toothed
wheels a and
J,
the
shaft
g,
and the b
eve
l
wheels
m and n se t the barrow e in rotation as
soon
as
t he
rear
wheel wl, which is firmly connected
to
the toothed
wheel
d, revolves. The wbeelj can be thrown out of ge ar by the
le ver
z,
S\)
that
whe n
the
appar
atus
is. rav elling from place
to
pla ce
t he harrow is not oaused to r otate. The
ve
rt
ical
rotary axle q
is fur·
nished with a spring, which moves in a o o v e p of
the hub
of
the
wheel n. This hub
turns
in a collar
bea rin
g o
form
ed in
one
with
the axle
b. Th
e ha rrow can
thus
be raised in a ve r t i
ca
l direct ion
while rotating, whenever an obstruction, suc h as a large stone,
interf
eres with
the
action,
or
when being t ranspo r ted, &c. The
E N G I N E E R I N G. [Nov.
3, I 893·
pr o
vi
ded
i th a h
andl
E ,
may
be keyed.
When
the
two toothed
whee
ls are in ge ar, the latter can be t urned with the former, and
the cr
ankpin
th er eby
rais
ed or lower ed. U pon the
shaft
of a
nra nk u a. th i rd toothed wheel l is keyed, which g-ears with another
one
arranged to
tu rn freely
on
a fi
xe
d pin, and
gearing with
a
18,
and which
a re
lined with
brass. Ea
ch
low er
bearing
block 23
is set by means of a screw spindle 25, wo rking in an internally
screwed block 26,
secure
d to t
he
side f r
ame
18, hut
re m
ovable
from it when requ ir e
d.
Each upper bea ri ng 24
is
pressEd down
wards
by s
prings 27,
adjustable
by mean
s of a spindle 28,
sc
r ewed
throug h a
cove
r-pla te . The upper shaft 16 is d riven
at
a l
ess
speed than the lowe r
abaft
17, and to
diminish
the
tenden
cy
to its
being dr agge d rou nd by
the
latter
at
a gr
eate
r speed than its
prop
er one, it is
driven
by two
belts
ac t ing
on
pulleys fixed
one on each end of it. The shredding rolls 12, 13 a re built up
each
with
a se ries
of stee
l rin gs of a do uble bevel o r
angular
form,
with the bevelled su r
fa
ces serr ated.
As
tbe
projecting
angles of
one
roll extend in
between those of
the other, two
half
-rin gs
are put
at
the end s of one roll , the upper one, 12, to
ma k
e
the
tota
l
l e n ~ t b s
of th e two
equal. Th
e
serration
s of
the steel
cuttin g rin gs 12, 13 are rounded
instead
of being angular
and
consequen
tl
y d eeper,
and
t hose of
the upper roll
are
made
doublP.
the
numb
er
and
h
alf the
pi t
ch
of
tho
se
of
t
he
l
owe
r ;
so
t
hat
the
up per one, wh ich tu rns
the more
slowly , ob t
ains
a firm ~ r i p
of
the canes s
they
g radually pass t hrough, and resists the drag of
the sh
r
edding
act ion of
the
lower roll.
Th
e
steel
cu tt
ing
rin
gs
12,
13 a re
fixed
on d rums, secu red on the shafts 16, 17 by p in chin g
screws,
the rings
be
ing made
fit tightly on the drums by strips
of brass . Tbe
st e
el cutting r ings
at
the ends of the rolls are .fi
xe
d
on
the
bosses of
end
discs,
secu
red
on the
shafts 16, 17,
two
at
one end by key s, and the others
bf
slightly taper
ed
bu shes, tho
se
at
one end
be
ing tig
ht en
ed by
sc r ews on
the
completion of
the ad·
justment an d fix ing of the
parts.
I n putting the p ar ts toge ther
the stee
l cutter
ri n
gs 12, 13
and
end discs ar e s
trung on the abaft
16, 17, and then the
end
discs are
co
nn e
cted by rods on which
nu t
s a re screwed so
as to draw the
parts
togeth
er
ti
gh tl
y.
(.Acce
pt
ed Septembe · 20, 1893).
:f.s
Fig
1
•
•
I
w
•
•
•
•
•
•
•
•
•
Fig .Z.
•
fifth toothed
wh
ee l i so
that the
lattE'r can be connected or dis con·
ne
cted to or
from it
by the aid of :l.
leve
r . To re tai n the harrow
in a ra ised position (Fig. 1), the pawl
vl
is caused to engage the
ra tchet
wheel
V , and thus bold th e c r ank u
a.nc\
the c
rankp
in in
the
r equ
ir
ed position.
(A
cc
epted
Sept
ember
20, 1893).
15,297.
W.
Sm it
h ,
Glasgow.
( H . Kid
d, Sydney , N
ew
South Wales),
.
u g ~ r
Cane
a c b l ~ e r y . (9Figs.] August
11, 1 8 9 ~ . T h t s m v e n t t < ? ~ r elates to
ma
c
bm
_ery
for
d d i n
suga
r
canes m or
der
to famhtate the ex tract t
on
of
thetr
sa ccharine
ma
t t er .
Th
e
canes
are
deli
ver
ed
from
the
upper e
nd
of
an
in
clined conveyor 10, down a shoot
11
to
the shredding
r olls 12
13,
afte
r
i n g through
which thty a
re deli
ver
ed down
a
shoot
H
to the crush in g mill 16. T he ro
lls
12, 13 are on parallel
shaft8
1
6,
17, held
in
bea
rin
gs
in si
de fram es 18. Th e be arin g of
Rj;
.1.
- - -<
--
Fig.2.
Fig .J.
•
•
o .
.
.. / .
.
..
..... ,
0
,
.
the
bottom
shaft
17
is form
ed partly in
the
frame casting and
part.Jy in a cas t-iron cover , bolted on,
both
cover and
bottom
14,325. J .
w.
MUner, Leeds. Rolling Metal B ar
s,
c.
[2 F igs. ] Ju ly 25, 1893.
-ln
this invention th r
ee
r
olls
0, D, E are placed one above the
ot h
er and mou n
te
d in bearings
F ca rri ed
i l
standards G.
Pres
sure is put upon
and
taken off the
rolls
by
handwheels H a n d screws J, whi ch a re fas
te
ned
to
the
J
•
c:
•
.
• I
.• 1 , _
K I<
(; i r r - l - r - r r ~
. . . . o i . .
r o . r h
· ' -
.
c
blo c
ks K
by nu ts.
The
piece of
metal
is first pa.ased between the
r olls C and D, and after wa rds between the
rolls
D and E, so that it
can be fed from either or both sides of the
mill, and
the necessity
of taking it back a ~ a i n
to
the sid e from whi ch it sta.1
ed
is thus
ob \
·iated. (.A
e
ptedSeptemb
er
13, 1893).
11,650.
B.
H. Lake, London .
A.
H e
ine,
S ilver Cree
k,
Chautau.qua, New
.r
ork, . ~ .
Combined
Gratn
Scourers
and Du
s t Collectors. [5
l i
gs.
J June 13, 1893.
- Th
is
in vention rel
at
es to combined grain-sc
ouriog
mac
hi nes
a nd
dust co
llec tors, con
structed so
that
th
e ai r cu rretJts a re con
fined
within the
ma.rh
ioe
.
Th
e
be ate rs operate
at
the
same time
as
pa r t of the scouring mechanism, and as the
fan
blades by
which the ai r cu rrent is se t
in
motion which
ci
r
cu
l
ates in the
ma c
hine.
The grain
whi
ch
is delive
r ed
int6
the
sco
uring
cas
e
at
oo e e nd is sc
ou
red in its passage
through
it ,
and the
liberatedd m t
is driven t hrough the perforated por t
ions,
t o ~ e t b e r
wHh
the air
set
in
motion by
the
beaters, into the
upper porti
o
ns
of the dust·
SE>
parat.ing
c hamber oo the outer
si
d
es of :.
be perforated rortio ns
of
the
sco
uring
case. Tbe dust and
air
e ~ c e in
the
a t i n ~
chamber, and the air
is
compelled by the d efie::ti ng
boa rd
s
P
to
.1
Fcg .Z
J .
p
t ra v
el
nearl y to the lower parts
of
it, where it takes an up Yard
tu rn
and
passe s through the
op
ening p and asc
en d
s th
ro ugh
the
sp ace b et
ween
the boa rds to the ai r outlet opening m , th rough
whi ch i t passes to the ai r
chamber M. From here
it
pa
sses into
the upper part of the g rain-receiving hopper
J,
where it passes
upwa
rdly a r
ound the
lower
edge
of th e inclinedshelf , ov
er
whi ch
the g rain escapes.
Th
e air then takes an ascending course, and
ca
rri
es off
the
d ust
and then
tlows upwa
rd l
y
t h r o u ~ h
the
ai r
·l
eg
K
to
the
ey
e h of tbe scou ring cas e, dep
os
iting on its way the
he a
vier ~ r a d of the
ma
te rial in
the
chess
hopper
Kl. A slight
air cu rrent is drawn upwardly through the inner ai r-l
eg
I , and
passes to
the
eye of th e scourin g case.
Th
is cur rent car ries wit h
i\ the lig h t du st whi ch it has separated fr om
the
gra in escaping
through
t he di sc
harge opening
of
the
scour
ing
case , th e rela
ti
ve
for ce of the \'Olume of
the
ai r c urr
ents
passing upward ly
through
th
e outer
and
inn er l
egs
K
and
I being r
egu lated by
a.
\a
lve
i l .
.A ccepted Septembe,· 13, 1893).
UNITED STATES PAT£NTS AND
PATENT
PRACTIOE.
Descrip tio ns with
illu
s trations of in ventions patented in th e
United States
of Ameri
ca
from 1847 to the present time, and
repor ts of trials of paten t law cases in the Uni ted States, may be
consul ted,
gratis,
at
the
offices
oi
ENGINEERING, 35
and
36, Bedford·
st ree t, Strand.
•