engineering vol 72 1901-12-06
DESCRIPTION
Engineering - Vol 72 6th December 1901TRANSCRIPT
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DEc. 6, 1901.]
•
DIE FORGING. No. XI .
By J OSEPH HoRNER.
THE
examples hitherto given have been princi
pally those of dies cast in iron or steel.
But
a
large nu mher of small stamps are cut in blocks of
solid mild steel, n
ot
being liable to fracture, as
some castings
are
. Some shapes are easily cut,
others a
re
not. This work is done by fitters or
handy men who have acquired experience therein.
A few examples of
th
is of work are given
in
E N G I N E E R I N G.
formed wholly by machining ; but most requi
re the
assistance of the fitter, either in roughing
out
, or
finishing, or both.
In
the early stages of the work
the
chipping chisel is used freely for roughing o
ut
,
after which the details of
the
work are controlled
by
the
shapes of the dies.
The dies shown in Figs. 328 to 331 can be
shaped mainly with milling cutters.
The
bosses in
F ig.
328
can be roughed out only with cutters, as
at A, A Fig. 332), of a hnger diameter
than
the
diameter of
the
boss.
Th
e arbor, or shank, of the
Fig.3Z8.
FUJ
.
330
.
F 1J.327.
Fifj.B
Fig 38G
Ft,g.335.
c
A
c
A
B
,.
c
A
( 7100.
Fig
843
.
FU] .329.
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7140.8.)
.337.
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340
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easier to make, because
the
bosses can
be
milled
to exact diameter and depth (see Fig. 334); and
the web also, leaving nothing
but
the radii to be
finished with a file;
and
even these can
be
roughed
out,
or
even finished, with the milling cutter by
manipulating
the
machine properly.
A matter of considerable difficulty in work of
this
kind
is to get
the
halves of pairs of dies to
match properly.. There are ' arious w a ~ s .of w o r ~
ing
to
insure th1s, and there IS much s1milanty_In
this respect between dies and core·box work wtth
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annexed illustrations,
to
be followed by others in
another article.
The small double-ended lever or link shown in
Figs. 326
and
327 is
an
example of a piece of work
that
wou ld, wh en of sma
ll
dimensions,
be
formed in
a pair of cut dies. If we adopt
the
same mode of
formation a9 that described in a previous article
(vol. lxxi., page
625),
using roughing dies first,
and
then removing
the
double bevel formed in
them
in
a pair of finishing dies, Figs. 328 a
nd
329 would
represent the first pair of dies employed, and Figs.
330
and 33 1 the second.
In
cutting these much
assistance may be derived from machines,
but
it
is
n )t a class of tooling which an unski11ed man may
be safely trusted to carry through. Whero t
hi
s work
is done, it is divided between the fitter at the vice
and the machinist,
the
latter w
ork
in g
to
th e in
structions of the forme1·. Some shapes can be
Fig .350.
.957.
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cutter would
prevent
a s emicircle being cut in this
way.
Th
e cutter may b e either of the same thick
ness as the bosses or less. With a narrower cutter
it would
be
necessa
ry
to traverse
the
same side
ways. As the
cutter
cannot got lower t
han
the
arbor permits, a considerable amount of metal still
has to be removed with the chisel, and finished
with a bent file. The web Cfln be milled with
an
edge mill B
or an end
mill 0; it is of no consequence
which.
Th
e appearance of the die at th is stage is
seen in Fig. 333 . Now, the corners of the bosses
will have to be rounded,
and
the web merged down
in t
o
the
bosses (compare with
Figs
.
328
and
329).
Thi s is done with the chisel and file.
The
precise finish of this die, assuming t h
at
it is
used as a roughing die simply, is not of so much
importance as that of the next (Fjgs. 330 and 331),
which must
be
quite exact But the latter is
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regard
to
delivery, ment ioned in o
ur
first article,
but chiefly with regard
to
t
he
matching of halves.
The followin g are practical points involved.
Ther
e are two principal methods of marking out:
one, in which each half is ma
rked
separately ;
the
other, in which one-half is marked from the other.
Taking in the first place the method of matching
which depends mainly on marking out,
there are
two cases-
that
of dowelled blocks, and th
at
of
blocks not dowelled-which constitute the larger
number. In each
the
first stage is
to take
rough
blocks of steel, plane them on the faces and on one
edge
and
one
end
. Thus
in
Fig.
335
the
edges B
and 0 are planed quite square with each other and
with
the
face A, both blocks being treated exactly
alike (compare wi
th Fig.
336, which shows
the relations of faces and edges when laid
out fh.twise edgo to edge).
In
lining out, these
•
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are sq
ua.red
or measured from pre
as
in working
core
boxes. If
dow
e
ll
ed ,
blocks are either
dowelled
together
first,
the edges
planed afterwards,
or
they
a
re
planed first and the centres
of
the
dowels loc
ated
by the in tersection
of
centre lin
es
the
edges,
as in Figs. 337 and 338, where the
wo blocks
are
laid open in their joint faces, with
he cent
re
lines marked,
and
the holes to
be
drilled
marked
on the inter
sect
i
ons of
the
centre li n
es.
There are two
ways
of marking
out
from te
m
lets, wh
et
her
dow els
are
u
se
d
or
n
ot
.
One
is
sh
own
in
Fi
gs.
339
a
nd
340,
each of
which
repres
e
nt
s
one half only of a die
for
the first
and second
opera
tio
ns
r
es
pec t ively of Figs. 328
to
331,
as they ap p
ear
with the
templets A,
A of the
same
size
and shape
in
plan as
the recesses
to be cut, laid on the joint
face r
eady to be marked round. The templets, of
sheet-metal, are themselves marked
fr
om
centre
lines
as
shown, and these are laid as carefully as
p oss
ible
on corresp
on
ding
centre
lines in t
he join
t
faces
of
the blocks. As these lines
are
transfeTred
fr
om
one half
to
the
other,
being scribed directly
down, and sq
uared
from the
edges
Band
C in
the
previous
figures,
as
near
an
approximati
on
to
accu
racy
as
possible
is
obtained
in
marking the
o
utlin
e
of t
he
portions to
be recessed
around the templets.
Nevertheless, though all
possible
pains be taken,
it
is
seldom
that the edges of the recessed
portions
will
be found exactly right when tested
with
a.
first
forging
or with a. lead dummy.
I t is
very
difficult
to
work
to the
thickness of
a
line,
even
though the
outlines are clearly
centre
popped, and so
some
fud
ging
with the file has
generally
to
be
done be fore
the
halves
match exactly.
The
test
generally used
is
a ma
ss of lead poured in when
practicable,
or
a.
soft
compo
squeezed between, as
in
actual
forging.
Another
way
is
one in which the test of
accuracy
in
lining
is transferred
from the eye, in
setting to
centre lines , to the contact of edges
to
edges,
shown in Figs. 34:1
and
342. A
templet
A is
prepare
d, and pin
s
are driven in ne
ar the edges,
and
these
bear against the squar
ed edges
BC
befo
re
re f
e
rred
to.
In the illu
st
ra
t
ion the
face
a
is
on the
face of
one-half the die. If the
face
b
is placed on
the face of the
other
half die, and the pins come
against
its
squared edges, it
is clear
that
the
lever
marked in both halves by
the
inner
edges
c
cut
out
of the templet sheet
A will
be as nearly alike
as it
is
possible
by
the
method
of
marking out.
The
second method of securing
the
coincidence
of the top and bottom dies
is by
transference. In
this one
half
the die
is cut
out,
and
th en
the
seco
nd
half is
marked directly from it.
This also
is
a
device
practised in making core
boxes.
Th
e t rans
ference is done
in
some
cases
partly or
wholly
by
a
bent scriber, for
which
an open-ended
die
is
necessary, in
others
it
is effected
by
t
he contact of
some material,
as
r
ed lead.
The first
is
the most
accurate, because a fine line
is
~ _ > r o d u c e d w h ~ c h is
readily
worked to. The
second IS
only practicable
wh
en
the joint
faces a
re
in
perfect contact,
and_
then
a
thin smea
r of
red lead on the
face
of the
finished
half
will
be
transferred
to the
other
half over the
joint face, ceasing exactly at the cut edges.
In workina out t he cross-sections of
the
recesses,
templets ot sh eet metal
are
r
equ
ired. These
re
semble
those
u
sed in
core-box
work,
co
rresp
o
nd
in
g
as a. ru l
e
with both width, depth, an
d
shape
of
the
rec
ess
.
Thus Fig.
34:3
shows a
templet
suitable for gauging
~ h e depth
of _the
d i ~
in Figs.
328 and 329 lon g
itudinally,
and
Fig.
34:4:
S o
ne
f?r
the cross-section
of
the web.
Other
examples will
occur
l
at e
r.
The
g
reat e
r propor t ion of
those dies
which
are
cut
in
steel
cannot be shaped directly and
e
ntirely
with
millin
g
cutters,
as
t h
at in Fig. 334:,
but
the
work has to be done almost wholly
by hand metho?s.
It is
sometimes
i b l ~ however, _ o n:take .a
c h o ~ c e
of
the l
east
evil
hat Is, of
two
dtrect_wns
In
~ I C h
dies may be jointed to ~ m b r a c ~
a
given
one may be
selec
ted
whiCh,
while
eq
ua
lly
suttab_le
with
the
other from
t
he smit
h
's point of
view, will
in vo
lve
less
labour
in cu tting out the dies than t
he
other. Thus
in
the
example
in Figs. 3 ~ 5
and
346,
the
eas
ier
way to
joint t ~ e d i ~ s is that In the_ first
illu
s
tration.
From
constderatwns of
easy
dehvery
the second
would
have
a s
light advantage. If two
stamps
are
used
a r
ouahin
g a
nd
a fini shing,
then
Fig. 346 should be the roughing and Fi g. 345 the
fini,hing.
The
difference between these figures
with
rega
rd
to ease of
construction
is
that
_th
e
f i ~ s t
l
ends
itself
to an
almost
complete
formatwn with
millina cutters while the oth
er does n
ot
.
In
Fig. 345
the
can be milled out with an end
•
E N G I N E E R I N G.
mill, and so can the
semicircular end
B, and the
bottom faces r.ft
a and
b
b. The
edges
c c can
be milled with
the edges of a face mill,
and
all that
is then left to
be finished
by
hand
are
the
s
mall merging
radii. But
in cutting
out
the
di
e
in Fig. 346 no such advantages exist,
for
nearly
all would
have to be done
by hand
-t
h
at
is,
with
drills, chisels, and files.
For a piece of
work
involving c
uttin
g
out by hand
chiefly,
take the small
pillaret in
Figs.
34:7 a
nd
348.
Little can be done here with
milling c
utters
. After
the outline
is ma
rk
ed
out
a
number of
holes are
drilled (Fig.
34:9
,
the
depth
s
being
carefully
gauged
by
stops, because if only one hole goes a tr ifle too
deep,
t he
surface of the
block will have
to
be planed
over
again.
After
the holes
are
drilled,
the
m
et a
l
left
bet ween
is cut
o
ut
wit h a cow-mouth chisel,
leaving
a
cleared-out
space,
in
which
some
fine ha
nd
work has to be
done.
First, the
edges will be
set
in
with chisels almost on the lines, but not quite.
In
the
early
stages
of roughing-out it is
safer to
work
just a
shade inside the lin
es, because the
edges will become
bruised by the
leve
rage
of
the
ch ise
ls against them when cutting out the
lower
portions
of
the
dies.
If the
edges
are cut
exactly
•
c
0
0
7 D D
S f
ifj
.861.
o
I
Fi g.36Z.
• -o
•
. .
(;- ....
i
i
i
i
I
:
•
to the
lines,
they must
be
protec
ted with
angles of
tin or
copper when the chisels bear
hard
against
them.
To
insure
correct
results templets
mus
t be
pre
pared for
several cross-sections (
Fi
gs.
350
to
356),
working
from
one
en
d
to
t
he other in
t
he
posi
tions indicated by the same re f
ere
nce letters in
Fig. 350. A templet of soft metal
may
afford
the
final test
for
accuracy,
or
a forging carefully
finished
to
dimensions may be red-leaded, and laid
between
the
dies,
and metal
removed
wit
h
bent
file s
and scrapers until the dies
will close r
ound the
sample
forging
to
a
joint, and
rec eive
the impres
sion
of
th
e forging
transferred by
t
he
red
lead,
practically over the entire surface.
The
work done
thus is
whol1y a
matt
er f
or
skilled
hand
labour, of accurate
cutting with
chisels
nearly
down
to the line
s, follow
ed by
files,
and
finished
with
sc
rapers,
a
nd
is,
in
such a case
as th i
s,
ra
ther
tedious,
and
the
lead test-pieces
hav
e
to be
r
esorted
to
now and again. Given machines
and
suitable
cutters, the labo
ur
can
be
lessened considerably,
as
follows :
Fig
.
357
illu
st
ra tes
in plan
how this
may be
done.
The
circles
A,
B show
sect
ions
through
milling
c
ut ters with sem
i-circular end s,
one
of which (A) is
shown in vertical
section
in Fig
.
358.
The
hole
which A
cu
ts could also be
drilled
from the end.
With the
mill B the recess for the tapered
stem is
cut nearly to shap
e,
but,
of course,
not entirely.
Th
e
cutter is traversed
along
at three
separ
ate
sett
ings
on the three centre
lines show
n,
giving
the
edges
and the
bottom,
and
leaving
just
a trifle
to
be
dressed
off
with
the file, in order
to merge
the
three curves
into
one,
using the templet C
(Fig.
353).
The
d
otted
circles
c c
represent a
round·ended
cutter
of
th
e same
diamet
er
as
t
he
boss which
is traversed
a short
dista
nce,
This
t
[DEc.
6, 1901.
cutter gives the exact semicircle
on
the longitudinal
centre line
and
the exact
depth
at th e centre por
tions of
the
lin
e b
b.
Though the corners have
to be
cut
out with
gouge
and
chisel ,
and
t
he
depthing
also a
lon
g
b
b
the work
is l
essened
con
s
iderab
ly,
and the portions on the
l
ong
i
tudina
l
centre
and
on the planes b
b
serve as
useful
guide
s for
working
by. The hexagon end call
be milled en tirely with
an end
mill. Th e first
operation
is that indi
cated in
plan
at
D (Fig.
357), and
in
section in
Fig.
359. The
mill
?
is
c
utting
th
e vertical edges
and
w
orking
d
ow
n
as far as
the
plan
e
a,
fr
om
which
the next
face ts
st a
rt. Th e
block
is then tilted up, and
the
faces
b b
finished in
the manner
sh
own
in
Fig.
360. A
littl
e filing
of radii
is a
ll
that is neces
ary
to connect the
hexagonal part
with the tapere
d
stem
.
Where
a
la rge
quantity
of
die-cutting
is done,
much assis tance can be obtained from the use of a
special
machine and
tools
employed by
die-sinkers.
1 he
machine resemble
s a vertical
milling
machine,
with
knee adjustable
vertically, which
carri
es a vice
operated by
compo
und
slides.
Frequently a
sl
ot
ting attachment
is fitted to
the head,
or the
latter
I
0
p·
366
_q.
•
I i
•
•
I
I
I
I
•
I
-
/
0
0
•
0
0
7/DO T.
can
be
altered rapidly to act
as a
slotter,
using
proper
tools for
thi
s work. Drills
and
milling
cut ters of various sizes
are
used for the revolving
spindle.
The roughing
cutter is one
with
a semi
circular
end
which roughs
out the metal rapidly
in
r
ead
iness
for other cutters, or
for c
hip
ping
and
filing
to
dimensions.
Figs. 361
and
362 illustra
te
another awkward
piece of work to
be cut
in dies. I t is
the pin
of a n
equilibrium saf
ety valve
pivoted to
its
lev
er, a
nd
the pivoted
end
drops
into
the
conical rece
ss in
the
valve.
Th
e
slot
for
the
le
ver and the
hole
for
the
pin are
tooled, so t
hat the die is
l
ike
Figs. 363
an
d
364:. The
semic
ir
cular-
ende
d milling
cutter
is
the best to use
here,
at the end A, because it im
p
arts
t
he correct
sectional
shape atonce(
se
eF
ig. 363).
But a flattened
cutter can be
used at
Band
t rave rsed
to
meet
the portion
f
ormed by
A.
The tap
ered
portion can be brought into app
roxim
ate
form
with
a sma
ll
cutter
traversed
in three
directions,
as
indi
cated by
thedotte
d centre lines( Fig. 364).
The
s
quare
corners e
a
would have to be
cut,
following after
A,
and
the
tape
red
stem will be finis
hed by the
gou
ge and
file.
In
stead of using cutters A
and
B a
larger
one C can be employed,
and
then
the corners
a a
would
be
finished
at
once. But the ra
dius
would
be
too large,
and this
would
have to be
finished
with
the chisel
and
file.
Figs.
365 and 366
show the ful
crum
pin
for
a
safety
valve, and F igs.
367 and
368
it
s dies.
These are
easily milled
ou t
,
and
t
he
only
portion that mu
st
be
finish
ed by
hand
work
is
the
convex end, which will
be
do
ne in the
sa
me
manner
as
in Fig
s.
363
and
364.
(
STEEL PLATES
IN JAPAN.-
We
lear n that
the
J apa
ne
se
N
a.va
l DepRrtment is preparing to establish a. steel-plate
f
actory
at
Kure ab a
cost of
61000,000 yen. The
plant
\s
expected
to l;p in w o r k
order
in
thr
ee
~ e a r 3 .
•
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DEc.
6
1gor.]
THE NEW SUBWAY
IN
NEW YORK
CITY.
By CHARLES
PRELINI,
C.E., New York.
(
Contitnued
from page 740.)
'fHE next
part of
the
subway
is
also
d i v i d e ~
in to
two sub-sections, called ' 'A and B respect1 vely.
Section 6A begins at 60th-street, and ends at
Slat
street
; Section 6B begins a.t 8 1 s t - s t r ~ e t , and
n d ~ at
104th-street. As the two
~ u b - s e c t 1 0 n s
are _ b e ~ n
const
ru
cted
by the
same contractor
an
d
by
stmll
ar
methods throughout,
the
y
w ll be
here
d e s ~ r i ~ e d
together . The work is done by Mr.
Bradley, the contractor, w ~ t h Mx:. R. G. Colb ns,
Mem. Am. Soc. C.E. , as chief engmeer.
This section of the subway follows Broadway
from 60th- street, near the Circle, up to 104th-street .
Until a
few
years ago, t
he part
of
Br
oadway n
orth
.60.
•
•
- · .
1
2
'B1 ~
F : : : ; : : : ; ~
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•
•
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•
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•
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•
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•
'
LONGtrUDINAL
S ECTION S H O W I ~ TH E
BRACING
OF
THE.
TJI
AJ
COL
Ulrf
NS
F
ig
.
63
.
..
•
.
,
Heiyht o f Tn w
.s 14
0 .
3ft Q:u- Track
E N G I N E E R I N G.
At a point north of 96th-street th e line f o ~ local
trains runs up
an
incline of 1.4 per cont., while the
ex resses descend
at
an inclination of 0.11 per
oeEt Near 103rd-street, the two central t racks,
whidh are 14ft. below the i ~ e ones, turn to the
ri
ht and
continue on the east stde of the subway.
two outside tracks then come closer together,
nnd after crossing over the central tra?ks th ey
run
under
and
along .Broadway,
thu
s formmg
the
west
side line. . b
The standard fo
ur
-track sect10n of the su way
has been used on Section 6 P to 96th-street,
which as the lines
run
on
d1ff
e
rent
levels, a modtfi
cation' had to be made.
Th
e isolated columns,
formed of bulb angles
and
. ri':eted
to
a central
plate so that their cross-sect10n
IS
made to resemble
t he ietter H, are here increased
in
n ~ t h , so that
the
top is on
the
same level as
the
side I-peam
columns-
13ft.
high. Th e H columns are
b r a c ~ d
both lonoitudinally and transversely, as shown m
Figs. 60 61. At a po
int
south of 103rd-str
eet
the central tracks dip down 14 f ~ . below
~ ~ e
out
side tracks, being covered over wtth ~ s e m ~ c u c u l a r
concrete arch. They then
turn to
and
enter Section 7 at
the
eastern butldmg line of
Broadway and 103rd-street. The two tracks
then
run
closer together, thereby admtttmg
the
insertion of a third track. They all pass over th e
F
ig
S a h W
~ S 5 f t
-
86iTu:JL
1
~ K e d
'
b
11Z8
BL
•
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•
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2/l inck
v t p
,
,
Fin .64.
~ ; : : f •
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• I • • ' . •
••
•
beam 16
; 16
•
pan 50 t T
i e;
•
11 72 ., ,
2.0
X
20 7
12
1 D) (iJ
'
AU o
ther
Tim b
er
12 x 4 .
1
1 U
t:l
or tion of the road without much apparent e n e f i ~
io the subway, which brought down on
t h ~ .
c.on
tractors the wrath of the people and severe cnttcism
of the daily press. .
f
h R ·d
Mr.
Alfred Craven, division engtneer o t e ~ p l -
Transit Commission, und er whose very able
d t ~ e c
tion Section 6 is being o n s t r u c t ~ d told the wrt ter
that t
he
rearrangement of
the
ptpes, electric c o ~
duits, and manholes gave more trouble
~ h a n
t e
building of th e subway itself. These
m a l ~
fo:Jn
an
underground network
running
in
e c ~ I o n
and at differe
nt
depths. Such a cond1t10n of th1ngs
would
not
gr
eatly
interfere
with
the subway wh
er
ever the roof is well below the surface of street,
but
it
is quite
ot
herwise when the roof hes close
to the surface, as is the case at many places. along
Section 6. Mr. Craven laid before t he wnter. a
large draw ing showing the kind of v:ork
w h ~ c h
they a re continually doing. I t was bemg carrted
on
at
the
intersection of Broadway and
N o r t ~
avenue at 66th-stree t. The roof of
the
subway 1s
here only 2 ft. 4 in. below the concre te bed of
~ h e
surface oars, while all along Broadway
runs
a 3 6 - ~ n .
water main. As there was not room for such a
it was tapped on one side of t he .new road, a
t m t . l a r
main being placed on the other stde, c o m m ? n 1 ~ t 1 0 n
between the two being effected by thr
ee
24-ln: pipeP,
as shown
in
Fig. 62. Here, again, a new difficul.ty
sprang up. It was found that the e l e c t r i ~ conduits
running
along the surface tracks had either ~ n k
uown or else were n
ot
laid with all the care e q u i T
by the
plans, so
that
they
i n t e r f e r e ~
v
ery
m
ateri
ally with t
he
laying of
the
new p1pes. I t was
decided therefore to rebuild the ducts as the
readiest solution
to
the tangled difficulty ; but
this took up
much time, because new plans had
to be prepared, various permits obtained, and
leng ths of
the
road torn up, and all this without
any apparent advance being made in the construc
tion of the subway. Similar difficulties were
frequently met in this section along Broadway
Owing to
the
small dep th of the roof of
the
sub
way, many of the electric manholes were either
rebuilt larger and shallowe r, or else constructed
entirely outside the line of the new road.
The four-track subway along Section 6 is built
by means of a single wide trench, without inter
fering with th e street traffic. The car-tracks were
left undisturbed, being supported on needles,
which rested at firs t on trussee, but afterwards on
upright
s. The use of trusses is commendable, as
they leave a large space below, which ena.bles
the
work to go on quickly and regularly.
The
trusses
are continuously pushed forward, so as to
be
always
at the front of the excavation, the work being
carried on n t
he
follow ing manner : A shaft or
porth
ole 6 ft.
square
is sunk down to
the
fo
und
a
tion of the subway on each side of the
tr
ack,
four 12-in. by 12-in. uprights are set up,
and
a crib of t imber 12 in.
by
12 in. is built
acr
oss
the uprights until the surface of the street is
reached. A truss is t hen placed along the
tracks, and abo
ut
3ft. from the rail the tie-beam or
lower chord rests on the surface of the st.reet .
Under the other e
nd
of the tie-beam of the truss
t
he
soil is excavated
un
til rock is reached,
and
another crib built as indicated n Fig. 63. When
the abutments of the t russes are thus made secure,
the excavation begins close
to
the uprights. At
of the C
ir
cle was officially known as t
he
Boule
vard,
and
so co
ntinu
es to
be
called by
the
people.
Being wide and well-paved,
it
forms one of the
finest driveways of the city. I t is lined on both
sides with elegan t residen tial mansions ; and, as
it
follows graceful curves, the monotony that one
finds on t he long, straight avenues of the city is
en t
ir
ely absent.
Th
e middle of the Boulevard is
occupied by a parkway bounded by rows of elm
trees, close to which lie the tracks of the Seventh
and Tenth-avenues trolley lines.
concrete arch with a box section formed of steel
bents of the same dimensions as in the standard
section of the subway. There is, however, t his
difference : t
hat
as there are only th ree t racks
instead of four, the b
ents are
made
up
of only t wo
separate columns. The columns of the west side
line will rest on the top of the arch of the east side
line ;
and
for the purpose of distributing the pres
sure over a larger surface, their footings will rest
on grillages of steel b eams placed on the
ex t
rados
of
the
arch.
distances of 5 ft . n ee
dl
es 10 in. by 12 in. are placed
under
t
he
concrete
bed
of
the
car-tracks.
The
needles a
re
s
apport
ed by ir
on
stirrups composed of
1- -in.
ir
on rods, bolted f rom below to a fish-plate
4 in. wide, lt in. t hick, and 18 in. long, placed
len
gt
hwise, and bolted above
to
two similar fish
plates placed across
the
tie-beam, as seen in
Fi
g. 64.
The ground under the needles is then excavated,
and two uprigh
ts
set under each needle,
after
which
the
stirrups
are removed, so that
the
car-tracks
are strutted direct ly to the foundation of the sub
way. The material under the crib forming the
nor th abutment of the truss is then taken away;
and while th is is going on, the crib is temporarily
supported by small t imbers until t
he
level of the
foundation of
the
subw
ay
is reached,
when
four
upright s are erected. The truss
is
then moved
forward , its south end finally resting on the crib,
which previously
supported
t
he
other end. A
new
crib abutment is n ext built for the advanced e
nd
of
the
truss,
and
the
material below excavated
as
already
de
scribed. The concrete foundation of the
subway is then laid in the space which has been
cleared, the bents are erected, and th e arches of the
side walls and roof constructed. As soon as the
substructu re of the car - t racks rests firmly on
The four tracks of the subway are located sym
metrically with the axis of the Broadway (the
Boulevard) ;
an
d when the underground structure
wi
ll be completed, openings will be made in the
parkway for ventilation and illumination, which
openings will be fenced in, as already sh
ow
n in
Fig. 4, page 478.
This section provides three stations for local
trains- viz., at 66th and 82nd-streets, and two for
expre
Ese
s at 72nd
and
96th-streets . The station at
96th-street will be the last on the subway for ex
press trains. These trains will run, therefore,
from 96th-street down to the City Hall, which is
terminal station of the road for the presen t.
The work on this section had to be done
through
rock and loose soil in about equal quantities. The
rock is
the
usual mica-schist encountered everywhere
along the subway.
In
this section
it
appears as a
t
hin
stratum, with an almost vertical dip, while at
some points it is friable and rather disintegrat ed.
The loose soil consists chi
efl
y of good l
oa
m with
very li ttle water, so that no trouble was met either
n
excavating or
in
building
this
section of the
su
bway.
The re-arrangement of the underground pipes
and conduits, which preceded
the
construction of
the subway, gave the contractors q
uit
e an amount
of Thi s neoessitnt r d tearing up a great
•
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•
•
COMPOUND GOODS
LOCOMOTIVE
FOR
T H E
PRUSS IAN
S T A T E
RAILWAYS,
CONSTRUCTED
BY
THE
STETTINER
MASCHINENBAU ACTIEN GESELLSCHAFT
VULCAN,
BREDOW,
STETTIN.
•
FM Description see Page 771.
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1006 tl
masonry
pillars,
supported by the
roof of t
he
sub
way, the
needl
es and uprig
hts are
removed, all
vacant
spaces filled
in,
and t he surface of
the
road
restored to
its
normal working condition.
The trusses employed are
not
all of
the
same
kind; some are made of timber of
the
king-post
type.
The rafters, struts,
an
d
kin
g-pos
ts are
made
up of timbers 10 in. by 12 in., bolted to a 16-in.
by 16-in. tie-beam, 50ft. long, or 20 in.
by
20 in.
•
when 65ft. long.
Four
trusses are worked together,
one on each side of
the
tracks, each pair being
braced transversely on top. As they are 14 ft.
high, they are braced pe
rmanently
without
inter
fering with
the
car service.
The second kind of tru ss employed on this
section of the subway is that known as the bow
string type, with a span of 65 ft. Such trusses
were in common use some years ago, but are
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7006
B.
•
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•
now replaced
by
plate girders. A
third
type of
1
tudinally,
the
slots
being
2
in. in
lengt
h.
A 10-in.
truss is employed on this section of
the
sub- by 10-in. beam is laid across the two braced trusses,
way-viz., the
Pratt truss. In all there
are and
at each end, corresponding to th e part which
44 king-posts , and 12 bow-string and 12 Pratt
re
sts on the top of
the
lower chord of
the
t
ru
ss, a
trusses. fish-plate is
placed
transversely, and
two
flat-irons
The trusses are moved forward in a simple and passed th rough the corresponding slots. Then a
ingenious way. Each
end
of
the
tie -beams carries low platform truck, provided 'vith screw-jacks, is
two pairs of flat-irons bolted to the
beam,
and
pro- placed
under
t
he
beams at each
end
of
the
trusses,
jecting 1ft. from it. These irons are slotted longi- the truck running on the tracks of the surface cars.
,
•
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•
7/17/2019 Engineering Vol 72 1901-12-06
http://slidepdf.com/reader/full/engineering-vol-72-1901-12-06 5/33
•
DE
c.
6, Igot.]
E N G I N E E R I N
G.
COMPOUND GOODS LOCOMOTIVE FOR
THE
PRUSSIAN STATE RAIL VAYS.
CON TRUCTED BY
THE
STETT
INER
MASCHINENBAU ACTIEN GESELL
SC
HAFT VULCAN, BREDOW, STETTIN.
F
or
escription,
see
Page 771 )
•
•
•
F I
G.
6.
N
On turning t he jacks, the braced
tr
usses are sup
ported
by
the t wo trucks which are
then
pushed
forwa
rd
.
When the
requir ed spot has been reached
and the jacks turned off t
he
trusses finally rest on
the s urface of
the
road. Th e cross-beams are then
removed and the car-tracks cleared again. The
t ime required
to
advance the k ing-posts is abo
ut
10 minutes , but more timo is nee
ded to
advance
the bow-strin g and the Pratt trusses. As these are
very low, they cannot be braced once for all, and in
consequence time is lost and the t raffic ob
st
ructed.
Mr. C0 llins, the engineer in charge, while admit t ing
the
handiness of the
ir
on
trus
ses , gives preference
to the king-post trues on account of th e facility
wi
th which i t may be advanced,
and the
saving of
t im e arising fr om the
perm
anency of the bracing.
The excavated material
s
removed from the
t rench by means of d
er
ricks prov ided with a bull
wheel and operated by three dr um engines. Both
guy and stiff-legged d
er
ricks are employed, being
placed alongside the trenches. The on y cableway
used on this section is of
the
Oarson-Lidgerwood
type ; it works between 70th
-s t
r
eet and
71st-street.
The excavated material is hoisted in steel buckets
and dumped direc tly into
the
carts
by
means of a
ch
ute built on a scaffolding, under which the wagon
passes.
The drilling machines and hoist
in
g engines were
operated unt il the end of October by steam from
tubular boiler3 dist
ribut
ed along the lin e
at
dis
tances of 400 ft . At that time the contractor fully
realised th
at
the
w
ork
would proceed mo
re re
gula
rly and
economically i done
by
compressed
air supplied from a
central
plant rather than
by
steam from distributed boi
le r
s: Ac
co
rdingly, af
ter
using steam power for a whole year, he erected a
compressing plant
at
the foot of 79th-
st
r eet, near
the
North
River.
Th
e
plant
consists of four tubular
boilers, aggregating 600 horae·power, and two 24-in.
4·I
a . 5.
•
FI
G. 7.
•
•
by 30-in. compressors. The compressed air is con
veyed to the working line through an 8-in. main
buried in the ground. Before the
adopt
ion of com
pressed air, a small portable compressor, driven
by a kerosene oil engine, was used
in
ri veting
th
e
bents. This section has also a steam stone crusher
placed at 86th-s treet and Broad way, which sup
plies all the crushed stone needed in making
cement.
The
new pla
nt
was s
tarted at the
beginning of
November, so th
at
figure3 are n0t
yet
available to
co
mpare the efficiency
and
economy of
the
two
kinds of motive power. A rough est imate has been
made, which shows a saving of 30 dols. a day in
of compressed air. I t seems
a. pity that the
contractor was not aware from the outset of
the
ad vantage to be derived from the use of compressed
ai r. The experience acquired is dear ly bought,
and
\\ill not be lost sight of by the profession.
•
To be continued
)
ENGINEERING
SCHEl\1ES
IN
PARLIAMENT.
Conclu e from page 749.)
LAST week we n oticed
the
several railway exten
sions to be considered in the next session of Parlia
ment, and we now propose describing
the
other
projects to be dealt with either n t he same way as
priv
ate
Bills or as provisional orders to be sanc
tioned by t he Board of Trade ; light railways,
which come before
the Light
Railways Commis
si
oners, are described in a separate article in
this
issue. Of Parliamentary schemes there are fewer
than
la
st
year ;
bu
t this is, perhaps, made up f
or
by
the
number of light railways, which are more
than usually numerous. The total number of pro
jec
ts
is 318, as compared with 362 a year ago,
the
decrease being most marked in connection with
•
•
•
N
TOQG. C
mi
scellaneous schemes and provisional orders. The
number of railway projects is practically the s
ame-
48 again
st
46.
There are
t he same number of
tramway Bills- 24; but in manyof the miscellaneous
or
" omnibus " Bills tramway extensions are ·pro
vided for. Provisional orders number 174,
as
compared with 199 a year ago, and there are 72
l l n e Bills, as compared with 92 last year.
EL ECTRIC L IGHT ING S CHE?tiES.
The elec trical schemes are very numerous, many
of them being
the
subject of applications for pro
visional orders, while ot
hers
are included in mis
cellaneous Bills. I t is particularly noteworthy
that the
number
of local a uthori ties applying for
power to supply electricity shows a greater increase
than is
the
case with private promoters. Compara
t ively small urban di
st
ricts display considerable
courage in this respect ; and, obviously, thoir only
hope of financial success is in the prosecution of large
'' bulk schemes, which will obviate for them the
risk of having a large generating station to supply
a slowly -g rowing clientele, and
at
best a variable
load. Of such large bulk " schemes quite a number
are
to be
pr
omoted ne
xt
session.
Th
e countyof Kent
is included in one, with prospective generating sta
tions
at
Strood, on
the
River Medway;
at
Sturry,
in the ru ral district of Dover ; and in the Tonbridge
dis trict. In
the
case of Gloucestershire, the gene
rating statio
ns
evidently
to
be
at
Cainscross, in
the rural district of Stroud ;
at
West Dean, on the
Great
Western and Midland Railways. Leicester
s
hire
and Warwickshi re form the third dist rict,
with stations
at
Newbold
-o
n-Avon, Leek Wootton,
Meriden (near Birmingham), Hinckley, Blaby,
and
Measham. DerbyshireandNot tinghamshire together
form another
district;
while Northumberland makes
a fifth area, with stations at North Sea on · and
Cowpen; and n this connection it may be s"ated
•
•
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t ~ a t the Newcas tle
compa
ny seek
an
exten
ston.
of their territory away to th e north, in
cludmg Morpeth and Blyth, while another area of
~ o r t h u m b e r l a n d is
cla
imed by
a
company, includ
In
g the M o
rp e
t
h, As
hington, N e
wbigging
-
by
·
the
Sea ,
Bedlingt
onshi re, and Morpeth
(rural). Corn
w ~ l l is also to be made into a bulk, supply dis
t n ~ t as is
al
so the West Riding of Yo
rk s
hire
;
whil
e
one
or
two municipalities,
1
: no ta
bly
Birming
ham,
Swansee., and L ei
cester,
and the local
authority
of Finchley, seek pow
ers
to supply a much
larger
area than is included in the municipal b oundaries.
Inde
e
d, even some
of the
urban dis
t
ric
t co
uncil
s
have similar am
bi t
ion, but they
aro
so
little
known
that
no ad
van
tage
could
result
in
th eir
bein
g named
here. The North Metropolitan
Company, owners
of o
ne
of th e bu lk , schemes al ready a utho
ri
sed,
seek an extension of
powe
rs
, and
propose
to
make
a
supply station
alon gside the Midland
Rail
way
at
Edge
war
e-
ro
ad, at Willes
den.
We give a
li
st of the h e m e dist ing
uishing
those promoted by the local aut horities and com
pany
projects.
I t
is
n
ot necessary
to
refer fu r
ther
to
all of these. The
Board
of
Tr
ade Bill is to
pro
vide for
t he alteration and re-adjustment of the
ar el.s of supply within the
Admini
st rative Coun ty
of
L o
ndon, so as
to
ma k
e
the boundarie
s of
such
areas
eo-terminus with the muni
c
ip
al boundaries
fixed by the L ocal
Government Act
of 1899 ; and
in
lh e
no
t ice, 44 provisiono.l orders are sche
duled,
affecting
27
promoters,
of which 10 are
comp
an ies.
The London
County Council sc
heme
is to secure
sancti
on
for
an ar
ra nge men
t
whereby they may
co
-operate with
the
municipal authori
t
ies
of
London
in
the ultimate pu rcha se and
working
of
electric
supply works.
ELE
CTRIC
SuPPLY
So
a.EMES.
Publi
c
and
L ocal A utho·
ri t
i
es
Board of Trade.
Ab
ertillery.
Abra.m.
Ardsley,
East
and
West .
Ashton - under -
Lyme.
Barton Regis.
Beeston (Notts).
Birkenhead.
Birmingham.
Blaydon.
Bournemouth,
Camberwell.
Carna.rvon.
Chester-le-Street.
Chiswick.
Cleethorpes.
Dartford.
Dover.
Dumbarton(N.B.)
E as t and Wesb
Molesey.
Amble.
Belfast.
Carnoustie
(N
.
B.)
Chepstow.
Ghard.
Church Stretton.
Cowe3.
Cornwall.
Derbyshire and
Nottingham
shire.
Enfield.
Frinton·on-Sea..
Gillingham.
Gloucestershire.
Hindhead
and
Distriob.
Kent.
Edmonton.
Eston (Yorks).
Finohley.
Gardton and Dia-
tricb.
Gillingha.m(Kent)
G a . s ~ w Corpo
ratiOn,Chinnmg
P11.rk
N. B .)
Govan.
Hi toh
in.
Holy head.
Lees.
Leicester.
Leyland.
Liverpoo
l.
London County
Council.
L outh.
Lower Bebingbon.
Mvtholmroyd
(York
s)
.
Companies
Leadgate.
Leatherhead and
District.
Leicestershire and
Wn.rwicksbire.
Morpeth, Asbing
ton, Newbig
ging - by -
the
-
S e ~
Bedling.
tonshire a.nd
Morpeth (Ru
ral).
New burn.
Ne w
ca s tle-on
Tyne.
North Metropo
li a.n
Electric
Power.
Nairn (N.B.).
Norwich.
Obley.
Paignton.
Saddleworth.
S"lford.
Slough.
Springhead.
Sta
nley
(Yo1 ks).
v e n a g
k t o n (Rurnl).
Stoke Newingbon.
South Bank in
Normanby.
Southwark.
Swans
ea.
.
Thornaby-on-
Tees.
Tipflon.
Tottenham.
Wood Green.
vVoolwich.
Northumberland.
Pa.ignton.
Penartb.
Pokesdown.
S b. A ndrews
(N.B.)
Seghill, Earsdon,
and Tynemouth
(Rural).
South Wales.
Sbanley and Tan
fi
eld.
Tadcaster and Dis-
flri
cb.
Tr
efriw(Denbigh).
Wadbursb.
Wesb Riding of
Y orkshire.
TRAl\IW y
SO
HE t ES
.
As
we
have already su
ggeste
d, many
of
the light
r ailw
ays
are practically ~ r a m w a y s ; but it is
possible
here to d i f f
t v l . t e ~ n d thus, ~ n d e r thts
headin
a we d
ea
l
exclusively
w1th s
uch hn
es
as
are
o m o ~ as
pri
a ~ e
or p r o v i .orders,
leaving
for
separate
consideratiOn
apphcatwns to
the Liaht Railways Commissioners. H ere also the
0 • • •
number of cases
wher
e
prtvate enterprise IS respon-
sible bears only
a
prop
o
rtion of about
36 per
cent.
of the total · but at the
same
t i
me
,
many
of th ese
' ' w . 1 f
are of fa r -
reachin
g importance. e g1ve a IS o
the
schemes
.
'l'he
m
ost importa
n
t, of
co
ur
se,
are
th ose in connection with
t
he Metropoli
s- the
28
odd miles pr
om
oted
by the London County Co.uncil
and
de
a
lt
with in our
article
last
week
on r
at
lway
con1munications wi th in the
Metropolis
(page 748
ante)-but
there
are
very e x t ~ n s i v e
s
uburb
an
line
s
proposed by the L ond on
Un
tted
Tr
a
mways
Co:n-
E N G I N E E R I N G.
pany and the British Elec tric Trac t
io
n Co
mpany.
The first-named
pr
opose a se
ri
es of lines from
Hammersmith, through Sh epherd 's Bu sh and Bays
wat e
r- road,
to
the Edgware-road at Marble Arch,
part
of
whi
ch route
is also scheduled by
the L o
ndon
County Council.
But
the
company's
sche
me is
more
extensive, taking in also Wormwood Scrubbs and
Latimer-road. Anot
her
line is
to
be made across
Hammersmith Bridge
, t
hrough
Barnes,
Mortlake,
and Richmo
nd, while
the
existing
line
from
Rich
mond to l{ew Green is to be r econst ructed for
e l e c ~ r i c traction.
A
third li n
e
will extend fr
om
Kingston,
t
hr
o
ugh Norbiton, New Maiden, Mert
o
n,
an d Wimbledon, con tinuing on to Wandsworth
as
far
as the
"Plough." There are
a
number
of local
branches within the
Wimbledon
and Merton
parishes, while " light rail ways '' extend to Hampton,
Sunbury, and
to
Willesden, so that
it will
be seen
that all th
e western
dist
ricts will be
em brace
d
by th i
s
comprehensive
scheme. The project of the British
Electric Traction Company is
equally
extensive.
It is a development of
the
Cro
ydon
syst em, whi ch
goes as
far south as
Purley ; the lin
es now pr
o·
ject
ed
will connect Mitcham,
M
orden,
Oarshalt
on
,
Sutton, Wa
llington, Beddington,
Beckenham,
Lewis
ham,
and Pe n
ge
. In the East of
London,
again, several exten
sio
ns
are
pr
o
posed
: the We
st
Ham
Burgh
authorities
are seeking for
po
wer
to
extend
the No
rth
Metropolitan Tramways through
Strat ford
Broadway,
along a
new street
to
West
Ham-lane, where the railway will join a line autho
ri
se
d
in
1900.
The authorities at Romford propose
a
line
conn
ec ting
with the
Ilford
Tramwa
y.
Of
provincial
line
s, probably the m
ost
interest
in
g
are several connected with the indust
rial
district
no rth and south of
the
River Tyne. Th e British
Electric
Traction
Company, am
ongst
their many
schemes, propose
to
connect So uth
S
hi
e
lds
and
Sunderland with several branch lines . Th e So
uth
Shields
Corporation project an extensive scheme
of electric power
within
the bu rg
h,
and
the
pur
chase of
the co
mp
a
ny's
lin
es now in
u
se
. The
Su nderl
and
Corporation propose
about a
mil
e
of
new
lin es within t heir
boundary,
while nor th of t he
Ty ne th ere are several
projects,
includinl{ one em
bracing Wallsend, Walker,
Lo n
g Benton,
So
uth and
North Gosforth, and
Oockslodge,
promoted by
a
company;
while the
Newcastle
T own Council pro·
pose
about
mil es of
line
to e
mbrace many
of the
same dist ric ts , which are mostly without the
muni
cipal boundary.
Th
e
Northumberland
Company
seek permission
to
purcha
se
existing tramways
along
with
the
power
s
which
local
authorities or
companies already;
possess
,
and tramways
be tween Morpeth and Bedlington (7 miles), Bed
s
ide and
Blyth
(3i mi l
es),
and Ashington and New
bi
gg
ing (6 miles)
,
wi
th
elec tric power station at
Cowpen, Be
dling
to
n, and North
Seato
n.
But the m
ost
lively contest will proba
bly
be that
between Manchester and Sa.lford. The first-named
city, in addition to severa
l n ew
lines
with
two
n
ew power stations
- the
one
in
So
uth Man
chester,
of 5
7,905 square yard
s, the other in N or th
Manchest e
r,
of 28,108 sq
uar
e yards-wish to
absorb
the Salford Corporat ion tramways, which are at
presen
t ent
irely
i
ndepend en t
,
so that passe
ngers
t
rav
e
lling
be
twe
en
the two adjoining cities
require to
change
cars at the fr ontier. "
The Salford Corp
o
rati
on
are not quite so uncompromising in
their atti
tude
of
their
Bill,
f
or
in
it
they
suggest
the
forma
t ion
of a
joint board to work
the
tramway systems
of
both
c
ities conjointly. The Birmingham Corporation
hav
e a
large extension
in co
ntemplation,
and at
the
same
time private
promoters
propose extensive
lin es in the neighbourhood of
the
Midland city so
as
to
include Handsworth, Smethwick, Oldbury,
Rowley
Regis, the
in te
nt
ion being
to
run these
lines with
electric power,
and
to rec onstr
uct
the
exist ing horse tramways. Th e
Leicester
Corporation
proposes
the
construction of
close
upon 20 mil es
of
electric tramways; Bradford, 11
miles ;
Preston
of
abo
ut
14
miles
; Halifax,
about
11 miles
of
tramway,
and the la
st
-named city proposes the
runnin a of omnibuses
as
well as motor cars.
Rhondda
also wis
hes to
go beyo
nd
its
borou
gh
boundari
es
with
electric cars,
the mileage
pr o
jected
be
ing 17, with
ge
nerat
ing
stations at Maerdy
and
a
ca
r st able at Tr eherbert. The York Corp o
rati
on
proposes
to
p u r c h a t ~ e p r e s e ~ t
company's
undertaking and to equip It electr
tea
lly.
The
M
exbo
r
oua
h
sc
heme
is
of cons
id
e
rabl
e extent,
including
0
also Raw marsh a
nd
S windon, with
running powers to Ro therh
am
and GreA-ves
borough-all in the
nW
e.st Riding. The Stockpor t
new li nes
are
about u
mtles l
ong
, those
at South
-
•
[DEc. 6, 1901.
ampton about
3
1niles, the Aberdare line
about
4
mi l
es ; while at Brighton about 1
mi l
e is to b9
add ed, connecting the town with the Grand Parade;
while
the
Brighton an
d
Rottingdean Seashore
t r
am
r
oa
d
is
to be
de p
arted from,
and
a tramway
lin
e on
ope
n
viaducts
built below high-water
mark,
the
len
gt
h
being
about 2 n1iles ; but it is difficul t to
con
ce
ive
how this, wi
th
it
s great co
st for gi rd
er
c o n s t r u c ~ i o n
will
yield
a
ny better
financial
resul
t
than t he e
xisting
fu
ti
le effort
at
n
ovelty
. 'N e give
a list of the sche mes
brou
gh t forward.
Aberdare.
Ashton - under -
Lyme.
TRAMWAY
Sc
HEMES.
ocal Authorities
Hey
wo
od.
Leeds.
Lees.
Leiceste
r.
Praston.
Rhondda.
Romford.
Sa
lford.
irmingham.
Bournemouth.
Bradford.
Brighton.
Cheadle and Gat-
lay.
Chis
wi
ck.
London
Cou
nty
Council.
Manchester.
:MiddlesexCounty
Council.
Mountain Ash
South Shields.
Southampton.
South port.
Stockport..
Sunderland.
Swansea.
Devon port.
Erdin
gbo
n (War-
(Glamorgan).
N
ewcn.atle
-
on
-
Tip
on.
'£odmorden.
York.
icksbire).
Exeter.
Garston and Dis
trict.
Halifax.
Tyne.
Newport (Mon.).
Nottingham.
Pontypridd (Gla-
morgan).
Walker, U rban.
West Ham.
Wi
gan Di
sflric \
W
ol
verha.m
pton.
Companies
Aberdeen (N.B.). London United Sa.ddlewortb,
Birmingham and Company, ~ p r i n g h e a d
Midland. :
Mex
borough and Lees.
Brighton and Rot- Swinton. Scarborough.
tingdean Sea-
No d
h Metropoli· So
uth
Shields,
shore Tramroad tan. Sunderland,
Cavehill White- N. Staffordshire. D i s t r i c ~ .
well (County North Ormesby, Southpo
rt
and
Antrim). South Bank, Lytham.
Croydon and Dis- Grangeto
wn.
Torquay and
tricb. No
rth
Pa.ign on.
Greenock Porb Tynemoutb, · Tyneside.
Glasgow(N.B.). District. West Riding
Hastings. Norbhumberland. (Knottingley
Hove, Worthing, RossendaleVa.lley Extension).
and Distriob. Rochesay (N.B.
). Wrex
ham.
Th e
Halifax
notice is int eres ting
from
t he
fact
that t he Cor
po
rat ion
prop
oses to cr
eate
an
accident
fund for meeting claims upon them under th e
Employer
s' Liabili
ty a
nd
'
Vorkmen's
Compen
sa
tion Act, and also the establishment of a fund for
the
encouragement
of thrift
amo
ng the officers
and
servants of the Corporation ; contributions
being
rec
e
ived from
the
men,
a
nd
payments
m
ade
on
retirem
ent
or death
.
WATER WoRKS
UNDERTAKINGS .
Th e
most imp
ort
ant
schemes under this headi
ng
are
those in
co
nn
ection
with th
e
purc
h
ase
of t
he
companie
s s
upplyin
g the M
et
ropoli
ta
n
area.
Th e
B oa
rd
of
Trad
e give
no
tice of a
Bill
which, of
course, will be brought in
as
a
Government
meas ure, and has
every prospect
therefore of
being carried in to
law,
apart altogether from
the fac t that i
ts provisions
· are
much mor
e
reasonable
and
politic
th
an
those
su
ggeste
d in
the scheme of the London Coun ty Council. The
Government
propose to
create
a
new
L o
ndon
Water
Board
to acquire
and
to
ca
rry on
the
un d
er
takings of
the
nin
e co
mpan
ies n ow
in ex
i
st enc
e ;
and
this Board
will
be represe
nt
at
ive
of
all
coun cils,
county
boroughs, urban districts,
as
we
ll as
of
t
he
L o
ndon
County
Council,
the
Corporat
ion
of
the
City
of
Lond
o
n,
the Con
servatora
of the
Rivers
Thames
an d Lea, and others
placed
in
corporate
authority over t he
areas
supp
li
ed
by
the
companies.
This area will
1
in the future,
include
Sunbury,
Chessingt o
n,
and
Cuddingt
o
n.
Th e terms of pur
chas
e,
of
co
ur
se,
will
be determined by
a
rb i
t r
ation,
and in this connection
it is
provided
t
hat no
allow
ance will
bo made for enhancement or depreciation
of the market value of any sha res or
stock
which,
in
the
op inion of
the
ar b it ratora, is due to the
pass
in
g, or
anticipation of
the
pa
ssing, of the
in te
nd ed
Act ; while
at
t he
Eame
time the W&ter
Board
will
h
ave
power to defr
ay
the costs of the r
e-investment
of the money p
ai
d for mortgages, d
ebe
ntures, &c.
The
Wate1·
Board wi
ll h
ave power to
s
upply
water in
bulk to su
ch
local
authori
t ies wit
hin
the
area
as
desir
e to re tail
th
e s
upply
the
mse
l
ves
.
The L ondon County
Counci
l
Bill
this
year
p r o p o ~ e s
that the 'Vater Committee of th e Cou nc
il
will in
clude repr
esen
ta tiv es of
the
several authorities
nt
present ex
is
ting within
the
area
of supp
ly
of t he
various Metropolitan
compa
nies ; and
it
r
emain
s
to be
seen wh
ether the
Legislature
will accept this
comp romise instead of
creating
an independent
bo
ard
with
all the
powors.
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DEc. 6,
1901.]
There are a
mu
ch larger nu m her of B ills for
adding to the existing s
upply
of various
di
str icts
th
a
n
in
some previous years, a circumstance which
is probably due to
the
recent great dr ought
through
out
England; but in
no case
are
t
he
work s of
any
great m
agn
itude, being mostly
the
boring of wells
and the
construction of rese rvoirs in connection
with such pumping stations. So far as can be
ga
th
ered ,
there are
no schemes
wh
e
re the
one
source of s
upply
is coveted by more than one
authority
- excepting, pe
rhap
s, in
the
case of
th
e
Consett
and
vVea.rdale projects,
the
proposed reser
voirs
beiog
in
close
proximity
.
The
Conse
tt
Burgh Council propose to co
nstru
ct a dam,
19 chains long, across
the
Belldon Burn, in
the
parishes of Hexham and Allendale, with a conduit
and catch water fr om
the re
servoir to
the
water
course of Westerlysike at Weardale,
and
a
line
of
piping to join with the exi
sting
main while a
pumping station is also proposed at Hunstanworth,
with a piping to
the
se
rvi
ce
tank
at Muggleswic
k.
Th
e Weardale Company
's
scheme suggests an
agreement with the Conse t t authorities on the
subject.
The
compa
ny
propose a dam, 24 chains
long, to imp o
und the
waters of t
he Burnhope Burn
,
and another dam, 21 chains long, to form a re
servoir at
the
Wascrow or Waskerley Beck, with
the necessary line of piping. In both cases t ram
road connections with the North-Eas
tern
Railway
are proposed.
Of
the ot
her schemes for adding
to
sup
ply
,
mention
m
ay
be made
of
the
W:olverhampton
project, which proposes to sink two wells in
the
parish
of W
or
ield, with a
lin
e of
pi to
the
town
re
servoir
at Tettenhall, with another
service reservoir at Sedgeley. The Grand Junc
tion Company
wi
sh
to
include Sunbury
within
their area. of supply,
and
propose
an
increase of
capital.
The
Wr exham local au thorities in te
nd
to
construct new sto
ra
ge reservoirs in
the pari
sh of
Esclusham -Above, with aqueducts to the filter-beds
and exi
st
ing maius. Th ey also seek
power
to
acquire l
ands
within
the d1·a
inage a
re
a of
Pentre
bychan
Brook
so as
to
preve
nt
pollution. At Bux
tun two additional r ese rvoirs are proposed on
Stan
ley l\foor, near
to
the Buxton and High Peak line
of the London
and North-We
s
tern
Railway.
The
se
which will
be
each 143
yards by
200
yards, will necessitate road diversion and new lines
of piping, &c.
The Bristol
Company
intend to
con
st
ruct
a new line of frmn
the
filter-beds of Bur
row
Gurney
to
Bi
shops
worth,
where
a covered ser
vice res
erv
oir , having an area of 90,000 sq
ua r
e feet,
is to
be constructed; an
o
ther,
of22,000 sq
ua r
e feet,
is to be built in Brit;tol, with the necessary conduits
to the dis
tributing
mains. At Menai
Bridge an
open reservoir is
to
be formed by
a puddl
e embank
m
ent
across the stream called Afon Rhyd Ei lian,
and there is to be fitted
au
hydraulic ram at the
delivery pipe from the reservoir. The Bedford local
autho
rity
in
te
nds to construct a pumping station
at Henlow; and in connec
tion
with it a
tank
reser
voir at Hammer Hill, with
the
necessary
pipe
connections
to the supply
mains.
The Nottingham
Corporation propose a covered service reservoir
at Greasley, a
nd
another at So
uth
Welford, with
the various new lines of piping.
The
scheme
under
Croft" in our list of privately-promoted schemes is
almost unique,
as
it is promoted
by
a lady-
the
wife
of
Mr.
Charles Mc
Laren, K.
C.-
and
is for aut
hority
from
the Board
of
Trad
e
to
e
rect
a
pumping
sta
tion in a quarry at Croft, with a reservoir ad
joining,
and
all th e necessary filters
and piping for
the supply of th is
Leicestershire
parish eit her in
dividually or through
the
local authority .
The
Limpsfield
and Oxted
scheme is for the s
inking
of
a well at Tatsfield,
the
construction of a
re
servoir
of 10,000 square feet close to the main road to
Edenbridge,
with
the necessa
ry pipin
g; while at
the
same
time the parish
of Cowden is to
be
in
cluded within the ar
ea.
of supply ; and, with
an increase of capital,
the
company wish
to
supply
wat
er
in bulk to any urban or
borough
council. The Pinxton Coal Company propose
a public supply for
this Derbyshir
e
district; the
Higham scheme is for
the
creation of a
joint
water board for the three parishes named in the list;
whilethe West Hampshire
projectis
for
the
purchase
of the Barton-on-
Sea und
e
rtaking.
Th e Welsh
scheme with
the terrible
name
of Ys
tr
a
ddfellte is
for
the constitution of a
join
t board, to include
the
local
au th
or
it ies of N
eat
h
and
Aberavo
n, and
is for
the
construction of
a
reservoir
on the River Tringarth
by the
making
of an embankment 307
yards
long,
which will impound t
he
waters
and
sto
re
them
E N G I N E E R I N G.
in a la ke extending 1314
yards
up
the
valley.
In connection
with this there
will
he
six ser
vice reservoirs
at various
points,
the
la r
gest
being 300 ft. by 140 ft. Th e T . i c ~ ~ u r scJ:leme
is for
the supply
of several adJomtng
pari
shes,
for which
purpose
four wells will be
sunk
.
Th e
Nort
h Warwickshire Company Bill is for the
sale
of
part of the unde
rtakin
g
to
Coventry,
the
in
crease of
the area
supp
ly to
include one or two
rural dist ricts and the sinking of a well at
Hampden, in
Arden. The
Newcastle Company
propose the cons truction
?f an
e m ? a n k m ~ n t ,
27 chains
lon
g, across t
he
Rtver Rede,
10
Be
lhn
g
ham, for
the enlargement
of
the
Oatcleugh reservoir;
while four s e r v
i c ~ ta
nk s are
to
be const ruc
te
d
three
at
Byker and another
at
Benwell.
The
Bir
min
gha
m Corporation Bill is connec
te
d with road
diYersions.
The Findon
local au thorities intend con
st ruc ting a new
pumping stat
ion,
with
a covered
service reservoir. At Marlow a company intend
to
sink
wells at
Little
M
ar
low and
construct
a reser
vo
ir at Wo
ob
urn. At ]{nutsf
ord a well is also
to
be sunk to augment the supply in to an existing
•
re
servOir.
The Portsmouth
Corporation propo
se
to ex
tend
their
pipe line. Margate has a project for a new
pumping
stat
ion at
Wingh
am ,
and
a high-service re
servoir at Victoria-road.
Hudder
sfield proposes
to
revive powe
rs
they
secured in 1890 for the con
struction
of
the
Butte
rley
sto rage rese rvoir, in
the
pari
sh of Marsden,
by imp
ounding the
waters
of
the We
s
senden
Brook; while a
tank
is propo
se
d
at
Shepl
ey for
the
by-wash from
th
e Wesse
nden
Head rese rvoir.
Th
e
Devonport
Company have
also
an
extensive scheme
for the
cons
truction of
a
reservoir at B eardown by damming the River
Cowsic to the south of the exis
ting
weir.
The
dam
will be 10 cha
ins
long, a
nd the
r ese rvoir will extend
north-we
st
wards up the valley ab out 72 chains ;
aqueducts will be laid to convey the water into
the
Co
wsic leat,
bu
t, as
in th
e adj o
inin
g borou gh of
Plymo
uth,
the Ieats will
ultimately
be superseded
by
enclosed aqueducts .
The
Kent scheme is
for
e
xtending
the
are
a of supply
to
include T
at s
field in
Surre
y
and Wester
ham
in
K e
nt. Th
e
Street
Urban District Council propose a
re
servoir at
Rodney Stoke
, Somerset, wi
th
lines of
pipe
th rough
severa
l parishes to a
new
low-service
reservoir at
Street, and pumping
plant
to ra ise the wa
te
r to a
high-servi ce
re
servoir of 50,000 ga
ll
ons capacity.
At
Rhondda
a n ew we
ll and pumping stat
ion is
projected
at
Y
st
rad-y
-fod wg,
with
line
s of
piping
to
existing re servoirs .
In Scotland
th
e
re are
two
or
three sch emes.
Nobel's Explosives Company propose to dam a
stream in Ayrs
hire
with an embankment 318 yards
long,
and to construct the
necess
ary
filters
and
piping
to supply their works at Ardeer ; while the
Irvine Corporation pr opose two
re
servoirs to he
constructed by
embankments
impounding
th
e waters
of a
river in Dairy parish,
with by-wash
channels,
filters, &c.
W ATER
UN D
ERTAKINGS.
London Water
Board.
Abertillery.
Bedford.
Birmingha
m.
Buxto
n.
Consett.Darley Dale.
D
evo
n port.
Finedon.
Beccles.
Bristoe.
Con
sett.
Crofb (Leicester-
shire).
Kent.
Knutsford.
Marlow.
Mid n ~ .
Local
u
horities
Glasgow Corpora- Menai Bridge.
tion (purchase Nottingham.
of Milngavre Rhondda.
Company). Streeb.
Higham
Fe
rrer3 Swansea.
and Rushden. U ckfield.
Huddersfield. Wbitstable.
Irvine N.B.). Wolverhampton.London County Wrexham.
Council. Ystraddfellte.
Ms.rgate.
ompanies
Newcastle and
Gateshead.
Nobel's Explo-
sives Company,
Works Supply.
North Warwic
k
shire.
Pinxton.
Portsmouth.
Limpsfield and
Oxted.
Ticehurst.
Warwickshire.
Weardale.
Weardale
Shildon.
and
West Hampshire.
Woodford
Ha
lse.
GAS UNDERTAKIN
GS .
In connection with
the
gas
undertakings
the
most
not
able point is that
several
works
a;e to
hav e plant for the recovery of residual products ;
others po
wer
to fi t
plant
for
the
producer gas
on
the Mond, Dowson,
or ot
her
syste
m, while
there
are
v e r a l
undertakings
which aspi
re
to
supply gas 1n bulk. Many of
the
Bills are asso
ciated pur
ely
with
finan cial
arra
ngement s , while a
n umber are
for
adopting the syste
m of sliding scale
of charges, according to
the rate
of dividend earned.
Beyond
these general remarks,
it is scarcely neces-
•
:
sary to do
other than
give a lis t of t he schemes
projected:
Abercarn District Counc
il
(purchase of company't1
works and x t e n ~ : ~ .
Bdlymaner (urbs.n district supply and restdual pro-
ducba).
Barking slidine--scale rates) .
Bothwell and Uddingston (additiona to works).
Bournemoubh Company (purchase of Poole Company,
extensions a
nd
increased area, gas in bulk and producer
gas
).
· d
BradCord and Avon Oompany (reconstructiOn an re-
sidual product
s)
.
Bradford (exten&ons of works and araa).
Bridge of
Earn
(additions to work
s)
.
Bridgend Glamorgansbire) Company (increased borrow-
ing po
wers).
Broadstairs (increased land).
Bromley Company (capital arrangements).
Buxton (producer gd s}.
Chape
l-
en-le-
Frith
(privateownership, works extension,
and increased area).
Caberham and District Company (purchase of ground
at
Coulsdon and Wallingbam).
Chard (recon
st
itution and extension).
Cbigwell, Loughto
n,
and Woodford Gas Company (in-
creased area and work
s).
_
Cirencester (increased capital).
Claycr
oss
(increa
se
d land).
Commercial Gas Co mpany, Limited (capibal arrange
ments and sliding-scale charge
s)
.
Deal and Walmer Company (increase of capital and
additional works) .
Fearbam Company (extension, capital, sliding scale,
and ale in bulk}
Garw and Ogmore Company (increased borrowing
p o w e r
g o w
Corporation (purchase of Milngavie Company'd
works).
Harwich Company
ex
tension of works and increased
borrowing powers).
Hornsey (extensions and residual products).
Knutsford (ex tensions and gas in bulk).
Lalebam and Fa.rringdon Company (capital increa
se)
.
Leamington Local Authority (purchase of company's
works).
Leicester (residual prod ucts).
Longwood Co mpany
p u r c h a ~ e
of Colne Vale Company
and extens
ion
s).
New Swindon Gas Company (purchase of Swindon
Company, gas in bulk).
Rickmansworth Company (r
eco
nstruction).
Rothwell Company (increased capital).
Sbepton Mullet (power, reconstruction).
Skegness Company, Limilled (extended power
s).
South Metropolitan Gas Company (extensions ab Green-
wich, Lambeth, and Southwark).
Sbaines and Egham (extensions and residual product
s)
.
Strabane
C o m ~ a n y ,
Tyrone (urban district supply).
Syston and 'Iburmaston, Leicestershire (erection of
works
).
Tipton Urban Board
in
crease of power
s)
.
Wadhurst (new company with increased power
s,
pur
chase of Tioehursb Company and producer gas manufac
ture).
W e ~ t Ham
ca
pital arrangements and works extension).
Wh1tstable (purchase of company by Urban District
Council).
HARBOCR
UNDERTAKING
S.
Amongst
the harb
our
undertakings
probably the
most important is
that
associated with the exten
sions at Dover, where the
Prince
of Wales Pier
is
to be considera
bly
widened,
and the embankment
or se
a-wall
adjacent to it
is
to be ex
tended
on
b
ot
h
sides to a very considerable
extent,
while at the
sa
me
time
power is sought
to re
arrange the agree
m e n t ~ ~ i t h the i ~ w a y
co
mp
anies,
principally with
the OOJect of exact1ng a 5s. toll from Transatlantic
passengers, in view
of the
probability
of
the Ha m
burg-American line
adopting this
p or t as a
calling
place
on
the
jo
urney between
Hamburg and
New York . B r i s t ~ l Harbour r i t ~ e s
pro
pose
an
extenston
of their
em ba.nkment, wh1ch will
necess
it
ate a
div
er s
ion
of the Avonmouth and
Severn Tunnel Railway, while land is also
scheduled
for
new dock
works.
Th
e Lond on
and
India.
Docks
Company
have a Bill for the r
ea
rra.naement
of charges for lighters, barges,
and
o t h e ~
craft
dis?harging a ~ d receiving
ballast
or goods
in docks;
whlle .
power IS
also so
ugh
t
for
the
acq
uisition
of
land 1n West
Ham,
East
Ham, and
Woolwich.
A
new
fishing
harb
our is
propose
d at
Brownies
i n g by the
c?
nstruction
of a 93-yard
pier in
th1s Shetland vtllage. At . Craigenroan, in the
north
of
Scotland,
the Buckle
Borough
authorities
propose a
new harbour, including
a
long breakw
a
ter
quays, and a a c o n light ; while a
harbour is
proposed
at Cockenzie, a few
miles eas
t
of Preston
pan
s,
on the
Firth
of ~ o r t h .
Several projects are
notified
f
or the impr
ove
ment of
coast towns. At Ool wyn
Bay
the dis trict
council seek
powers to erect
a
sea.
-wall or
pro
m ~ n ~ d e ab out 1 miles
lon
g, in continuation of the
ex1stmg pr
omena
de,
and
at the sa
me
time
they
propose a new
system of
sewage
dispo
sal. At
St
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•
\
768
E N G I N E E R I N G.
[DEc. 6,
1901.
A U T O M A T I C
SCREW
M A C H I N E
AT
THE
N A T I O N A L
SHOW.
CONSTRUCTED BY MESSRS. ALFRED HERBERT, LIMITED, ENGINEERS, COVENTRY
I '
I \
I I
I I
\ \
\ \
\ \
' '
t
,
I
,
I
I
I
I
I
\
\
\
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1/:JS C
,.
_,
________
_,
__________ ,
/
•
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1
I
•
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, . . - ~ - - - - - - - - - - - - - ~ . ---
-·
.
I '
Anne's-on-the-Sea
the
existing pierheads·are to be
widened
and the
inevitable
pavilion provided.
At
Whitstable
recreation rooms
and
regulations for
pleasure boats are
proposed. At Herne Bay,
Menai Straits,
Cleethorpe, and Felixstowe,
similar
attractions
for the coast tripper are
in
contemplation. Tenby Pier landing stage is
also
the
s
ubject of
a
new
Bill;
and at Chatham
the Sun Pier is to be
ex tended 65
ft., and
otherwise improved.
At Harrington
the
Har
bour Board is
to be
reconstituted, and a
pier
180 yards long construcbed,
with
breakwaters,
while power
is al
so
de
s
ired to hire
s
team tu
gs.
Falmouth
Harbo
ur
is also t o
be ex t
e
nded
;
and
the
Tyne
Commissioners
prop
ose new landing stages
for the N orth and South Shields ferries. The
W atchet Harbour in Somersetshire is to
be
pur
chased by the Urban District Council.
The
Thames St
eamboat Company,
Limited,
pro
mote a Bill for p ower
to
amalgamate the
undertak
ing with some of the railway or
other
companies
co
nnected with
the
river
traffic, and for the pur
cha
se or construction of piers by agreeme
nt
or
otherwise with the
-Conservancy Bo
ard, and
to
authorise
th e County Council or City Corporation
to
contribute
towards the scheme.
TH E
N EW
MEDWAY AND THAMES CA NAL.
One
of
the
Bills
promoted this year
is for
the
construction of a canal from the Ri Medway at
Frinds
bury
Extra
to terminate
in the River Thames
at
Higham,
the
length
of the canal being little
more than 5 miles ;
but
as it will cut off a great
promontory
which s
ep
a
rates the
two rivers,
running
pa rallel at this po
int, the great
fleet of barges sail
ing bet ween the busy
indu
strial
centr
es
on
the
~ l e d way and Lo
nd
on will be saved a detour of some
thing like 45 to 50 miles. The canal traffic
is
to be
worked by
electricity,
and
power is s
ought to make
aareements with the
Medway
and
Thames Con
s;rvancy Boards and the
railway companies
in th
e
district
in
connection
with
the wo
rking
of
th
e
canal.
P owE
RS
BILL .
-
There are a la r
ge
number of
General
P owers
Bill
s by many corporatior s, which, however im
portant from ~ h e point of v ~ e w of _municipal poli
tics
only
ruer1t
here
a
pa
ssmg
notice
. These are
for 'the most par t
as
sociated
with
s
treet
widening
and
drainage ; and
it
is
interesting
to no
te
that
every
tram
way sc
heme
of it self necessitates many
st re
et
improvements, which,
as
a rule, are defrayed
out of
the
profits of electric tr action. Some of
these general impr
ovements may
be
indi<
nted,
with
out
any
attempt at
dealing with them
in
the
order
of their relative importance.
Newport
(Salop)
prop
oses drainage works and
the purification of the wa
terc
ourse
fr
om the Marsh.
Manchester
contemplat
es an extensive s treet im
provement work in
the
Market
-
street
area,
with
a corn
plet
e
ly
new
street. Finchley p r o p o s e ~
to
prohibit
overhead wires, and
to
enforce
regulatwn
s
regarding
sanitation. The Huddersfield College
intends
to
acquire the Technical College and the
Lockwood Mechanics' Institute, and to ~ u p p o r t
them, if necessary, from the rates.
In
connection
•
(For I es
ri
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with the opening of London st reet s for
th
e repair it will be
n e c e ~ a r y
for
undert
akers of such work
to
of
water
mains, &c., the Lond on Count y Council give two months' notice of excavations, a
nd by
which
seek po wers to enforce regulat ions
under
which the County Council will
be
able t o
insi
st not only
•
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•
•
•
DEc. 6, 190 1.]
E N G I N E E
R
I N G.
:
-
J
z ffl
3
SHAVING
LATHE AT
THE
NATIONAL
SHOW.
C 0 N S
TR UCTE
D BY MES S R S. ALFRED
H ERB
E
RT,
LIMITED, ENGINEERS, 0 0 VENT R Y.
(For Descrip tion, see Page 770.)
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the peri
cd of
duration
of such excavationR
but
for their temporary covering
at
specified hours'
and for some measure of
order
in the opening of
several streets. Manchester proposes a contrib ution
from the rates annually for the purchase of works
of art . Liverpool
P . l a ~ s
a drainage scheme, with
r ~ g u l a t 1 0 n s as to butldmgs, c.; Birmingham will
construct a crematorium ; Manchester and
Hull
will f i g ~ t t.he Telephone Oompany for telephone
communtcat10n ; Ashton -under-Ly ne and
Duckin
Corporations togeth er will purchase the Alma
Bridge there. Swansea proposes sewerage works·
Mancqester, in a third Bill, wishes to increase
t h ~
*echnical education rate. Leamington and one
or
two
other
towns
intend to
purchase a refuse
destructor
and to purchase a public refrigerator cold-ak
storage plant ; while Owens College, in Man
chester, seeks exemption from rates.
-
¥ A ~
E H I P B I ~ D I N . - T h e r e are now 22 private
s h 1 p b u i l ~ m g . yards Germany, employing 6Q,QOO men.
The ca.ptta.lmvested m the 22 yards is ste.ted to be about
5, 000, OOOl•
•
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770
-
MACHINE
TOOLS AT
THE
NATIONAI., SHOW.
BuT
for
the
en
terprise
of Mess rs.
Alfred
Herbert
Limited, visitors to
the C
ryst
al
Palace last
w
ee
k
would
have
looked in vain for
mac
hine
tools, e
ither
of
English or
foreign
manufacture.
But
the
col
lection placed
on
view
by this very enterprising
Coventry
firm was
most creditable, remembering
t h a ~ but f o r t n i g ~ t has
elapsed
since they closed
their
uruque exhibit
at the Glasgow Exhibition.
That was
responsible
for the
fact
that
the machinery
a.t
the
Palace
was
not in
motion on
this
occasion
as
heret?fore,
s ~ c e
it
was not possible
to transport
the
shafhng and Its supvorts to
Sydenham
in the
time
availab
.le. But
the stand
was,
neverthele
ss, a
very
attractive one,
a
large
collection
being arranged
to the best advantage.
The machines shown embodied
a
representative
co
llection of
Messrs.
Herbert's
ma
nufac tures,
and
also so
me American ones
. A
number
of cases
were
also
disp
osed around
containing numerous samples
of work t
urned
out by the
machines
the time
occupied in their production being
stated
. Some
special stands
included various
specimens of
work
p r o d ~ c e d
on
the
heavier machines,
many
being
in
cast
1ron. Many of the Herbert
machine
s were
shown with
their
tools
in
place,
and
in some cases
with
a
specimen
piece of
work in the chuck,
so
that
there
was not
much
difficulty
in
following
the
sequence of operations of the
tools,
and the
se, with
the
s h o w ~ a s e s
tastefully arranged,
gave
the
vis
it
or
a
good
Idea
both
of
the
machines
and
their
products.
•
We have
never
yet
visited
the
stand
of
this
firm,
whether
at the
Palace, or
at Paris, or at
Glasgow, without finding
something
quite new,
and
several
improved forms of
the
older machines.
This
year,
too, new machines were s
hown
in addi
tion to
the older
standard ones
.
Milling
machines
and. sensiti.ve
drill
s filled a con
sp
icuous position,
besides
vanous capstan lathes and
automatics.
A
No. 2A hexagon
turret l
athe is fitted with
a
new
pattern chuck operated by
a
lever and double
tog
gles.
The principal feature
of
th i
s
is that round
holders are employed for gripping round
bars
instead
of the
flat
holders previou
s
ly used on the
same
machine, giving
greater gripping
power
than
before. Special
holders are
also provided for
gripping bars of square
and
hexagonal sections.
A
No.
6
hexagon
turret lathe
has
received
many
im
provements
in detail
since
la
st year. A l
arge No.
3A
automatic
screw machine, taking bars
up to
2
in., is
new, and has
not been
exhibited
before.
The
same
remark applies to
a
No. lA capstan
l
athe, taking
bars up to in., and to
a
shaving lathe. The No
.
3
hexag
on turret
lathe
is different
in some details
from that of l
ast year. Two new American
milling
machines
by
the Owen Machine
Tool
Company are
a
universal
and
a
plain miller
respectively.
The
se
,
with a new radial drilling
machin
e, a 25-in. vertical
drill,
and three
American
lathes o
ne
of standard
type, one tool-room lathe, and a gap bed
lath
e-were
the most
pro
minent
objects n
a very fine collec
tion.
We are able to illu
st
rate some
of these
in
detail,
and
commence
with
a
new automatic
screw machine,
shown by Figs.
1
to
4
on page
768, which was exhi
bited
f
or the
first
t ime-the
No. 3A-taking
bars up
t o 2
in. in di
a
meter.
In
conn
ec t
ion with this
we
show the
special change
driving gea
r of
the
head
stock,
comprising t
wo
pair
s of b
ack
gears for
heavy
and
light
work re
spectively.
All
the
larger automatics made
by
this firm drive
through
belt pulleys on a supplementary spindle,
so
relieving
the
main
spindle of
the
stress of the
belt pull,
besides keeping t
he
belts out of
the
way
of
lubricant. Narrow
belts
also
being
u
se
d,
are
s
hifted more rapidly than
t
he
broa
der ones that are
necessary when the pulleys are keyed
d ir
ect to the
main
spindle.
The sub
st
itution
of
two pairs
of
back gears for the
single
pair hithert
o
fitted has
for its object drivin
g
light
work through gears at
a
high speed,
without
unduly
increasing
th
e
speed
of the driving
pulleys.
The drawings of the headstock (Figs.
1
to
3)
clearly
show the r elations of the belt
pulleys
A, BB
to the back
gears
C,
D.
The illustrations combine
external
views with
sectional details
in plan
(Fig
. 2),
ib
fron
t
end
ele
vation (Fig.
3),
and
in
side
elevat ion in
Fig. 1. The gears
C, D
are
of the
en
dlon g
slid
ing type,
sec
ured
in ~ r ~ c t o n on
the s
haft
with a set screw,
the
dr1vmg
being done
with the key seen. The belt pulleys are
of dif
ferent diameters, the bel ts being
sh.ck
on the
loose
£
NC 1N EE R 1N C
pulleys B, B,
and
taut
on the central driving
pulley A, which prolongs
their
life.
Other details
shown are inter
esting,
details
which
are completely
covered
in by the
lig
ht
cast-iron casin
gs when the
machines are
assembled.
The sp
lit
d r a w
or
draw-back ty pe
of
collet
chuck
E
at the front
is closed
by its longitudinal
movem
e
nt in relati
on
to the
conical encircling nose
piece.
Its normal
pos
ition
is o
pen,
forced
thus
by
a coiled spring at the rear of
the
headstock. I t
is
tightened
by the
toggle
levers
F, F
and
cone Gat
the
tail end,
and
t he latter
is slid
longitudinally
by
one
of
the pin
s
H
below,
attached to
the
sliding
guide
J, that is actuated
by one of
the
cams
ou
the
cam drum immediately under
neath
(seen
in the perpective
view,
Fig.
4). A
cam
on this drum opens the
chuck, so releasing
the
bar. An
o
ther
cam on
the same
drum
moves for
ward the stock feed-tube
by
means
of
the
collar
at
the
rear
end of the tube, and with it
t
he bar,
which
is
held
by
the
frict ion of
the
s
plit end
encircling
the
bar
at the
front
end. The chuck
is ne
xt
closed
by
another
cam
gripping the bar in
readiness
for
the
operation of a tool
or set
of tools. Imme
diately another
cam, which is adju
stab
le, draws
back the stock-tube
that slips over
the bar to its
original position,
in
readiness
for
the
next
fee.i for
ward. ~ r h i s
cam is
made adjustable to suit
the
various
leng
ths of
articles being
produced-in other
words,
the distance to
which th ey
are
thrust
out
from
the
c
huck
.
The other
cams
are
fixed.
A
shaving lathe
at
this
s
tand
is
a
new
and
im
proved
fo
rm. This
is a useful tool
in
any
shops
that
employ ca
ps tan lathes
and
screw machines,
when the heads of pins
and
screws, &c.,
produced
and cut off in these require to be rechucked for
polishing and chamfering. This l
athe
s
upplements
the
others,
so that
their
proper function- that of
handling bar
work-is not
in
te
rfered
with. I t costs
much le
ss
than
these,
and
a
lad can attend to
it when the
tools
and sto
ps
are
once fixed up.
This
lathe is
shown
by the
gene1·al view,
Fi
g. 9,
page
769, while
the general arrangements are seen
in
Figs.
6
to
8.
Fig.
5
is
a lo
ngitudinal
elevation
combined with
a
section; Fi
g. 6
an end
view
taken
from
the tail end
;
Fig. 7
a similar view
taken
from
the headst
ock e
nd
;
and Fig. 8
a
plan
of
bed
and
tray
s, &c.,
but with
he
adstock
and
rest
re
moved. This
is
a
neat
example of a specialised tool
designed
for performing
one function,
and
for re
lieving
the attendant in
charge
of all
technical re
sponsibility
.
The short bed
A (seen in
plan in Fig.
8)
is
a model
of
ne
at design,
both in its
outlines
and
in the way
in
which
it is
cored
to
allow
the lubricant to
flow
down
into the
s
ud trough
B on which
it stands
(see
Fig.
6).
It
is
made of the
s
horte
st
length
nece
ssary to permit
of a s
light longitudinal
motion
of Lhe
rest
,
and it
occupies therefore
li ttle
floor
space. All
th
e tools
can be kept in the
cabinet
leg provided.
A
3 -
in. belt
gives
ample
power
without back
gea
r. The chuck is
opened and
closed automatically
by the movement
of th e
lever
C to the lef t .
The
saddle
is
moved
by the
handwheel
D to the
left, which ac tu
ates
a
pair
of mitre wheels
on
the
handwheel spindle,
and on
the feed screw
E. The
l
atter runs
in a solid nut F
within
the carriage.
The exact range
of
movement
of
the
carriage
in
each direction
is
controlled
by
the adjustab
le dogs
on
the st
op-rod
G
beneath
the
feed-screw.
This
rod is
screwed
into the
lower
portion
of
the
solid
nut F
and
moves
with the
carriage.
The
cross-slide H
ha
s two tool-
holder
s, one of
which usually
carries
a shaving
and the
other a
chamfering tool,
the
range of move
ment
of
these
being contro
lled by
stops b b on a rod at
the rear
of
the
cross-slide.
Ampl
e
lubrication is provided
for
by the pump
J,
drawing it
s supply
fr
om
the
well K
in
the trough in the bottom
of
the
sud
tray B,
in
to
which
the
chips
cannot
gain access owing
to
t he
strainer.
A drawing-off t
ub
e is
pro
vided.
in the
front
of
the tray.
A tr ay along t he back holds
the
work, tools, &c., while t
he
chips fall down
into
t
he
s
ud
tray
.
The
pump
stan
ds
in
a
little tray,
so
that
cleanlineas as well
as
convenience
are
regaroed
in
the
design.
We had
intended
to
illust rate also
the
new
capstan la the t
he
No. lA, but
have
n
ot
sufficient
space available
in
this
wee
k'
s issue.
We
shall,
however,
publish
engravings next week. In the
meantime a
brief
-
account
-of some
other
matters of
inter
est will
condude
this notice.
The other
machines
by this firm-the capstan
lathe
excepted,
to be i l l u s t r ~ t e d next
week
re
of
[DEc. 6
1
go
r
standard types,
with
which we have
made
previo
us
acquaintance,
as
milling machines, drills,
capstan
lathes
with
chasing
saddl
es,
and
a
number
of small
mac
hines and
too ls, so indis
pensable in the modern
shop, as power ha
ck
sa
w,
cantering
machine,
ben
ch
straightening
press,
mandr
el press,
twist drill
grinder,
gas furnace for tool-heating, &c.
It
is
intere
st ing to
o
bser
ve
what
a l
arge amount
of
care
is
devoted to the
designing of
the
mac
hines
by Messrs
. Herbert. Not only
is
rapid
producti
on
considered, but the
outlines
of framings, legs,
heads, &c.,
are
always
plea
sing
to
the eye,
due
in
a considerable deg
ree to
the intr
od uction of curves
and the univer
sal
rounding
off of corners. Though
ample
s
tren
gth is pr ovided,
this is to
so
me ex
tent
ma
ske
d, a
nd
heavy clumsiness avoided
by
the in
finite
car
e which is be
sto
wed
upon
matters of
taste
and det
ail.
These
machines
stand
in strong
con
trast to earlier ordinary
machines
both of
English
and
American build,
having
gaunt and
bare ou t
lines,
ugly
square
co
rners, and no protection to
vital pa
rt
s,
as
gears, screws,
and
other
delica
te
portions.
tool-room lathe
by the
American Tool
Works
Company
is
fitted
with
the
Hendey-Norton type
of change·gear device for screw-cutting. In t
hi
s
example
t he box is
built rather
mo
re
into
the
b
ed
und
er
the head
stock than id usual,
and
is th
ere
fore
more
compact.
Th
e
lead
screw is plac
ed within
t
he
bed, directly
under
the front vee, in
stea
d of
n front,
a
nd
so
pulls the
ca
rriage
centrally.
The
two
central
vees a
re
dropped,
thus enabling the
saddle
to be
built
thicker
and
stro
nger
than
usual,
while
the
swing
over the bed
is also
slightly
in
creased.
Thi
s
dropping
of
the
vees
is
a good
thin g, because in the
usual
Ame
rican st
yle
of lath
e
the
saddle has to be made thinner, owing to the
amount which
the
vees
stand up
from
the
b
ed
.
In
an Engli
sh l
athe the
flat bed enables a thick
saddle to be
used; and
this tool
attains
the same
thing
in
different fashion,
without
sacrificing the
vees.
A shaping
machine
by the
same firm
has its
feeds controlled
and adjustable by
a
nest of
gears,
somewhat
simil
ar to the Hendey-Norton
device.
A 2
6-in. ' '
Challenge drilling machine
by
the
American Tool
Work
s Company
p o s ~ e s s e s
a novel
feature
in the method
of balancing
the
spindle,
and
also
the
lower sliding
bearing
by
o
ne
chain
and weight only.
The
usual method
s to
employ
two chains-one going up from the spindle,
and
a
separate
one from
the
bearing.
In
this
new machine
an equalising
lever
connects
the
spindle a
nd the
bearing, and the balancing
chain
is
attached to the
central portion of the
lever,
and thus
serves
to
balance
the
weight of b
ot
h
spindle an
d head.
Two new milling machines
by the
Owen Machine
Tool Company, of Springfield,
are intere
st
ing
examples of
the latest
practice. Change of feed
is
by lever and nest of
gears, a
range
of
sixteen
feeds
in all
being obtainable.
Stops are
fitted
to
each motion of
the sl
ides,
and
also automatic knock
out or trip for
the
longitudinal feed.
The
feeding
screws are
provided with
micrometer dials for fine
a
dj u
stmen t.
'£he choice collection of
Renold
chains and gauges
is always of interest
to eng
ineers.
This year it
includ
ed
a new self-lubric
at
ing
silent
chaiil of
the
block type.
Th
e oil is
distri
buted
in
sp
iral gr
oo
ve
s
along
the
surface of the h
arde
n ed rivet w
hi
eh
unites
the
links, while
the links are
each pierced
with
a
central
oil groove,
through
which the o
il
flows
to the
bearing
su
rfaces.
These new
chains
are adapted
f
or very hi
gh
-speed driving-up to
1300 ft. or
1500
ft.
per
minute, and
they
are
made in
widths
rang
ing
from in to 6 in.,
and
in pitches of from
i in.
to
lt
in.
\Ve
mention
the R enold chains specially because
they possess an
inter
est for
general engineers
seco
nd
o
nly
to that of the cycle
and
motor-car
maker
s. A few
months
ago
Mr. Hans Re n
old
courteously
conducted
us over his works at
Man
chester,_
and
we
left with an impression that the
c h i ~ i v e probably has an importa
nt
future in
99nn ect
ion
with th
e electric
motor
for
driving
sh.afting
and
machines.
In these
shops
chain
drives a
re
employed
at dist a
nces so
short
as
2 ft. or
2ft.
6
in.,
where
belt
s would
be imp
ossible.
Elec
tric motors
drive
the s
haftin
g on the several floors
thus, and
some mac
hin
e tools a
re
simila
rly
ope
ra t
ed.
A
la r
ge Brown
and Sh
a
rpe
sp
ur-
gea
r
cutter
capable
of c
utting
up
to
6ft.
diameter and
2-
in.
pitch is
thus
driven,
and
also
the
feed o
f.a Brown and Sharpe
miller.
These
chains
are
also
in operation
in various
works,
both
engaged
in light dutie
s,
as
the governoi
dl'iving of engines,
and in
he
av
y
t r a n s m i s ~ i o n
of
7/17/2019 Engineering Vol 72 1901-12-06
http://slidepdf.com/reader/full/engineering-vol-72-1901-12-06 11/33
D
Ec
. 6
1901.
J
power. The success
of
such a
syste
m
depends on
t
he accuracy of
the cha
in
s and their
sprocket wheels
th
ese
are ~ s u r e d
first by
the system of
i t c h ~
out, by .w.h10h, as the chains st r
etc
h
with ser
vice, over -nd mg on t
he
teeth is prevented · and
s e c o by t
he
exquisite perfecti
on of
the system
of
gaug
mg
whi
ch is ca.rried ou
t.
Th e
stock
of
cutters and ga
.
uges
alone in
the wo
rks, mostly made
on th
e prem1
ses
,
ru n
s
into many thousands
all
c a r e f ~ l l y
sto
r
ed
a
nd
under a s
ys tem
'that
perm1ts of the
se
lect10n of any
one within
a minu
te
?r two.
The cutter and gauge-making,
t he grind
I ~ g
and
th
.e
gea
r
-cutting
pr
ocesses th
at
are
con
t
mu
a
lly gomg
on , occupy a ve ry l
arge
portion of
the works, y
et
they a r ~ m
er e
ly subsidiary
to
the
ma.nuf.acture
of
t h ~ chams ; and
every
single
piece
o ?ham, whether or pin, is subject
to
a most
r i g l ~ syst em .of much
of which
is
of
a
semi-automa.ttc
se le
ct
1ve c
ha r
acter.
COMPOUND GOODS LO
CO
MOTIVE OF
THE
VULCAN COMPANY.
THE Stett
iner Maschinenbau Actien Gesellsc
haft
"V ulcan," of . Bredow, in Germany,
are
renowned
no
t only as butldera of large s hips,
but
also of engines
of all
typ
fs, and o t i v e ~ They have l
ate
ly con
s t r u c ~ e d a
set
of o u p l goods engines for
th
e
~ r u s s 1 a n
~ t a ~
Railways. One of thes'3 locomotives
JS shown. m F•gs. 1 a
nd
2 on
our
two p3.ge plate
and
on pages
76 and
765. '
The engine is 33 ft. 10 in. in length outside buffers
there
be -ng
a considerable overhang- 8
ft
. 8 in.
extent-m the rear
of
th
e f
ourt
h axle.
Th
e
to t
al
wheel.base being 14
H.
9
in., th
ere remains a com
r a t t v
~ v e r
a n g
also
in
front .
Th
e engine
IS 9 ft. 6 m. m
wtdth, and the to
p of
th
e chimney is
13 ft. ~
a..bove the rail
head.
The wh
eels
are
4 ft. 1
10. ID
diame
ter, and are all driv
en.
The engine is ~ u i l t for w o r ~ i n g at a pressure of
171 lb.
per
square mch, for ha.uhng heavy goods trains
at
a reduced spee
d,
not
to
exceed
28
miles an
hour·
l i n d e ~ are r e s ~ e c t i v e l y .20g in.
and
29 in:
d1
amete
:,
w1th a 24f -m. stroke.
Th
e total h
eati
ng
eurface 1s 1508 square feet,
of
which 113 square feet
are 'given by the fire box ; grate area, 23.70 squa
re
feet.
.
Th
e
w e i g ~ t . i s
46 tons
empty,
and
52 tons
in
work
mg orde
r,
div1ded on
the
axles as follows : 13.3 tons on
the fir
st
axle, 13.23 on
the
second, 12.32 on
the third,
and
13.1
5
~ > n t ~ e
fourt h.
The
draw-bar
pull
is
Si
tons.
E N G I N E E R I N G.
double piston is in one piece, as is also
the
ins
ide
par t
of
the
valve rod.
The working handle is we
ll within rea
ch of the
dr iver ; it can travel over about 19 in.,
and
is
brought
to
rear for simple action,
and
forw
ard
for co
mp
ound
workmg.
As
a rule, compound working
cg,n
begin
a
ft
er
the
en
gi
ne has
started,
and
the
wheels have made
to
20
~ · e v o ~ s . passing from compo
un
d work
lOg
to Simple ach on 1s only effected
wh
en t he
tr
action
force is
not
sufficient, eve n full
ste
am inlet.
For
e a . s y s h r t i ~ g
during shunting ope
ra
t ions, t he device
ca.
n be ma
mtam
ed C?n
stantly
in the second p
os
it ion.
The steam from
the
botler throughfacts on
the
extension
p
of
the
piston
Band
displaces
it
during a
mom
ent
from
Its seat, by bearing
against
a
spr
ing on rod S and
the
~ e c e s e a steam for s
tarting
arrives in the in
te r
me
diate s ~ a c
N th
.e
pressure inc
re
as ing simul
taneously m
front
of p1ston A, it soon stops
this
inlet
of
stea
m.
The te
nd
er weighs 15 tons empty
and
33 tons in
working order
it
ca
rr i
es 12 tons of
water
and 6 tons
of fuel.
THORNYCROFT MILITARY LORRIES.
an?ther pa
ge give a preliminary account of
the p e m c g ~ ~ o c e m g s of the trials of self-propelled
lornes
mtllt
ary
purp
oses, now being carried on
by
Com 'ruttee of the
War
Office, of which Lord Stanley
IS presiden t.
and
Captain F.
Lind
so.y Lloyd is secretary.
s t a t ~ d 10
our
account, we publish on page 776
Illustratilons of two of
the
vehicles
engaged-those
entered
by the Thornycroft Steam
Wagon
Co mp
any
of Basingstoke
and
Chiswick. Th ese wagons a r ~
known as
type
"A
" and
type
" B
."
Figs. 1
to
4 show
the form
er
,
and
Figs. 5, 6,
and
7
the latt
er.
general arrangement is well shown
in the
illus
tratiOns.
771
THE GUEST
UNIVERSAL
AND CUTTER
GRINDER.
TH IS
ma
chine, which is illust ra t
ed
on pages 772,
773,
and
785, is specially designed
to do
all such
gr inding as is required in manufaoturing establish
ments rapidly
and
accurately, its scope of work being
the
grinding of
par
allel
and
taper
shafts, mandrels,
arbors, gauges,
&c.,
wi
th the
use of
wa ter
;
ji
g bush
ings, cutt er holes, female gauges, snap-
ga
uges,
straight
edges, flat surfaces,
di
es,
sa
ws; parallel, taper,
st raight
or spir
al cutters, end mills
and
face
cutters, straight
and
tape
r r
ea
mers,
gear
cutters, formed
cutte
rs, form
ing tools,
&c
.
The en tire const ruction
and the
details employed
have been carefully
studied
with
the
view of making
the
ma
chine easily nnder
st
ood and operated, and
to
produce accurate work for along time. Briefly st a
ted,
the f
eatu
res whi
ch
enable the
ma
chine
to
turn out
w
or
k quickly are. 1. That the changes from one
kind
of grinding
to
an
ot
her
are
made almost in
sta
ntly.
2.
Th
at the
device for securing desired
taper
s is
ver
y exact
and
rapi
d
in
use.
3. That the
use
of
wat
er
in
ordinary grinding enables heavy
cuts to
be tak
en
wi
thout
producing inacc
urate work
. 4.
That
the setting
for backing off
cutters
is made
in
a
few
s.econd
s, t.here being no levelling, measuring, cal
culatiOn,
or
mtcrometer setting. The manner in which
thes
e
advantages are secured is described below.
The
e n ~ n e IS
provided
~ v i t h
a sta
rting
valve on the
Von Bornes system, wbtch consists of two pistons
A
and
B (
Fig
s. 6
and
7), connected
by
the
hollow rod C
and which
can
be
made to
slide, by means of rodS
b;
the a
ct
ion of a
handl
e or a crank.
When
the
d e ~ i c e
is in the position shown in Fig. 6, the
steam
which
m e s through H ~ r o m ~ h e hi gh-pressure
cy
linder,
reaches the b l a s t - p q ~ e
duect through
E, while the
steam from the botler goes
to
the low-pressure
cy linder th rough N. On the other hand when
the
pos ition is
that
shown
in
Fig. 7, the'
stea
m
goes from
H
to
N,
E is close
d,
a
nd the
engine
work
s
compound.
The
rod S c
an
slide
to
a small
extent
with
reference
to th
e double
pi
ston A
and
B ·
it
is
provided, on
the pi
ston A,
with
a valve v which 'when
t ~ e
de
vice is moved from
the
fir
st to
t b ~ second p
os
i
tiOn, travels towards
the
space C to close it . In
this
way the steam from
the
boiler
at f
passes th rough
the narrow
tu
be
r and produ
ces a suffic
ient
c
ounter
pressure in fr
ont
of piston A
to
counterbalance
the
pre
ssure at Band
D, thus
enabling the double piston
to
take up the second position (Fig. 7). The
ex
cess
of pressure on A maintains the double pistons in
th
e second position so long as
the
valve
v
closes
the space C,
and
pist
on B is held down on
its
seat.
When,
on
th
e ot
her
band, rod S is
drawn
back, valve v re-establishes communic
at
ion
with
space
C,
the steam from
the b01l
er exe
rts
on D a higher
pr
essu
re than
t
hat
on A,
and
the double pi
sto
ns a
re
~ r o u g h t back to t.he first posi tion (Fig. 6).
Piston A
ts larger
th
an B, m
orde
r that
th
e
pre
ssure
in
spaces
Nand C
and
in fron t of A should balance t hat
exerted
on D
by the stea
m from
the
boiler, when
th
e former
pressu
re
is about equal
to
half t he pressure
at th
e j
Inlet. As soon as th e
pre
ssure
at
N increases some
w ~ a t that on ~ B increases also, and th e pistons slide
a h tt le to the rtght, until extension D has sufficiently
limit
ed
the inl
et
of
stea
m
through f. When the
press
ure N.
decreases, o
win
g
to an
increase
in
steam
consumpt10n
1 the
l.ow-pressure cylinder,
th
e pistons
have a
~ n d e to shde
to
the
left,
thus ca
using an
automatto deh ve
ry of
stea
m from
the
boiler
to the
u r e
?Ylinder,
the
small quantity
of
steam
whtch
~ o ~ e e c t
from
th
e boiler
and
passes through
The y p e ' ' ~
wagon is one of
the
company's
standard
pa
t tern,
and
JS capable
?f car rying
3
toes,
and drawing
a further 2 tons on tra1lmg vehicle. I t is fitted with
a r e ~ w
ater-tube
boiler
sp
ecially arranged for
cleanmg
the mtern
al surfaces a most importa
nt
fea
ture
when hard
water
can only be obtained as is fre
the
case. The engine is com
pound'and
fitted
With p 1 s ~ o n valves provided with rings; it is entirely
e ~ c l o s e d m a dust-proof
and
oil-t
ight
case,
and
is fitted
With a constant lead
radial
valve
gear
. The gearing is
of machine-cut_steel, drives the road wheels by
means of
9;
S
I_>rmg drivmg
apparatus,
which preve
nt
s
the
transmission of
the
road shocks to
the
gearing
and
greatly c e . s wear and
tear.
The
springs
are
of
the
m i · e ~ h p t t c
pattern, the front ax
le being mounted
PO as t?
~ I v e the
frame a
three
-po
int support to
avoid
all
tw1stmg
strams
when
the
wagon is going over
rough and. uneven ground..
Stee
ring is effected
by
worm-gea.rmg,
the
axl e bemg of
the
double-hinged
p a t t e r ~ .
One n;tan a . b l ~ easily perform
all the
o p e ~ a t 1 0 n s r e q u ~ r e d
1n
dr iving
and
controlling
the
vehicle. T ~ e r ~
IS
a steam brake capable of stopping
the wagon m Its. own length when
running
at full
speed A
steam
Jack
and wa t
er-lifter are provided in
the
eq
utpment. Solid
or
liquid fuel can be used the
bunkers having a capacity sufficient for 50 miles '
T ~ e
d i t f r ~ n t i a l ~ e a r
m
ay
be locked
by
a friction
brakmg
device whtch can be applied
without getting
underne
at
h the vehicle.
.
Fi
g. 1
h ? w ~ the
as a n g e for ordinary
?xternal grmdmg; Fi
g. 2
IS
a VIew of the machine as
1t then
.a:pp
ears fr:om the opera
to
r 's eye; Fig. 3 shows
the pos
1t1on
for mte
rnal grinding
a
nd Fig.
4 is the
usual ~ r r a n g e m e n t for. c ~ t t e r ~ r i n d i n g . I t will first
be
nott
c
ed
th.
at the gnndmg
head of
the
machine is
m ~ d e .
to
sw1vel, so
that
changes from one
kind
of
grmdmg to
~ o t h e r
are m a . d ~
by
simply
twisting
the
head round, mstead of movmg
the
knee
and all its
suppo.rts
round. 9;
column.
Th
e
arrangement
is such
that
m all posi t
iOns the
be
lt runs
theoretically cor
rectly and
has no
t ~ n d e n c y to
leave
a
pulley.
The
n g e m of beltmg for the universal machine is
sho
wn
(F1gs. 5
to 10}.
The line A, B is
th
e axis about
~ h i h the head
swivels;
Figs. 5
and
6 show
the
posi
tt?n
of
the
be
lt wh
en
the
head is
set,
as in
Fig.
1 ;
Ftgs. 7
and
8 c o ~ r e p o n d to Fig. 3,
and
Fig. 9
c o ~ r e s p o n d s
to
F1g. 4. The internal spindle is
d r ~ v e ~ f r o ~ a pulley C carr ied on the
ordinary
g
rmdmg
spmdle,
and
is
thus
enabled
to
run
at
its.
~ o r r e c t
c
utting
speed. Fig. 10 is a view of
the
dn
vmg . pulley
D, the idl
er
E,
and of
the
spindle
pu
.lley m the various positions F
F
2
F
3
; th
e view
bemg
taken
along
the
line
AB,
enables
i t to
be seen
that
.t he ve is correct for
any
posit ion of
the
head.
The
Idler
IS
used
to permit an
endless belt
to
be used
and
~ h e
j a ~
incident
to
a laced
or
other
joint
i a t e d ~
The
tdler
1s only moved a few times a year
to take up
the p e r m ~ n
st re t?h of ~ h e belt. ~ i t h the simpler
c u t t e ~ grmders
the
l ~ r 1s not supphed,
but
the belt
runs
m a somewhat Similar manner.
In
Fig. 6 is seen
a hooked lever G by pulling this do
wn
the bel t on
the cone pulleys is slackened, and thus is easily
changed from one speed
to
another
.
The
device of swivelling
the
head instead
of
the
knee,
and all
that
it
supports, has
the
following
ad·
va.ntages : 1.
Th
e macbme can be
pl
aced
in
line
with
others (instead of requiring space
around it
}
and
shelves
and o ~ h e r
conveniences
oa.
n be placed
the
back of the m ~ c h i ~ e .
2. The
light always comes
from
the sa.
.me dtrectiOn. 3. _The
setting of the
head
acc
urately
IS an easy a
nd
quick operation
and
in th e
?ase of in ternal grinding
tha
be
lt
n a t u r ~ l l y crosses
lts.el . 4. There is no
alteration
in
the
length of the
d r ~ v 1 0 g belt,
and therefor
e
no
belt-tightener is re
qUired.
. rem
a1o
mg Without a
ct
ion.
When
running empty,
the
pistons are maintained on
th
e second J?OSition by a catch on the crank
they
ca.n
s h ~ f t e d
.by hand, there being then no prassure
the p a c k ~ g rmgs.
When
the device is under pres
ve v
make i t steam-tight.
The
•
The type B
" wagon is specially
adapted
for use on
r o ~ g h
roads
and
uneven ground,
the
steering axle
bemg.
p a b l e
of
un
.usually
great
angle of
t i l t ; and
the
r r ~ m g
and e e ~ m g
wheels being
of
large diameter.
boiler
and
engme are si
tu
ated
dire
ctly over
the
drivmg axle, the
carrying
platform being provid
ed at
the fo
re
part of the vehicle. This
arrangement
gives
the wagon great
power to get
out of holes in
s9ft
ground, &c ., and ena.Lles it
to
exert
its
full power as
a when it is not itse
lf
laden. The boiler
and
e n ~ m e are
of
the
same p
at tern
as
the standard
wagon
J g s :
1
to
4). The
wagon is fitted
with three
speeds, a
w ~ d m g
drum, an?
lOO
yards
of steel-wire ropP. A
p . r ~ n g dr
aw-gear
1s
provided, fitted
with
the
st
a
ndard
military
draw-hook. The boiler is
arranged
so that
th e firebars .can be
~ a s i l y
replaced by the liq
uid
·fuel
burners, wht?h are e1ther
of the spraying or
vapouring
type, accordmg
to
the
natur
e of
the
oil which may
be available.
A condenser is provided.,
and
can be fitted .
if
requi red.
I t
1s arranged
so that It can be sho
rt-
c
ar
cui ted
or
r e m o
wtthout
r f e r i ~ g with other part s of the
r y . The
bo_Iler
1s fed
by
a.
pump
drh·en
? t ~ e from the engme, or by an
auxiliary
pump
or
t o ~ . An.
exhau
st
fe
ed
h
eate
r is also provided.
The
dtfferent1al
gear
can be locked in
the
usual
~ a n n and the
usual
equipment
of
steam
wa t
er
hfter, J&ck, &c
.,
are
provided.
.
CoAL
AT
HAMD
URG.- The impo
rts
of coal
at
Hamburg
10
O ~ t o b e r
were 429,471 tone, as compared with 445
461
tons
ID
October, 1000. In
th
ese totals British coal f i g ~ r e d
for 5 8 , 8 2 8 tone and 301,171 tons respectively; West·
~ h a h a n coal for 1 4 7 tons and
144,280
tons
~ v e l y ;
and Amer10an ooal for 1496 tons and n t respeo.
t1vely.
~ ~ e
drawings
also show the
arrangements
for
dnvm
g
the
work
for grinding
shaf
ts, gauges,
cutter•
holes,
&c.
11 ~ o w s .
a v i ~ w somewhat similar
to Fi
g. 2,
and
m conJunctiOn With Fig. 12 ehowa the operation
of the water-gua
rds
of
the
work-table.
The
guarde
(two}
are
shown shaded,
and
the drawings show how
th.ey overlap
and
pa
:s
.one
another, and
the head
and
tatl
stocks.
When
It
1s
desired
to
change from one
of
work to another,
all that is necess
ary
is
to
adJust
the
hea.dstocks.
The
guards move with them
a..nd afford perfect protec
tion to the table
in
all po
sf
tlons.
They do not
present a time-consuming pro•
blem with each change of work.
T ~ e s e figures (11 a ~ d 12) also show the
method
o
settmg the
table
to grmd
parallel
or
a desired
taper
The clamp H is first unlo
ose
d
and th
e
table set b ;
hand a:nd
eye .
nearly
to
the
correct position
the
clamp
IS then ttghtened
a
nd the
fine
adjustment
sc
rew
K u s ~ d
to
obtain i o n . It will be seen that
the
wearmg parts
are
adJ usta.ble, so that backlash is re
du
ced
the
vanis?ing point , and
the
desired
taper
is
thus
quiCkly
ob t
a.med accur
ate
ly.
By
changing
the
nut from one soc
ket to
the
other, the arrangem
e
nt
works
over to 45
deg., so that
all
tapers can ba
ac
curate
ly s
et
. The
table,
when adjusted is c
lamped
by.the eccentric locks
L,
M,
which do
not'disturb the
adJust
ment
ae the usual nuts do; this saves time, aa
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E N G I N E E R I N G
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[DEc.
6
r
UNr·v·ERSAL AND CUTTER GRINDER.
• •
O
ON
S
T R UCTED BY MR.
J A MES
J.
G UE
T,
EN G
INEER
B I R
l\f
I N GH A M•
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F I
G.
1
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•
FIG.
3.
al
so does
the fact that it
is
never
neces
sary
to
screw
a fine- threaded sc
rew
seve
ral in
c
he
s through its nut.
The
manner in wh i
ch the correct clear
ance
is
gr
o
und
upon
cutters is
shown
in
Figs.
13 14 and 1
5
:M
ost
cu
tters are ground by the method
shown
in Fig
. 13
and
Fig.
3 is a photograph of
the
m1chioe
as
set for
•
•
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•
•
•
•
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I
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•
•
•
•
l
•
•
•
•
•
this wo k.
I t
is to
be noti
ced
that the grinding
s
pindle
Nl is
canted upwards
when
in
th i
s
position and that the
top
of
th
e wor k
table N
is horizo
nt
al
The toot
h of
the
c
utter to
be
grou
nd is loo
ated by the
edge P of th e tooth rest Q
whi
ch wo
rks up
on the
s
urface
N.
This
edge Pis at
the
same height above
N
as
the
centre
R of
the
work is
and consequently
the tangent, at the point
of
the tooth
being
ground,
to
a circle
enve
lo
ping
the cutter, is Yertical for all sizes
•
•
•
Fro. 2
Fr
o.
4
•
•
-
•
-==-
I
•
l
a l
d s
hapes
of
cu
.tera
and th
erc3fore the
grinding
wh eel
1
whi
ch is a c
up or di
sh
wh
ee
l
by being
pitched
ove
r, pu
ts on
a
clear
ance w
hi
oh is
the
same for ou
ters
of all dia
meters,
as illu
st
r
ated by
t
he cir
cles T
and
T
1
which indicate
c
uttera
of different
diameter
to
th
e one
shown . Since
the
cl
ea
ran
ce is
the
same
on cutte
rs
of different
diameters
it is the
same on
cutter.s of
all
ang les including face-c
ut ters
.
Fig.
14 shows a fac
e·
cutter bei
ng
grou
nd y this meth
od.
By
t his
de
vi
ce
the corre
ct clear ance is
always
ob·
t a i n
I t
doeJ
not
matter
at
what height on the
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DE c.
6,
1gor.]
773
E N G I N E E R I N
G.
a
:
a a
w
a
:
•
•
I
Fifj.11.
•
•
.u -- ·
\
-.
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I
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UNIVERSAL AND
CUTTER
GRINDER.
•
G
E
S
T
E N G IN E ER, B I R I N G H A M.
C 0 N S T RUC T E D
BY
R.
JAM
E S
J.
U
t-F -
. n-
•
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•
Fig .5.
I
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11
I
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I
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I
•
COl
•
•
I
J ·
- - ~ ~ ~ ~ ~ = = = =
~ ~
•
I
1 1 - - · -
D
I
I
__j fB
I I 1
D
- · 1
I
- · - · - EW. · _,_
't '
Pif · 7
'
•
1
I
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I
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I
I
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I
•
Fifj.O.
.
l
I
•
I
/I
I
•
I :
I
•
l
•
oO
I
I
I
I
'
'
0
- -
-·
\
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I
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--.
•
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----
-- -
h.
---
_
~ 6 ~
Fig.17.
d
r
\
-
A--11
' - t
,\
\
~
_
~
l
0
•
•
•
•
•
wheel the cutter is ground,
but it
is usually
best to
set
the tab
le low, and
grind nearly at
th e
bottom
of
the
wheel.
Th
e clearance produced is
fla.t and the
edge smooth,
both
of which
are
advantages
Sometimes, however,-
it
is best
to grind
a
cutter
on the edge of the wheel, as shown in Fig. 15, page 785.
In
this
case
the
operat ion is as follows :
Place the
tooth-rest U on the
in
clined plane V fixed
to the
wheel bea.dstock,
and
clamp
it
so
that its
working
edge W is
just
outside
the
wheel, as is shown
in the
figure. Place
the tooth-rest
Q (of
Fig.
13) upon
the
table
N,
and adj
ust
the
table until the
edges
Wand
P meet. The table is then correctly set, and a.ny
cutter
is ground
to the correct
clearance, which
is
arranged
to
be the same as that
obtained by
the
other
method. Circles T and T
1
,
indicating
cutters,
are
drawn,
as before,
to
show this.
I
I
I
I
I
I
l---T-
t
---
l
I
-
The
tooth-rest U is of peculiar construction, as
shown in Fig. 16,
the
blade X being fitted
to the body
U
by
a circul
ar ar
c, whose centre is at
the
middle of
the
edge
r. When
a
spiral
cutter
is to
be
ground,
the
blade is
adjusted to
fit
the spira
l of
the
c
utter,
but
th is
adjustment
does
not
move
the centre
of the
blade, so
that
the
same clearance is produced on
spiral
cutters
.
L
\
'
•
I I
1
.
-
--------
· ·
-
1.
- ,
•
•
•
•
The
l
east
possible clearance on
the tooth
of
a. cutter
which will enable
the cutter to
out freely
has
been
rarefully
investigated
by the maker
;
and
while
it
is
f o ~ n d
as one would expect,
_to d e p e ~ d up
on
th
e
metal
bemg c
ut,
the amoun t var1es w1th1n comparative
ly
smOtlllimite: The
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774
is suffic
ient- the longer the edge of the
cutter standR
and the better
the
work ; he has therefore made the
~ l e a r a . n c e laturally produced by the machine to be only
JUSt suffic1ent
to enable
the
cutters
to
cut freely on the
metal
they
have
met
with. While it
is
easy to obtain
other clearances with the machine,
it
is strongly recom
mended
that
this
one,
which the
machine
naturally
produces, be adhered to, as it has proved most
satis
fa
ctory,
and also since
a cutter
wastes
away
far more
rapidly if sharpened
first
to
one clearance
and then to
'nother.
T.his
is shown in Fig.
17
(page
773),
where ab
IS
the
magn1fied
edge of
a tooth
of
a cutter. Let this
be
sharpened with
more clearance
a
long
the line c d and,
when dull, re-sharpened with
another oleuance
along
the l ined
e, which
just
cleans up the
land at the
top of
the tooth. The amount which the
tooth of
the cutter
has
been reduced by is a e.
If
however,
the
cutter
had been s ~ a r p e n e d with the sa.me
clearance always,
the
shar.penmgs
would have been as indicated by the
dotted
hnes
cf
and g h.
The
amount
ground
off
a
g
is
very considerably
less
than in the
former
oases, and
shows what
a
saving of
cutters is
effected
;
for not
only
is it
necessary
to sharpen the
cutters
less
frequently, but the sharpening
reduces
their
size
more
slowly.
The
cutters
require to be sharpened less
frequently
because the
clearance
is
a practica.l
minimum.
This
can hardly
be approached
by the
customary method
of
setting, for a
trifling
error
in the direction of pro
ducing less clearance would lead
to
the hurried return
of the
cutter
from the milling
mac
hine.
The
compiler
of tables of settings
allows for
this, and
computes
tables which give
a larger
cl('arance; while the
operator, bearing the
same
point
in mind,
takes
care
tha.t
all
his errors
tend
in the
same
direction.
The
result
is
a
very liberal clearance on
the
cutter, whose
teeth
consequently
dull
more rapidly.
The
various details on the
machines
have been care
fully attended
to ;
the spindles
are
hardened
and
ground ;
bearings
and
slides
are
well
protected
from
dust; the lubrication system
is
well designed;
the
handles and operations
are all
convenient
to a
right· handed man; all gearing is cut
from
the solid;
the body of the machine is fitted as
a cupboard;
the
wheelguards
a.re
easily removed
or adjusted;
the
internal grinding spindle has
a
bearing
close
to
wheel,
&c.
The
cubter
grinder
(Fig.
18,
page
785)
has
two
speeds
for the wheel
spindle,
a.nd
is
driven
from
a.
simple
countershaft. I t has no
arrangement
for cylindrical
grinding, but
is
adapted
for
grinding flat
surfaces
and
straight edges.
The mac
hine, which
is
designed
and
constructed by
Mr. James Guest, of Newmarket-street,
Birmingham,
can be supplied with automatic
travel and with
automatic cross-feed, but
these
are not
shown
in
the
•
engraVIngs.
I t
was
awarded a
gold medal a t the exhibition
recently
held in Birmingham
under the
au
spices of
the University
and
of the Trades Council.
Its
features
are the subject of several
patents.
A
NEW
CoAL
SEAM.-A
new coal seam
has
been dis
covered ab the Soothill
Wood
Colliery, Batley, which,
when
fully opened out, will give
employment to 200 or
300
additional
workpeople. The seam, which
is
known
as the "Low Moor," has been found ab a
depth
of 400
yards
from
the surface; and as the
estate
belonging
to
the colliery
company
covers
an area of
over 600 acres, it
is estimated
that
about
30,000,000 tons of coal will be
workable.
R OYAL IN
STITUTION
.
-The
following are the lecbure
aTrangements ab
the
Royal Institution,
before Easter:
Professor
J . A.
Flaming,
six lectures a d B ~ p t e d
to young
people),
on
"Waves
and Ripples
in
Water,
Air,
and
..tEther;"
Dr. A. Macfadyen,
six lectures
on
"The Cell:
its Means
of
Offence
and
Defence.
Immunity;"
Mr.
W.
N.
Shaw, two lectures on "The
Temperature
of
the
Atmosphere:
its
Changes
a.nd
their
Causes
;"
Professor
E. B.
Poulton, two lectures
on R ecent Researches on
ProtectiveResemble.'nces,
Warning
Colonrs,
and
Mimicry
in Insect
s
;"
Dr. A. S.
Murray, three
lectures on
"Recent
EJCcavations ab
Delphi and in
the
Greek Islands
;"
the
Rev. John Watson
(Ia.n Ma.claren),
three
lectures
on
"The 8cot of the Eighteenth
Ce
ntury
:
(1)
ab
Home,
(2)
in Kirk,
(3)
with
His
Books;"
Sir
Henry
Craik.
two
lectures
on ' 'Sc
o
tland'
s
Contributi
on
to the Empire
;"
two lectures on
"
Caricature in
and out
of
Parlia
ment
"
by Mr.
E.
T. Reed;
four lectures
on "The
Landmarks
in the
History
of
Opera
: Gluck, Moza.rt,
Weber,
W a.gner,"
by Mr.
W.
H. Hadow
;
six le
ct
ures on
"Some
Electrical Davelopments," by Lord
Rayleigh.
The Friday evening meetings will commence on January
19
when
Lord
Rayleigh
will deliver a
di
scourse on
"The
In'terference
of Sound.
" His
Grace
the
President
will,
after
the
discourse, unveil
and present to the Institution,
on
behalf
of the
subscribers, a bu
st by Mr.
Onslow
Ford,
R.A., of Sir Frederick
Bramwell, Bart • hono
rary
secre
tary
of
t h ~
Royal
I_nsbitu.tion from
~ 8 8 5
to
1 9 ~ 0 . Suc
ceeding
Fr1day
evenmg
discourses Will
be
deltvered
by
Mr. H. G.
Wells,
Profess
or A.
Orum
Brown, Professor
Arthur Gamgee,
Major P. A.
MaoM.a.hon,
Mr.
W.
Duddell Professor Henry
A. Miers, Professor
H.
q u e r ~ l
P r o f e s s o ~ E. Re.y
Lankester,
Geheimrath
Professor Obto N. Wtbt,
and other
gentlemen.
E N G I N E E R I N G.
NOTES FROM
THE
NORTH.
GLASGOW, Wednesday.
Glasgow
Pig
-Iron Market. On Thur
s
day
cash business
was reported at
433.
Oid. per
ton
for Cleveland, and the
closing
settlement
prices
were:
Scotch, 56s.
4id. per ton;
Cleveland, 43s.;
Cumber
and
bematite
iron, 57s.
1 ~ d .
per
ton.
On
the following day between 5000 and 6000 tons
were
dealt
in in
the
forenoon. Cleveland was sold
at
three
months
fixed at 42s. 9d. per ton. Scotch was
unchanged
ab 55s. 6d. per ton, bu b Cleveland gave wa.y
1 ~ d . per
ton.
In the
ahemo:>n
about
4000
tons
changed hands, including
some transactions
in
Cleveland iron
ab
42s. 9d.
and
42s.
8 ~ d .
per
ton
three months
; and
the settlement
prices were :
563.
3d., 42 s.
1 0 ~ d . , and
56s.
1 0 ~ d . per
oon.
Th
e
market
was more
active on
Monday forenoon, but the business
was
quite
restricted
to
Cleveland iron,
and
some 10,000
tons
changed bands ab slightly
reduced prices from those
ruling
on Friday.
Closing cash buyers were
quoted
at
2 ~ .
9d.
per
ton. Scotch
warrants
were idle
and
the
quotations
were
nominal at
55s. 3d. per ton cash.
There
was
very little doing in the
afternoon market,
the
total
transactions consisting of 1000
tons
of Scotch and 1000
tons of Cleveland.
The
former advanced
about
5d.
per
ton to
55s. 8d.
per
ton cash,
and the
latter remained un
c b ~ n g e d
.at the forenoon closing
pri
ces, the
settlement
prtces
bemg:
55s. 6d., 42s. 9d.,
and
56s. 6d.
per
ton.
On
the warrant market on Tuesday
some 10,000 tons were
dealt
in.
and
prices were the
turn
firmer. Scotch
w a ~
marked
up
3d.
and
Cleveland
lid. per
ton.
In
the
afternoon only 1500 rons of
pig
iron changed
hands,
and
prices were steady. The
settlement
pdoes
were:
55s. 9d., 42s. 10 d.,
and
56s.
4 d. per
ton.
At
the
forenoon
m e e t i n ~
of
the
"
ring
" some 10,000 tons
of
iron
were sold,
includmg
some Cleveland ab 43s. three
months.
In
the
afternoon
about
5000 tons changeri bands.
The settlement
prices
were:
55s. 9d., 42s. 10 d., a.nd
56s. 3d. per ton. The following
are
the quotations for
No.
1 make rs' iron : Clyde, 66s. 6d.
per ton
;
Gartsherrie,
67s.; Langloan, 69s.; Summerlee,
7ls.;
Coltness,
7ls.
6d.
(the
foregoing
all
shipped at Glasgow); Glengarnock
(shipped
ab
Glasgow); 66s.; Shobts (shiJ?ped
at
Leith},
70s.;
Carron
(shipped at Grangemouth),
6 7 ~ .
6d. per
ton. Scotch warrants, which remain practically a
closed
market,
ha.ve of
late
shown only a few iso
lated
transactions at moderate prices.
These may
at
tract
some of the makers here
to
find Connal's
warrant
store their
best
market
before
the end
of
the
year.
The
feahure of
the
p
ast
week
has been the
large
amount
of
business done
in
Cleveland iron,
with
very heavy selling
two
and
three
months
ahead, supposed
to
be
on
short
account.
I t
is believed
in
some
quarters that the
demoral
ised
state
of
the
copper market has affectedsome holders of
pig-iron
warrants.
The present
price
mu
st show a
considerable loss
to
manufacturers,
and there
is a preva
lent feeling thab in
the North
of
England
a number of
the
blasb-furnaoes
may be
blown
out
unless
the
price
improves. Consumers
in the
foundry
department are
buying a
little
more freely.
The number
of furnaces
in
blast
is
83,
against
81
at
this time last
year. One furnace
has been changed from
hematite to ordinary
iron
both at
Gartsherrie
and
s.t
Govan
Iron
Works.
The
stock of
pig
iron in
Messrs. Connal
and
Co. s public
warrant
stores
sbood
yesterday
afternoon
ab
57,592 tons,
in
comparison
with
57,319 tons yesterday week,
thus
showing
an
increase
amounting
for
the
week
to 273 bone.
Finished Iron
and Steel. If
there
is
any
change
in
reference
to
these branches of
trade it is
that
they are
somewhat
dull
er
than
they
were a few weeks ago.
We
are getting
nee.r
the end of the
year,
and
consequently
there
is
less inclination
to
buy, except for
the
mosb
pressing requirements. Some of
the
steelmakers would
like
to si{{n
ahead,
but they
find consumers
and
mer
chants
rather
shy.
They
cotdd do forward business,
but the
pri
ce asked is nob sufficient
to tempt th
e
m.
Before
the
terms suggested
can e
accepted, it will
be
necessary to get working costs down a bib,
more especially
the
price
of hematite
iron,
wag
es,
and
coal.
The
stiff
pric
e
ask
ed for
hematite
iron
and the
raw ore is
the
most unfavourable feature
in the
situa
tion
a.t present,
and
there
is nob much prosp
ec
t of
a
great
relief
in th
e immediate future, although
by the
turn of
the
year
it is exp
ected that hematite
pig
iron will
be a
bit
lower
that
ib
is
at
present.
B ~ i l e r
plates
are
easier
in
price,
the
associated makers being now willing
to
accept 7t.
per
ton, less 5
per
cent. Angle
bars
can
be
had
for
5l. Ss.
9d.
per ton
net.
Makers
of finished
iron
are
also finding it a
matter
of some difficulty
to
renew
old contracts.
All
round business is ta pering off, and
with little
fresh buying
on the
parb of
the
colonies
or
India,
consumers
at
home
are
inclined
to ask
for con-
•
CeSSlODS.
The
Tube Trade. Some
of
the
.tubemakers
state that
they
find a few more inquiries
in the marke
.t,
but t ~ a t is
nob
the
experience of o o h e r ~ . For
what little
e s s
that
is being offered
there 1s
a very
keen
co
mp
et1t10n.
and
poor prices
are
being obtained.
Clyde Shipb Uiilding
Tra_de Lau
nches
n t : e ~ ~ e r
The
Clyde
shipyards contmue to
put large quant1t1es of
new shipping
into the
water,
the
eleven months that have
passed of
the present year
constituting
a record,
_about
ha.lf a million tons
having
passed
through the
bUllders'
hand
s. But
the other
side of
the
book, unf9rtunately , shows
an
almost
total ab
senceof new work of
any
1mportance.
The
largest
orders booked by local builders would
not
excaed
a
third
of the biggest
vessellauuched
in November.
Here
are
a few of
the
large ships launched
during the
month
:
The
03ca.r
II.
10,500 tons,
built by
Messrs.
Alexander
and
Sons
L i ~ t h o u
for
the
United Steamship Compa.ny
of Copen'h
age
nj the
lVIe
rion, 11,500 tons,
built
for
the
International . N a v i g e . t i o ~ Cumpany; t ~ e
Monmouth, a
warship of 9800 tons, bu1lb for
the Admualty
by Messrs.
[DEC.
6
901.
John Brown
and
Co., Clydebank ;
the
Kincraig, built by
Messr£1.
Charles Connell
and
Co
•
Whiteinoh, for
the Kin
oraig
Steamship
Company, of
Dundee;
a vessel
built
on
speculation, of 3600 tons,
by
Messrs. Russell
and
Co., Port
Glasgow;
the
Contessa Adelina,
of
3580 tons,
built
for
Gerohmisch
and
Co.,
Austria.
All
the
rest
of
the
month's
launches were vessels of less
than
2000 tons.
In
all there
were
launched
thirteen
·mercantile steamera of a
total
of
38,220 tons,
and
one warabip of 9800 tons,
making
a
grand
total
of 48,020 tons.
The Admiralty are
expected to come
to the
assistance of one
or
two of
the
Clyde firms
by
placing
with them
a portion of
the
new warship work,
the
tenders
for which
are
a.b present
under their
consideration.
Glasgow Tramway Revenue for the Past Half-
Year.-
The drawings of the
Glasgow
Tramway Department
for
the
first half of
the pre
se
nt
year, which began on
June
1,
am
o
unted
to
327
,3
17l.
a.ga.insb
244,270l.
in the
correspond
ing portion of the
prece
ding
year,
thus
showing
an
in
crease of 83, 047l. The i g ~ e s t week's drawings amounted
to
14,277l. 11s. 3d., hub, w1th
the
excepbion of
that
week,
the
drawings
during the months
of
August
(the la
tt
er
parb), September, October, and November,
up
t i l l the
close of
the
Exhibition,
generally
ran into the
13,
OOOl
The Glasgow Teoknioal College Soientific Society. On
Saturday
evening a.
paper
was read before this society by
Mr. Andrew Home
Morton, A.
M.
Inst.
C.E., on
"The
General Arrangement
of
Power
Sbations."
Mr.
C. P.
Hogg, M. Inst. C.
E.,
occupied the chair, a.nd there was a
large
attendance
of members. 0 wing
to the
length of
the
paper and the
interest manifested,
the
discussion was
ad
.
journed
until next
Saturday.
NOTES FROM SOUTH YORKSHIRE.
SHEFFIELD, W
edneada.y.
Mr. W.
L. Ja
ckson, M.P.,
and
the Future
of
Railways.
-Speaking
a.t
Leeds
on
Friday
evening,
lVIr.
W.
L.
J ackson said
there
was a
great
change coming over
the
rail ways.
They
could nob
say whether they
were going
to
continue
to haul
their
trains by
stea
m locomotives,
or
whether they
would have
to
face
an
enormous
outlay on
electric motora. Nobody could question
what
a convenient
method locomotion
by
electricity was,
and
it
would be a
most serious competitor.
It might not
come
in
his time,
hub
he
believed
that,
certainly as regarded passenger
work,
th ey
would see eleobrioity as
the
motive power
on
many
of
the great
branch
and suburban
lines of
the
country.
eminiscences
of
a Middle-Aged
Engineer."-Under
this
title
Mr. John McLaren,
M. Inst. C.E,
gave
the
pre
sidential address on
Thursday
evening
to
the members
of the
Association
of Yorkshire
Students
of
the Inst
itu
tion of Civil Engineers, who
then
opened
the
1901-2
session. Mr. McLaren said he belonged to a number of im
portant
societies,
but
he
considered
the
In stitut
ion
of
Civil
Engineers overtopped
them
all.
He
reviewed
the great
progress of engineering during
the
nineteenth century,
and
desc
rib
ed
the British
rail way system
as the
most
glorious
monument
of
private
enterprise
that
could be conceived.
No
less
than
960,000,000l. were now inve
sted in British
rail ways • which,
on
~ b e whol_e,
were
p l e n d i ? ~ Y ~ a g e d .
As a.
busmess man,
h1s eXJ?Bt lence
of
the
Br1t1sh railways
was that
there
was nothmg on
this
side of
the Atlantic
to
compare with them.
He
could
not sa
y
anything
a.bouf
the
American railways, never having seen
any
of them,
but be
knew in
England
they could put a tr a
ct
ion engine,
weighing 12 tons, on
a.
wagon
at Leeds
one night,
and it
would be
in Perth, or
Bristol,
or
London
the next
morn
ing by
breakfast time; wherea g
in France it
would re
quire
ab
lei\sb a forbnight,
and
no end
of preliminary
preparation
to
effecb delive
ry at
such a disba.nce.
In
no
branch of mechanical engineering
had
greater progress
been made,
or greater
relative perfection atbained,
than
in
that
section which catered for
the
agriculturist.
There
was never a
better
prosp
ecb
for
smart
young men
in the
engineering profession
than
now.
To-day
we were
on
the
verge of enormous developments of engineering,
and
he urged young men
to
make themselves ready,
and to be
prepared for the opportunity when it came.
Messrs. John Brown J;nd Co., Limitcd.- Mr. J.
E.
Townsend, who
ha
s recently
returned
from ·a long sea.
voyage, has,
in
consequence of c:
>n
ti
nu
ed ill-heallih, felb
himself obliged to place
hi
s
re
signation of
the
position of
secretary
and
director
in the
hands of Messrs. J
oh
a
Brown
and
C:>.
,
Limited.
This
re
sig
nation th
e bo
ard
has accepted
with
much regret,
and Mr. E.
Middle
ton, who for
the
past twelve years has occupied
the
position of
accountant to
the
company, has been
ap·
po
inted
to
succeed
Mr.
Townsend as secr
etary
.
Iron
and Steel. Local manufacturers of armour plates
have for some time been
in
communication wi
th
the Go
vernment
with
respect
to furth
er co
ntra
cts, but
up to the
pr
esent time none have been placed.
In
these
e p a r t m e n t
as well as those engaged
in the pr
0
du
ction of heavy
forgings
and
similar work,
there
is compa
rativ
e
ly little
doing.
There
has been no
impr
ovement
in the
demand
forshafting required for
the
mercantile marine,
and
orders
a
re not
now expected
to
come
in
until
the new
year.
Some firms engaged
in the
produ
ct
ion of
spri
ags,
a . x l ~ ,
buffers,
and
other
rail way
wa
te
rial
are
keeping
th
eir
men
fully employed,
but
such oases
ar
e r
at
her exceptional, as
many works have hub few orders on their books. Th ere
is a good
demand
for
pig
iron,
and
local makers
are
se
lling
all they
can
pr
oduce. So
me
classes of finished
iron
are
also go
ing
well,
but this
does
not applv
all round.
Forge
qualities
ar
e selling
at 4713. 6d.; West
Coast
hematites, at 70a.;
and E a ~ b
Coast,
ab 6 7 t : ~ .
per ton; bars,
6Z
153. to
7l.; and
sbeets, 8l. 12
l
. 6d. to Bl
.
17s. 6d.
South Yorkshire
Ooal
T
rade. The po3ition in
the
coal
trade
of the distriot ehowa no cha.nge upon
the
week.
•
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7/17/2019 Engineering Vol 72 1901-12-06
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7/17/2019 Engineering Vol 72 1901-12-06
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and
Cheapside) to
the
Bank
;
thence
Moorgate-
street to
the
terminus
of the
Metropolitan Tramways Oompany at Fins
The report before
us is
probably
result of the resolution. The subject will,
w
ever
, need great consideration
before
it can
seriously entertained.
American
cities are
different from
London,
and
t
he con
s
truc
t
ion
in them
is a
far simpler matter than
becau
se
the
streets
are
straighter and wider
there
is
almost always
a
parallel street i n t ~
ich the traffic can be diverted. We are not
s
hallo
w subways in this country. The
Circle
of t
he Metropolitan Rail
ways
runs in
Cannon-street and
Eastcheap ; and,
indeed,
large proportion of
the Inner C
ir
c
le is built
public roads, and as near the surface
practicable. This railway ha
s a
depth
of
ft. 9 in. from the rail level to the under
the roof girders, where the
roof is
flat,
proportionally
de
eper
when
it
is arched.
estimate of
the Council
's
officers that a two
subway could be built
in
London
for 282,000l.
mile,
in addition to
the
sum required for the
of vaults,
cellars,
and vested interest s
,
and to
that
for
pipe
galleries
in the
subway and
the reconstruction of
sewers, is
probably too small,
considering the difficulties of the work. Certainly
t is
li tt
le
more than half the
total cost of
the
Metropolitan Railway.
Possibly
the
steel and concrete type of tunnel,
if exe
c
uted
in
short lengths,
would
obviate
a
certain
amount
of underpinnin
g,
but
it
would
not
r e
nd
er
it
unnecessary in every instance,
while
the removal
of sewers and pipes, and their re-establishment in a
narrow
thoroughfare like Jneet-street, would entail
tremendous
expense. Of course
the
thing could
be
done, and
the
outlay would
not
be greater than
that
of a
deep-tunnel railway with
two
roads; but
the
inconvenience to the public would be unen
durable. The prospect of having the Strand and
Fleet-street more or less
blocked
for two
or
three
years
would produce an outcry which even the
County
Co
uncil could
not di
srega
rd.
Even if
the
road were
decked
over with timber,
and
the
work
was carried on underneath,
the
inhabitants
would
suffer
much
inconvenience,
for it must be remem
bered that
the traffic
is maintained in
full swing
to midnight, and commences at
a fairly
early
hour
in the morning. The laying of the P ost
Office telephone wires dislocated the traffic
for
six months
at
lea
st, and
inflicted
great
losses
on
shopkeepers and others and that,
of course,
was
a
mere trifle to
such a
rail
way
construction. All
these
wires
would have to
come
up
again,
in
addition to many others, and new channels
would
have to be made for them before the actual
work
of the tunnel co
uld
be se riously
proceeded
with.
The
subway
has
many advantages over the
tube,
and
we are
sorry
to appear to
be
in antagonism
to
any form of engineering enterprise
but
the
inconveniences which would attend the building of
such
a
structure in
the
Strand would be too great
for the
public to
face.
I t must be remembered
t
hat
the astute people connected
with
t he Di
strict
line
consid
e
red this
question more than thirty years ago.
They had
the
experience of
the railway in
Euston
and
Marylebone- roads to guide them, and
the
res
ult of it was that, rather than
face
what
was
before them in
t
he
St ra
nd, they deliberately adopted
the far
l
ess advantageous
line
of
the Embankment.
No
doubt
engineering methods ha
ve iml?rov
ed
in
the interva l ·
but
even n ow s
uch
a
task
IS enough
to
make us
p ~ u s e I t
is
not that it cannot be done,
but that the
result
does not
justify
the loss
and
trouble it
will cause
to people
who will gain nothing
by it. I t must be remember
ed that
the rail
way
wou ld tend
rather
to carry people
a way
fr
om
the
Strand than to i t ; for yeara the thoroughfare has
been undergoing a
change,
which has
not
been alto
gether
for the
better.
New shops, theatres, and
restaurants
have be en built
further west, to the
detriment of
t
he
older ones,
and
those which remain
h
ave to fight
for
ex
ist e
nce. If the road
s were closed
for months, they may probably be
closed
MILITARY
LORRIES.
WHATEVER may be th e sh
ortcomings.
the War
Office
in other department
s,
the authonties appear
to have
attacked
the
problem of self-
propell
ed
vehicles for military purposes
in a
vigorous.and
busines
s-
like
mu
nner.
A
W
a r-Office
Committee
on Mechanic
al
Transpor t has be
en
~ r m e d
'Yith
Lord
Stanley as
Pr e5ident, and
Captam
F.
Lmd-
E N G I N E E R I N
G.
say
Lloyd,
.R.E
,
as Secr
e
tary. The members are
Colonel C.
E. Heath, Lieut.
-Ool
one
li F. B.
Elmslie
and R. E. Crompton, and Captain
C.
H. Nu g
e
nt.
Colonel C. H.
Scott
is an associate
member
for
India ; and there are five associate members
for
sub
committees in Colonel T. R.
Main,
Lieut.-Co
lon
els
F. T . Clayton
and
H. C.
L.
Holden,
and
Captains
H .
Prentice and
G.
B. Roberts
.
order to
get
practical and trustworthy infor
matiOn
on the
s
ubject
,
it
w
as
wisely
decided to
obtain
the
assistance of the manufacturers of
self
propelled vehicles, and with that view
it was
decided
to offer
three fairly
substantial
prizes
for
' '
the three
self-
propelled lorries
which
shall
be
adjudged,
a
fter
a
series of
trials
to
be
carried out
by the
War Office
Committee on
Mec
hanical
Transport,
to be the best suited for
mechanical
re
quirements."
The
first
prize
is
500l.,
the second
250l., and the third 100l. Although the amounts
are,
as
we
have
said, substantial,
when
we
state
that the trials will
la
st over a period of 17 days,
it
will
be
easily
see
n that none of the
eleven
firms
who
originally gave n
ot
ice of entering
hoped
even to pay their
e:xpenses;
even although the
War Department supplies all
fuel
and water, and
that
a
detention
allowance
of
five
shillings
a
day is
provided for one attendant
to each
l
or
ry during the
period of
the trials.
The proceedings
commenced at
Aldershot on
Wedne
sday,
December
4,
with the inspection
of
vehicles,
and
the weighing, loading, a
nd
measure
ment of tanks. The
d
epot
, which
forms the central
s
tation, where
the
vehicles
are
kept,
and
from
which
all trial
s commence, is at
South
Aldershot,
in the establishment of
the
Royal Engineers
on
the
Farnborough Road, and
close
to
the Basing
stoke Canal.
The
following
are the names of the
firms
who
had entered for the competit i
o
n :
Brown and May, Limited .
The Creek Street Engineer·
ing Company . . .
Edwin
Fodeo and
Co. . .
Geor
ge F.
Milnes
and Co.
. .
The
Straker
Steam
Ve
hicle '
Company
The Thornyoroft Steam
Wagon Company
The Wantage E o g i n e e r i n ~
Company . . . . .
Ba.yleys Limited . . .
0. lanes Ba.illie ..
J.
E.
Litndet
. . . .
0 . ,
• 0
•
Devizes
Deptfl)rd
S lndbach
London
London and}
Bristol
Chiswick and t
Basingstoke
f
Wantage
London
.
I
I
One steam lorry.
,
,,
{
One oil engine
lorr
y.
One steam lorry.
Two steam lo
rries
.
One steam lorr y.
}
Particulars not
sent.
Unfortunately,
all those who had entered for
t
he
trials were not able to
put
n an appearance
at
the
prbliminary inspection of last Wednesday. The
lorry
of
Mes
s rs.
Brown
and
May,
although prac
tically complete in
all
its chief features, was unable
to
be
present
owing
to
the delay in delivery of
some material. The
Creek Stre.et
~ n g i n e e r i n g
Company were
also di
sappo
inLed
in
the
same
way,
their
steam lorry
being
absent because
they
h
ad
been unable to get delivery
of
wheel
cast
ings by
the time promised.
-
The Wantage
wagon also had
no
t
arrived
on
Wednesday, having
been
delayed
on
the road.
On
another page
we give
illustrations
and de
scriptions
of
two
vehicles
entered by
Messrs. J.
I.
Thornycroft
and
Co., of Chiswick
and
Basingstoke.
Th ese, it will
be
seen,
are steam
driven,
as are
all
those entered with the exception
of
the Milnes
5-
ton
war
lo
rry,
which
has
an in t
erna
l
combustion engine
of t
he Daimler type. Th
e
appearance
of
this
vehicle
will add
to the interest
of
the
trials.
We
are
unable to give any
details
of
the trials
this week,
as
the first
run
will be concluded
only
shortly before
we go
to press
but
for
convenience
of
r efe
rence we
give
brief descriptions
of
the
vehicles
entered. Before
doing so,
however
,
it
is
necessary we should
give
the condition
s of
the
competition, in order
that
our readers may form an
idea of the
work
for which the vehicles are de
signed
.
The
following
is
a copy of t he official
regulations
:
[DEc. 6,
I
got.
.4
. The lorry platform and
that
of trailer to be fitted
w1th
removable sides and ends about
2ft.
high.
5. The top
.o
f the lorry platform, when the lorry
is
ready for loadmg,
nob
to be more than
4
fb.
3 in. fr
om
the
ground level. and
that
of the trailer not more than 4 ft.
6. ~ h e lorrr, carrying its full net load of 3 tons, and
drawmg a traller loaded with 2 tons, to be cap&ble-
(1.) Of a speed of 8 miles per hour on fairly level
roads in fair condition.
(2.) Of
a mean speed
of ab
least 5 miles per h
ou
r on
average roads,
up
and down bill.
(3
.)
Of
taking its full load without assistance on
an
a v ~ r a g e
road, up a slope
of 1
in
8.
7. The we1ghts should be so distributed that the lorry
should always be under oontrol on slopes up to 1 in 8
whether loaded or empty. '
8.
Proper arrangements to be made
that
no part of
the machinery be liable to damage from mud or du
st
.
9.
Any casmgs used mu
st
be easily removable.
10. In
?rder to avoid
d ~ m a g e
to the lower portions of
the machmery fr
on;t
toucbmg the ground when going over
rough country, or m the event
of
the wheels sinking into
sofo
ground, all such portions must be strongly protected,
and, excepb in the case of the driving gear, must not be
less than 18 in. from the ground the driving gear should
be kept as high as possible.
11. The lorry to be capable of
effic
ient contro], and
steering
ab
all speeds and of reversing
at
low speeds, and
of
being worked and
con
trolled by one man.
12.
The lorry to be able to run for
48
hours without
overhaul or cleaning.
13. The driving wheels nob to be less than
4
fb.
6 in.
in ~ i a m e t e r nor less than 9 in. wide across the tyres,
whwb may be fitted with plain diagonal r
oa
d-strips.
14
. No re
st
riction is placed on nature of fuel or class
of engine-steam, internal combustion or otherwise
except
that
oils under
75
deg. Fabr. flash point (Abel's
close test) mu
st
n
ot
be employed.
In
the case of steam engin
ell,
an alternative arrange
me
nt
for burning solid or
oil fu
el is desirable.
15. In the case of steam engines the construction of the
boiler must be such as wi11 comply with the requirem ents
of
·the Manch
es
ter Steam Users' Association.
16. No limit is placed on tare weight,
hub
the total
weighb will be taken into consideration, as stated in para
graph (o) below.
NoTE
.
- In
considering the merits of the competing
v e ~ i c l e s
special importance will
be
paid to the following
pomts:
(a) Prime cost, having due regard to efficiency.
b) Distance
that
can be travelled by the vehicles when
fully loaded with 5 tons, with the fuel and water carried
on the lorry (great importance will be given to this
point).
o) Economy in weight.
d)
Durability. ·
e) Accessibility
of
all part3.
j)
Simplicity of desig
n.
(g) Ease of manipulation.
(h) Absence
of
noise, vibra.tinn, and smoke.
Although
the
steam
lo
rry
of Messrs.
Brown and
May, of Devizes. was not present, for reasons
already stated,
t.
he
follow ing
particular
s of
the
vehicle
may be
of
intere
st .
I t
is
much to be
re
gretted
that
this
firm,
with their extended experi
ence,
were
not
able
to
take
part in
the
competition.
Th e lorry is
18
ft. long
by
6 ft . wide. Th e main
frame
is
built up
of
channel
steel,
and
is suppor
ted
on both axles by s
pring
s, the
front
axle
being
on the
divided system
for
steering purp
oses.
All
wheels
ar
e
of
wood.
the drivin
g
pair
hav
ing
9-in.
tyres
an
d th e leading wheels 5-in.
tyres
.
There
are
th
ree speeds, giving a
range between
thr ee
and
eight miles per
hour. The engines are
compounded,
the high
and
low-pre
ssure
cy lin
ders
being respec
tively 4t in.
and
7i in. in
diame
ter by 6
in.
stroke.
They a
re of the
incl
os.:.d type, lubric
at ion of work
ing parts being by the
spl
as
h
method,
a s
igh
t -feed
lubricator being
employed for the cylinders.
Th
e
cy
linder
s
are
carried
by the
main
framing
of
the
vehicle
by
means of
a
universal
coupling.
In this
way, if
there
is any tw ist in the framing, it does not
affect
the
engine, so that no binding str
ains
are set
up
in
the
working
parts
of the gearing.
The
latter
is all
spur gear, with helical
teeth. The te eth are
cast in rin
gs which
are bolted to
cast-iron
centres
.
This
allows
the gearing to be
r
eplaced without
dis
t
urbin
g t
he
wheels
on the shafts
.
The
boiler pres
sure is
225
lb. to the square
inch,
steam being
gene
ra
ted n a Toward" boiler burning coke.
The engine is
run at 600 r
evolutions
per minute.
This
vehicle
is
fitted
with
a s winging crane,
which
is
placed
on
the r
ear part. The jib
is
STATEMENT
OF RE
QUIRUIENTS 01 '
SELF-PROPELLED hollow,
the
wire
rope being conducted through it
L
ORRY FOR MILITARY
P
URPOSES
.
by
me&ns of g
uide
pulleys.
I t
is
worked
from
the
1.
Thelorry to be capable of being used on roug h roads,
engine crankshaft
by
means
of a fr icti
on arrange-
and, to a limited extent, across country. ment.
To be able to go wh erever a country cart can go, and
to be capable
of
being driven through an npening
The
steam lorry enter ed by
the Creek
St.reet
7f t
.
6in.
wide.
En g
in
eering
Co
mpany
will
be
of
intere
st
as
working
2. Net
load to be. 5 tons, of which 3 t o n ~ must be with superheated
steam
; a good opportunity of
ca
r?ed
on the r ~ y
1ts
elf and 2 tons on a
t r a i l ~ r ;
these
te
st
ing the system
would
have
been afforded by
the
we1gbts are exclusive of fuel and water. all of
whiCh musb trials had the makers been able to get the
vehicle
be carried on the lorry. d T f · d
3.
Total platform
area.
nob to be less than
15
square I
ea Y· he
ollowing
IS
a
ascript
i
on of the lorry.
feet for eaoh ton
of
net load.
The
engine
and
b o
iler
are
phced in
fr
o
nt; the
-
•
•
7/17/2019 Engineering Vol 72 1901-12-06
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DEc. 6, 1901.]
•
former being of
the
vertical type, wi th three
single-acting cylinders. Power is conveyed to the
driving wheels first by a
Renold silent
chain, which
reduces the speed on
the
countershaft one-half,
whilst
an
equal reduction is effected qy
the
wheels
of the balance gear fitted on the countershaft.
Between the countershaft and the driving-wheels
there are two Renold roller chains, which effect a
final reduct ion of 3 to 1. There is no change gear
to this vehicle. The boiler is a semi-flash coil
generator, which
burns
ordinary petrol
eum
with a
vaporising burner. This is controlled by a special
device which regulates the temperature of the steam
by
proportioning
the
flame to
the amount
of water
entering the boiler whilst the water supply is
regulated by
the
steam pressure. Admission
and eduction of steam in the engine are effected by
equilibrium lift-valves. These are operated from
a countershaft by .cams, of which there are two sets
to each
cylinder-on
e for forward gear and one
for reverse mo t ion. The taper on
the
forward
gear is so cut
that
variable expansion can be
effected by a lateral movement. The hubs of the
wheels have
rubb
er incorporated
in
them, to
absorb shock or vibration.
Messrs. Foden and Sons' steam wagon, which,
if fired with coal or coke-though
it
can easily
be
arranged for liquid fuel-has a main platform
9 ft. 4 in. long by 6 ft. 4 in. wide. Below this is
a lower pla tform 9 ft. long by 2 ft. 9 in. wide
and
15 in. deep.
The
general arrangement may be
described as of
the
traction engine type. The
boiler is horizontal,
and
forms
the front part
of
the
framework, the sides of the frame being of channel
s t e ~ J
and these are tied
and
braced together.
The
engine is compound, and is placed on
the
top of
the boiler ; the cylinders are 4 in. and 6i in. in
diameter respectively ; but high-pressure steam can
be admitted direct to both cylinders if needed,
each of them having independent exhaust. Driv
ing is effected by a pair of spurwheels, which actuate
a cushioned compensating gear by two block-chains;
two speeds being given-8
to
1
and
20 to
1.
There
are two feed-pumps-one on the engine, and the
other an independent single-cylinder pump. The
load wheels
haYe
cast-steel
hubs
and double-dished
steel-plate sides, with a f-in. lapping plate.
The)
are shod with steel diagonals, 2
in
. by
t
in. The
car is on laminated springs, with horn-plateSJ and
sliding axleboxes.
The Milnes 5-ton war lorry is 21 ft. long by
6 ft. 6 in. wide. The frame is of channel steel,
and
the
platform space is 13 ft. 6 in.
by
6 ft.
The
wheel base is 12 ft. 9 in., and a
total
load of 6 tons
can be carried.
Th
e motor is a four-cylinder oil
engine, 3i in. (90 millimetres)
in
diameter by 4f in.
(120 millimetres) stroke. The engine is on the
Daimler principle throughout,
and
will
run at
about 750 revolutions per minute, to give about
25
brake horse-power. There is a float feed
governor, and a su rface-water cooler, with rotary
pump. There is i orced lubrication to all engine
bearings, and ignition is by a magneto-electric
device. Transmission is by a single friction cone.
Power is taken from the main longitudinal shaft
through th e differential gear
by
means of two
pinions engaging two internal gear-wheels fixed to
the hack road wheels. There are four changes of
speeds, the changes being provided by o
ne
lever on
the Cannstatt principle.
The Straker steam lorry is 18 ft. 6 in. long by
7
ft
. maximum width.
The
leading axle is mounted
on a central pivot, with anti-friction bearings
und
er
the boiler. This gives a three-point support, re
lieving
the
frame from transverse strain, besides
giving ease in steering. The body of the vehicle
is of wood, the area. being 48 ft. The wheel
base is 10 ft. 5 in .
Th
e leading wheels are
2 ft 9 in.
in
diameter by 5 in. wide. The back
wheels are 4ft. 6 in. in diameter, with 9-in. tyres.
The
engine is placed horizontally and is of the
compound typ e, having cylinders 4 in. and 7 in. by
7 in. stroke. The engine s reversible, the valve gear
being spe cially designed for linking up. At 400
revolutions th e power developed is ab o
ut
25 in
dicated horse-power. The boiler is of
the
water
t ube type, work ing at 200 lb. pressure. There are
70 ft. of heating surface and 2 ft. 2 in. of grate area.
There are two speed r
at
ios giving travelling speeds
of from two to eight miles
per
hour. counters
haft
carries a chain pinion driving direct to
the
back
axle, on which there is a locking device for the dif
ferential gear.
Th
e driving axle has radius rods to
keep
it
in proper posit.ion with the countershaft.
We shall
i l l u s t n
this lorry next week.
•
E N G I N E E R I N G.
The Thornycroft wagons are described on page 771
and illustrated on page 776, to which pages we
refer our readers. who are, however, well acquainted
with the
chief features of
these
wagons.
Th
e Wantaae motor lorry, which had n
ot
arrived
on Wednesday in time for inspection, has been
specially designed for rough n d s o f t r o a ~ s t h ~ w h ~ e l s
being of large diameter,
and
fitted w1th wide
mn
g
rings. The driving wheels are of steel, and revolve on
a fixed axle attached to the main frame by laminated
springs. Fordriving
them
therea.reflexible steel-wire
ropes attached to
the
wheel
bo
sses at one end, and to
an
arm connected with the main gear at the other
end.
In
this
way
the
gear shafts may have fixed
bearings.
Steering
is on the Ackermann principle,
through a screw
and
lever. The axleboxes are in
horn blocks, laminated springs being used. A two
cylinder engine is used. The boiler is of the loco
motive type pressed to 200
lb
, but has two barrels.
It
is carried under
the
main frame, and has a
large grate area. Fixed between
the
two barrels
is an inclined shoot through which coal is supplied
to the furnace. .A small
steel drum,
on which is
wound 100 yards of flexible steel-wire rope, is
fixed to the back end of the main frame. I t is
actuated hy the main engine
through
worm gearing.
The competing vehicles will be put to some
what severe tests between now and
the
21st inst.,
when the trials conclude. There are four routes laid
o u t ~
Route A roughly constitutes a triangle, about
30 miles on its three sides,
and
lying to
the
north
west of .Aldershot. Route D is another triangle,
of approximately
the
same
dimen
sions, to
the
south
west of Aldershot, taking in .Alton as its southerly
point
and Farnham near
the easterly apex.
Route
B covers another triangle, north-eas t of Aldershot,
with Bagshot on the north and Guildford on the
east. Route C is a fourth triangle, on the south
east of Aldershot. This has
Hindhead
as
an
extreme southerly point, and includes Farnham
and Godalming, crossing the H og's Back.
Those who know the precipitous nature of the
hills in this pi
ct
uresque
part
of
the
country will
easily understand the vehicles will have no holiday
task, especially if the weather should
turn
wet.
From December 16 to
21
is devoted to special speed
trials, man
oo
uvring e s ~ 3nd rough-country trials;
when, we believe, the vehicles will be asked to cross
ditches and banks, break through obstructions,
and, as one competitor put it,
to
go across country
like a weight-carrying
hunt
er, and do everything
but
jump stone walls. In subsequent issues we
hope to give some particulars of
the
most interesting
of these trials.
In concluding this preliminary notice, we would
like to say a word as to the excellent manner
in
which the arrangements have, so far, been carried
out
by
the Committee. The
programme
itself is an
admirable compilation,
and
is got
up in
so sub
stantial a manner that it will be. likely to last
through
the
campaign even under trying circum
stances of we
ather
. If these trials
had taken
place
four or five ye_rs ago, the South African War might
have worn a different complexion on many occasions.
THE
CYCLE SHOWS.
THE two annual cycle shows seem likely to be
come very
shortly
machinery and motor-car shows.
This year
the
value of cycles worked by muscular
power, exhibited at the Agricultural
Hall and the
Crystal Palace,
mu
st
bear
a very small proportion
to that of machine-driven vehicles.
Whether this
is a circumstance to be welcomed
or
regretted
depends on the point of view. . We, as engineers,
naturally rejoice in an extension of engineering
activity. To the mechanic a motor bicycle is a
thing of interest, for he can
appr
eciate
the
talent
needed to harmonise the opposing factors of its
design. But we can understand the feelings of an
athletic cyclist of the older kind, neither engineer
nor mechanical crank, who looks on
the
motor
bicycle as a puffing anxiety, fit only for men who
have neither back, lega, nor wind to take them up
a hill
by
the pedals.
Whichever view we take, there is no doubt that
the motor bicycle puts in to
the
shade all other
cycle
interests
at the present shows. Last
year
there
was a forecasting of this shadow by
the
exhibition of t en; this year we counted nearly 70
at
the
Stanley Show alone,
and
we should
judge
there was a like number at the National Show.
No
doubt the
boom is
on the
rising grade,
and
during
next
year motor bicycles will
be
made in
larger numbers than ever. Much as we admire
9
the
boldness of those who design an engine-driven
vehicle which will
not stand
upright of itself,
and
the ingenuity with which
the
details are worked
out,
we think it
doubtful
whether the motor cycle
will when
the
novelty has worn off
take
a firm ho
ld
of public favour. The convenience of a motor car
one can understand. I t is always ready-unless
out of
repair; it
will
carry t h r e ~
or fou; .people,
and will go at a great speed W i t h o ~ t trrmg
.
I t
is
true
it has been accused of bemg
' '
nOisy,
jaggerty, and smelly;" it also seems to stir up an
unusual
amount
of
dust
; but that, like
the
smell,
is
left
behind for
other
people. Still,
the
con
venient
qualities of
the
motor car outweigh
its
defects when
it s
made to fulfil a useful purpose
The same can be said
of the mot
or bicycle only
to
an
inappreciable degree. Probably quite a number
of man (we have
not yet
seen
the
female motor
bicyclist, but doubtless she
s
in process of evolu
tion) who purchase a motor bicycle one year will
be unlikely to buy another for the following
season. Both the motor car and the motor bicycle
are, however, doing a
gre
at and good work; they are
teaching quite
an important part
of
the
populat ion
to take
an
interest
in
mechanics. Everyone knows
that the
material success of any country is founded
• •
on engmeermg.
That
is
the
recreation aspect of
the
motor bicycle;
from the
point
of view of mechanical originality,
one
can
hardly admire
it
too much, although even
now there
are
signs of
improvement for
the
future . Designers seem
by
no means
se t
tled
where
to
put
the
motive machinery.
The
favourite
means of propulsion is by rear driving, the
motor
being placed
in the
frame,
and the
power being
transmitted
by
a twisted belt to a pulley rim on
the
spokes of the back wheel. The feet can be broug
ht
into play in the usual way to assist the engine. In
some cases, however,
the
engine platform is on
the
top of
the front
wheel. In such cases
the front
wheel is mechanically driven; whilst the feet can
actuate the rear wheel in the usual way. In other
cases
the
engine s
put
quite close to
the
ground,
doubtless for the sake of a low centre of
gravity-a feature of some importance with an
engine-
driven
vehicle. The centrifugal forces
set up in
rounding a corner are considerable,
and a cyclist on an ordinary machine almost uncon
sciously slows down to lessen them .
.An
engine
takes no
such instinctive measures,
and,
unless the
power be
shut
off in time,
the
machine may easily
come
to
grief.
With
a high ce
ntre
of gravity
the
rider has to lean inwards more
than
when the
weights are low and
this adds
to the chance of
side-s
lip;
and side-slip with a motor cycle must be
rather
a serious matter.
The motor bicycle made by
the
Singer
Cycle
Company, of Coventry, shown at
the
Crystal
P alace, is, perhaps, one of
the
most wonderful
of a wonderful class. The machine is like an
ordinary
r e a r - ~ r i
ving bicycle in general arrange
ment and outline; but the
back wheel, which
the same size as an ordinary back wheel instead
of being of
the
suspension type, has on ~ a c h side
eight
spokes formed out of a dished sheet of a
lumi
nium. Between t ~ e s e spokes, which
ar
e splayed
in
the usual manner, IS placed
the
who
le
of
the
motive
machinery
hat
is to say, an oil motor with
its
adjuncts of
carburetter,
magneto-electric ignition
gear, &c.
The
movements
are
controlled
by
one
lever c a r r i e ~ up to
the
handle-bar. In order to get
at
the machinery-a most necessary provision he
spokes of the wheel are
detached
from the rim to
which they are held
by
screws.
The
motors a
re
2 brake horse-power,
and
the bicycle is said to be
capable of ~ r a v ~ l l i n ~ at a speed which certainly
ought
to
brmg
Its r1der under the notice of
the
police;.
but t h ~
makers. disclaim any intention of
p r o ~ u m g a racmg machme aiming only at
' 'good
serviCea
bl
e r?ad ' ork, touring, hill-climbing, &c.
. a 200 mlles JOurney uphill
and
down at
an
average
o.f
16 .miles
per
hour. The total w ~ i g h t of
the machme IS 110 lb. The motor wheel s also
fitted to tricycles.
.A
somewhat remarkable motor bicycle, also
shown at the P ~ l a c e was
the
' '
Holden,"
made
by
t h ~ Motor Tract10n C
o.
mpany, of Kennington-road.
I t 1s a very long machtne, with a small back wheel
on
which
the
motor drives.
The front
wheel ha;
apparently crypto-gear,
or its
equivalent for
the
foot-pedalling. . The
m ~ t o r
is a four-cyl'inder in
ternal combust
10n engme
developing 3 horse
power. I t is placed horizontally beneath
the
frame of the
machine-or rather
forms a bottom
part of it, and is thus quite clos; to
the
ground,
7/17/2019 Engineering Vol 72 1901-12-06
http://slidepdf.com/reader/full/engineering-vol-72-1901-12-06 21/33
•
and runs at the comparatively moderate speed of
500 revolutions per minute. This motor, with
the
small wheel, enables direct driving to be effected, a
connecting rod going direct to a crank on the back
wheel, and, unlike any other for a similar purpose
with
which we are acquainted, is water-cooled; a fact
which accounts for
the
large tank equipment, which
gives the machine
its
characteristic appearance.
Elechric ignition is used.
A few tandem bicycles fitted with motors were
shown both at the g r i o u l t u ~ a l
Hall and the
Crystal
Palace.
The
combination does not appear to us a
very happy one. The risks run in tandem bicycle
riding are far greater
than
those experienced with
single machines. For that reason tandems are
more suitable to young
and
active
per
sons who
should be able to do their own pedalling. With a
motor on a bicycle
the
chance of serious accident
is increased,
and
for that reason alone we would
prefer two single motor bicycles to one tandem.
A point to notice about
the
motor bicycle is
the
reduction of price that taken place, one machine
being marked at 45l., or 55l. for a tandem. No
doubt
there is a large field for econon1ies in the
n1 n u f c t u r e of these machines and their motors i
everythin g were standardi.sed,
and
very large num
bers were produced, by
the
best appliances and
with automatic tools specially designed. Un
forhunately, fashion is capricious,
and
a large
factory might be
started
at great cost to find
the
demand for motor bicycles had disappeared.
We
noticed also that there is a considerable re
duction
in the
price of
ordinary
bicycles, even
amongst some of
the
most fashionable makers.
No
doubt bicycles are generally absurdly dear,
considering the labour
and
material expended on
them. The makers complain that
the
agents have
the
whip hand,
and
take by far the larger share o£
the
profits. If that is so, the makers have only
themselves to blame, for a private buyer can
generally make
better
terms with
the
agent
than
with
the
maker. The middle-man
in
any trade
performs a useful function so long as he does not
demand an excessive sum for his services; but
when he becomes an excrescence on a trade-as
he has, according to some makers
in
the cycle
trade- it is time manufacturers combined to sup
press him. Unfortunately, many of the cycle-making
companies are suffering from the after-blight of
the
cycle boom of a few years back, and are so over
capitlllised that they think they must put on a large
pr
ofit
to
pay
any
divia
end
at
all. Of course,
the
view is opposed to sound business principles but
sound business principles have had very little to do
with a large part of the cycle trade.
The novelties
in
bicycles proper were extreme
ly
rare. Bevel-gear drives do not seem to be sweep
ina the
chain
and
sprocket-wheel out of the market,
as was at one time foretold; though those makers
who took up
the
cha.inless bicycle appear to
adhere to
their
former conviction, but generally
6ffer an alternative of ordinary transmission gear.
In thi s connection one notices
the
absence of im
posing shows by t h ~ ~ m e r ~ c a n firms. At o?e time
it seemed as if British biCycles were des tined to
take the
proverbial
'' b9.
ck seat. ·
At
the
Sta.nley Show the Birtwistle Hydraulic
Jointing
Syndicate, of Worsley-street, Manchester,
showed a number of bicycles,
the
frames of which
are
built
up without b ~ a z i n g
the
t u b e - f o r m ~ g
members being expanded Into
the
lugs
by
hydraulic
pressure.
We
described
and
illustrated this method
of constructing frames in our issue of August 10,
1900,
and
are glad to hear it is m k i ~ g h e a ~ w a y .
Ce
rt11.inly
in a delicate steel structure,
hke
a biCycle
frame resource should not be had to brazing if any
other 'method of jointing can be used w i t ~ s u c ? e ~ s
The Humber Con1p
any have a mechanical JOmt
which enables
the
frame to be taken to pieces and
the
parts
packed
in
a box for t r a n ~ p o r . t .
Spring frames appear to be comtng 1nto vogue to
a certain extent. In some cases
the
arrangement
takes the form of spir l ~ p r i n g s in the t u ~ e s of the
frame ; these being
cut and
telescoped Into each
other.
The F l
exor spring frame, shown by
the
Crypto Company, is a more highly-developed
arrangement. Here the back forks are ab3ent,
but a
short
laminated spring extends forward from
beneath the bottom bracket
and
is c o n n e ? t ~ d by a
tie
-
rod to
the
point
where
the top bar
JOns
the
head. The front forks are jointed
the
front
wheel
hub by
two h ~ r t links, wh10h are h ~ l d
in
position
by
spiral springs. No doubt anything
that oan be done to prevent vibration will be a
1reat boon to oyolists, for
the
constant jar, even
E N G I N E E R I N G.
with pneumatic tyres, is
the
most distressing,
if not tiring, feature
in
cycle-riding. Whether
an efficient spring frame causes a loss of power,
especially when going up hill, as some main
tain, is a matter that experiment, or experience,
must decide. Some m ~ k e r s go
o u ~
of their way
to obtain rigidity ; one firm, exhibiting a lady's
bicycle, have trussed the drop-frame, thus forming
what is really an inverted and somewhat distorted
king-
post truss. This frame was supported at
each end where the wheel axles would come,
and
had ton suspended from the middle at
the
bottom
bracket.
I t
was a remarkable example of
the
strength of light steel structures.
Two auxiliary devices attracted our attention.
One was at
the
Crystal Palace, and is said to have
been instrumental
in
making a number of records ;
indeed, it has twenty-three times beaten the "world's
road records unpaced, and, as
the
advertisement
states, not
by
fractions, but by large margins.
I t
is
known as
the
"Bricknell auxiliary hand gear." The
handle-
bar
is made to pivot at the head, so that
the handles can be moved up and down
in
a vertical
plane with a reciprocal action. A long light con
necting-rod is attached to
the
handle-
bar
at one
side, and at its lower end it is attached to the
pin
of a disc crank,- which has bevel teeth on its peri
phery,
and
thus forms the driving wheel of a pair
of bevel-gear wheels ;
the
other, or driven wheel,
being attached to
the hub
of the front wheel.
Both wheels are
thus
driven and
the
arms
get
exercised without being rigidly held all
the
time
- -as well as
the
legs.
How
far
the
pumping
action of the handle-bar would affect
the
steering
one c ~ n n o t say without trying the machine. The
motion must be continued, whether any work is
done
by it
or not.
The other auxiliary device was shown at the
Stanley Show,
and
was on
the
Gibbs Auxiliary
Power Cycle Company's stand. A number of
short tubes are placed
in
the frame where
the
luggage-carrier usually goes. These are connected
to a long pump, which is worked from the hind
wheel, and forces
air
into
the
tubes. That is the
action when
the
machine is running down hill, or
i the rider has superfluous energy to let off on the
level, for
the
working of the pump naturally acts
as a brake. When, however, a hill has to be
mounted,
the
pump is turned into an air engine,
helping to turn the driving wheel. The reversion
is done by the rider from the saddle.
A prominent exhibit
at
the
Stanley Show was
that of the Paradox Variable Gear Company, of
Lincoln. This firm showed a giant model of Wana
borough multi-speed gear.
I t
consists of an ex
panding sprocket wheel, in which the rim can be
expanded and
the
diameter of the wheel increased.
The teeth remain at the same pitch, and there is
therefore an idle or toothless section
in
the wheel.
The arrangement is difficult to · describe without
illustrations, but the effect is that the gear can be
changed to any degree within
the
compass of ex
pansion of
the
wheel. A small jockey pulley takes
up any slack chain.
The motor-cars, or locomobiles, of various de
scriptions exhibited at both shows are an important
and interesting display. We do not propose deal
ing with them at
present;
partly because we have
already described and illustrated some of the most
important;
and largely because a show is a very
bad place to get information. These shows are
really bazaars or markets ; and anyone coming
without cash
in
his pocket to spend, and asking only
for instruction, is apt to be looked on as a nuisance
by the attendants who, we believe, receive corn
mission based on
the
amount of business done, and
not on the amount of instruction imparted to th e
public.
A general observation, however, revealed the
fact that motor-car building is an advancing arh.
Designers do not now so much limit themselves
to taking a type of horse carriage and putting an
engine
in
front, underneath, or behind. Some
of t he cars were luxuriously fitted, the seats being
designed for comfort. The half round seat with a
corner back is a great improvement, enabling th e
traveller to move his legs and get a greater range
of position. The arrangements for fitting hoods
and tops to open oars appeared also to be well
thought out.
By
far
the
greater
part
were propelled.
b:y
oil
engines of more or less well-known descriptwns.
The steam four-wheeled dog-carts of the American
type, shown on two stands at
the
Crystal Palace,
were, however, notable exceptions, The boiler in
•
•
[DEc.
6
go
r
one case was shown separate. It is a vertical fire.
tube boiler,
the
shell being of steel and solid rolled.
There are 350
·i n
. copper tubes. The engines
have two cylinders 2-l in.
in
diameter by 3t in.
stroke,
and
give 5 horse-power. Stea m is con·
densed by an air condenser.
THE
LATE MR. WALTER ROBERT
KINIPPLE.
BY the death of Mr. Waiter Robert Kinipple,
which we briefly announced with much regret last
week,
there
has passed away
an
engineer who
by
his original work,
in
connection principally with
harbours and breakwaters , has materially assisted
towards the great advance of the maritime in
terests of the United Kingdom and of some of
her Colonies. For quite half a century he devoted
the
whole of his time to such work, retiring
from active duties only some six years ago;
but even so, he did not altogether dissever him
self from his profession, having since visited Egypt
and Canada to give the Government authorities of
both countries advice as to harbour works.
He
continued in satisfactory health up till a fortnight
ago, when he had a paralytic seizure, and although
he lingered on for a week, he never regained con
sciousness, and died on Novemher 25, at his
residence
in
Hove,
in
the seventieth year of his
age.
Mr.
Kinipple was of Danish stock one of his
ancestors, for instance, constructed, more than 150
years ago, a bascule bridge over
the
harbour
at
Copenhagen, which is still known as the Knippel
Bridge. His father was a shipbuilder at Limehouse,
where the subject of our memoir was born on July
31, 1832.
He
served a pupilageof sevenyears with
the
late Mr. J. B. Redman, who had been chiefassistant
for a long time with the late Mr. James Walker.
Parentage and training thus inclinedyoung Kinipple
in the
direction of maritime work. Following upon
his apprenticeship he served for five years as an
assistant to
Mr.
Redman, being engaged principally
at Gravesend and Greenwich piers, Mowlem and
Oo.
's wharf, and at
the
tidal docks at Greenwich.
He
commenced business on his own account
in
1858, and the reconstructing of old docks and
the
building of new graving docks and wharves in
the
Thames formed a large proportion of the work he
undertook
in
these early years ; while at the same
time he was occupied on various railway works.
The
graving docks of those days were almost en
tirely constructed of timber, and
Mr
. Kinipple was
largely engaged
in
their reconstruction, often with
concrete. Amongst those so rebuilt may be men
tioned .the docks known as Bull's Head, the King
and Queen, Tyndall's, and the Prince's, while one
of the new docks made by him was that of Lime
kiln, which was then the largest private dock con
structed. Other works with which he was concerned
were Dowson's, Lavender, North Woolwich, Horse
ferry, and tho Limehouse Docks.
Mr. Kinipple took
part in
several competitions
in connection with
the
design of public works, and
amongst those in which he was successful n secur
ing a prize may be mentioned the harbour works at
Greenock, Jersey, and Quebec. One result was
the commencement of his long and pleasant associa
tion with the Greenock Harbour Trustees, x t e n d ·
ing over more than
thirty
years.
He
was instructed
to carry out
the
new works, which included
the
construction of
the
Garvel graving
dock;
the
J ames
Watt
dock, one of the largest
in
Scotland ;
as well as the east and west tidal harbours, which
have an area of about 35 acres; and
in
connec
tion therewith he laid down channel-way lines,
strongly urging the adoption of fixed lines for
the navigable passage along the river at Green
ock. Such improvements of the channel were
subsequently carried out by the Clyde Light
house Trustees, when they were incorporated, and
their engineers. The relationship
in
connection
with the new Greenock works was so satisfactory
that Mr. Kinipple became consulting engineer for
the
harbour generally and
the
port, with all its
facilities, is largely
the
result of his great experi
ence. He reconstructed the Custom House quays,
completed Prince's Pier,
and
a large number of ware
houses, spending altogether something like a
million sterling. It was at Greenock
that
he
first introduced his caisson
and
travelling bridge,
the main feature of which is that,
in
addition
to shutting
in
or out the water from the
dock, it serves the purpose of a swing bridge
for r o ~ d way and railway traffic ;
the
deck, by
•
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Drc.
6
1901.]
-
parallel m
ot
ion, fo
ldin
g down
automat
ically, so
that
t
he
caisson
with
its deck can be
drawn
into
a
recess witho
ut in
any way
encumb
erin g
the
quay.
As the
space
at
seve
ral
of
the Gr
eenock
docks wa3
limit
ed ,
the
advantage of
the ar r
ange
ment
was at once appreciated. Two of
the
caissons
at
Greenock close openings each 75 ft. wide, the
depth
below quay-level
being 40ft.
At t
he
West
H a
rb
our, again, the
sa
me
principle
wa s utilised for a
travelling bridge, with a
span
103 ft. long.
The
s
ite
being limited,
pr
ec
lud
ed
the adopt
ion of
the
ordi
nary
swing-bridge, while the
nature
of
the sub
st
rata
would
have
made founda-
tions for such a struc-
ture
very expensive.
Mr.
Kinipple
construc ted
hi
s
foundations
somewhat in-
geniously.
He dr
ove a
numher of bearing piles,
and
float
ed
on t
he
t
op
of
them
a
timber
grid, which
was
fi
xed
in
position in
about
18 ft. of water.
Owin g
to
the
displace
ment
or air c
hamb
ers
in the
bridge
structur
e,
the
weig
ht on the
grid or plat
fo
rm
was gr
ea t
ly mini
mised, and
at the
same
time
the pa
ssage of t idal
water
in t
o a
nd out
of t
he
harbour was not ob
structed,
while
th
e
ra i
sin g
and lowering deck
enabled
the
brid
ge
to
be quicklyre
cessed or
brought
n
o
posi
tion
o ~ s the
opening.
The
cost was only
about
o
ne-third
of thatof a swing
bridge,
and the re
s
ult
of
s
ixteen
yea
rs
' experience
has proved most satisfac
tory.* As the Green
ock
works largely occupied
Mr. Kinipple 's time, he
took
into partner
s
hip
Mr.
William Morris, M.
In st
.
C.E .,
to attend to
West
min
ste
r a
nd
ot
her
busi
ness,
and
the
relationship
continued
until the death
0f Mr. Morris,
in
1886.
•
•
•
•
• •
E N G I N E E R I N G.
I
proce
ss
which he
him
se
lf
called
grouti
ng
in
water. As far back as 1855
he
began
to take
con
sider
ab
le in te
re
st in
the
u
se
of
Portland cement
,
a
nd
i
ts
possibilit ies
in n ~ e c t i o n
'
ith
the
COJ ?
Struc
tion of sea works ;
and ht
s
attention
was
dtrected
principally
to the
advantages which
it
possessed for
c
uttin
g off
run
s of w
ater r n e a ~ h
wo
rks, a?d
for
stopp
ing leaks, &c. He
app
hed
p r ~ o
cip
le
in many cases; one of
the
earh
est
In
ta.nces
be
ing,
about
1860, for
stop
ping leakage
in
a cofferdam
by
forcing n
eat Portland
ceme
nt
grou ti ng between t
he joint
s of
the
sh
eet
piling,
-
•
•
•
•
•
•
•
•
• •
•
•
•
•
•
•
•
•
clay a
nd
loose material, right down to the under
lying
solid
granite
rock, .
and
~ h e ~ enclo
se
d suc
cessive
areas
of foundatiOn
within
bags of con
crete, filling
in
the
interior
with
r u b ~ l e
sto
ne and
s
hin
gle, accurately levelled. Into
this l o ~ s e mass
of
material neat
P o
rtland cem
e
nt grouting was
pas
s
ed
down from
above th
e water-level,
t h ~ o u g h
ir
on
tubes,
to
the bottom
of
the r u . b b l ~
and h i n ~ l e
fr
om whence
it
percolated,
re
sulting
m . t h ~ entue
loose
ma
ss becoming practically
m o ~ o l ~ t h w On
this
was fo
unded the
main work, consiBt
mg.
of
~ o n -
creta bl
ocks, which upon
all
sides had proJectiOns
a
nd
recesses, a
nd thus
a
•
•
•
•
•
•
•
•
system
of d
oveta
iling was
fo
rm
ed ;
the joints were
s
topped or caulked with
o
akum
or canvas
by divers
,
after
which the
joints
were
run with Portland cement,
and the bl
o
cks thus
ce
mented
together and,
similarly
cemented to
the
grouted
mass of the
fo
undati
o
n,
became tho
roughly united. This we
have said
was
the
first ex
tensive
applic
ation
of t
he
ceme
nt
grouting
to
the
const
ructi
on of
greater
water
works,
and it
has
sin
ce
been
carried out at
seve
ral
places
with marked
success.*
Other
public
bodies for
which
Mr. Kinipple
car
ried
out
works, or by
which
he
was
consulted n
connec
tion with
work
s,
were
:
th
e Aberdeen H a
rbour
Trustee
s,
Girvan Harbour
Tru
stees,
Llanelly autho
r i t ies
for
the
Bury
Estuary Work
s, P oo
le
Harbour Trustee
s,
the
Yarmouth Town Council,
the Newfoundland autho
rities in connection with
the
laying
of 100 miles of
railway,
and several other
bodies.
In
1891
Mr.
Wil
liam
J
affrey, M.
Inst.
C
.E.,
who
had been for
many years
chief ass
istant,
became a
partner,
and
was associated
with
Mr.
Kinipple
in
his later
works.
Mr. Kinipple
re
tired in
Septem
her,
1896,
le
avi
ng his partner to
con
tinue
the work
in
hand;
but
he
still found
occu
pa
tion for
his
active
me
ntal
energy, first
in
vi
si t
ing Egypt
to
advise
the
Government
there
wi lh
re
s
pect to
the
leaks
Another
competition
in
which Mr.
Kinipple
was
successful was that for
plans for
the
Quebec
Harbour Works; and
as
a res
ult he
was subse
quently
se
lected by the
Board t
here
to
carry
o
ut
t he works, which consi
st e
d
of a wet dock, a graving
dock,
and
a tidal
harb
o
ur.
P e
rhap
s
the
c
hi
ef
depar
ture
from existing prac
tice made
in this
con
nection
wa
s
the
crib-work
construction
adopted
in
the
wet dock
and
tidal
harb
o
ur
;
but
as a
paper
F1
·om, P hotog1·aph y .Mes
s1 s.
aull
and
r ox.
in the foundations
of
the
Shu
bra barrage,
which
wer
e
stopped by means
of
b t o c k r ~ u n m i n g with clay
an
l
grouting
with
cement,
n this subj ect was read
to the Institution
of Civil
E
ng
ineers
by Mr
.
V
ood
ford
Pilkingt
on,
it
is
not
necessary
to enlar
ge
up
on
the
subject he
re
.t Mr. ·
Kinipple
was also en
gaged by
the
Provincial,
Dominion,
and Imperi
al
Governmenta
to construct
a graving dock at Esqui- ·
malt,
in British
Colum- · ·
•
•
bie.,
to aocommoda
te war
· .
• •
vessels.
Th i
s dock, built of concrete, faced
with wher
e
th
e leakage was mos t
pronoun
ced, wi th
the
limestone, is
one
of
the
mosb substantial
on the
resulb that
it
was e
ff
ectually
stopped.
Another
Pacific Coast,
and
has
been
largely
used
since
it
successful
instance
was in
stoppin
g
le
_
ks
in
the
was completed,
about sixteen years
ago. old graving dock
at
Greenock
but
the
fir
st,
a
nd
Perhaps,
however,
the
work by which Mr. Kinipple
still
one of
th
e most
ex t
ensive
applicati
ons of th is
is
best
known and will be lon
gest
held
in repute
is practice, wa s
in
t
he
exe
cuti
on of
the
bre
akwater at
that
associated
with
the
solidification of fo
und
a-
Jersey,
where Mr.
Kinipple
was called
in
by t
he
tions for
breakwaters
and
harbour
works
by the
St
a
te
auth
o
ri
t ies
to
extend the
St
.
Heli
ers
break-
*
The Ha
rb
our Works
at
Greenock were described
in
water,
and to
cons
truct
the new Victoria
la
nding
the Proceedings of the Institution
of
Civil Engineers stage,
North
Quay, &c.,
the work
s costing
about
vol. oxxx.
page
276.
. '
100,000l.
In
forming
the
foundation for
the
t See Institution Proceedings, vol. oxxxix., page 286.
. breakwater,
he excavated through t he
sand,
,
w
bile in
1899
he went to
Canada to advise
as
to
the
large graving dock at St.
J o
hn
's ,
New Brun
swick.
Mr. Kinipp
e was of an
inventive turn
of
mind,
and
introduced many
im
provements,
not
only in
harb
o
ur
works,
but n
mechanical
appliances
·.
We have already
referred
, to
hi
s
syste
.m of caisso
n.
f equal
importa11ce were
the improvements
which
he
effected
in dredger
s.
He
designed
the system
of
stern
we
ll
for
hopper dredgers,
which
obviated
the
divided bow formerly
in
u
se
-
it was
not
only
a
source of
inc
onvenience,
but an
obstacle
to
econo
mical
spee
d. Th e h
oppe
r ladder
worked
in
the
well
at the
s
tern,
and
anumberof
vessels
were constructed
to this des
ign
;
indeed, it may almost be said
to
be
universal now.
He
also
introduced
a
form
of
bucket constructed
of
interchangeable
parts. Thus,
,*
See
EN
G
NEERIN
G vol.
1.
pages
437 515 616
and
772.
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one. part
formed
a back,
being
really parh of the
chain ; ~ h e .body
slipped
over. a
projecting
lip or
two
proJecting
horns,
and was
secured
to the back
by a couple of bolts; the lip,
wh
e
re
the wear is
gt:ea.test, was
made
separate and
could
thus be
removed and
replaced
in
a few minutes.
The
advantage
of this
arrangement
is obvious.
Another
of
his inventions had
reference to
the
application
of g a ~ for motive power, but space
prohibits our
r e f ~ r n n g further to
the
evidences of an ingenuity
whiCh
those
who
were
associated
with
Mr .
Kinipple
very
soot?- ~ e c o g n i s e d and highly appreciated .
Mr. Kinipple
became a
member
of the
In stitution
of Civil
Engineers
in 1865, but
did
not
take
any pronounced
part
either in this
or
in other
public bodies.
His
political
creed
may almo
st
be
defined by the well-known combination ' ' Church
and State ; but, after all, his whole
mind
was
absorbed
in his
profession, the
only
rival being
his
love of domestic life; and the
family-a
son, who
is a barrister, and lwo d9.ughters-have, in their
bereavement, the
sympathy
of a wide circle of
profession'.' 1 friends.
-
NOTES.
THE INSTITUTION
OF NAVAL
ARCHiTECTS.
TaE vo
lume
of the Tnvnsactions
of
the nstitution
of Naval A rch1 teots jo1· 1901, which has
ju
st been
issued, is a
more bulky book
than
almost
any of
its predecessors.
This
is
partly
owing to the
Glasgow
autumn
meeting,
and
also
to the
large
number
of
plates that
accompanied the
paper
on
United
~ t a t e s
War Vessels,"
read
by Professor
Biles
at
the spring
meeting.
An
excellent
portrait
of
Mr.
George Holmes forms the frontispiece to
the volume, and will be much appreciated by
all memhers.
Mr. Holmes
was secretary
to
the
Institution from the
year
1878 until
he retired
in
the
spring of this year, to take up
an
important
positi
O'
n
in Ireland under
Government.
To
the admirable qualities of
its
late secretary the
Institution
owes
its present
prosperous condition
in
an
exceptional degree.
The present
secretary,
Mr. R.
W.
Dana, is
to be congratulated on the
prompt
appearance of
the
volume, more especially
when
it is remembered the large
amount
of addi
tional
work that has been
thrown
on the exf'cutive
•
this
year. Not only was
there the
Glasgow Meet-
ing
of the
Institution, but
practically a
further
me
eting was held by the Institution, which under
took the
management of
the
Marine Section
at
the
Glasgow
Engineering
Congress.
In
addition
to
this, there have been
recently
appointed se"'eral
special committees of the
Institution in
connection
with investigations of a professional character,
·of which
that
appointed
to arrange for
the
estab
lishment
of an experimental tank is one of the
chief. It
is
to be hoped that
this
suggestion
will
be
successfully carried out.
Our
shipyards
and
marine
engine works
are
still
the
strong
holds of our
industrial
power ; but we
cannot
hope
we shall
here
escape foreign ass
ault
any more
than
in
other branches of
trade.
I t behoves us there
fore to
make every
effort to
keep
the lead we hold ;
and
nowhere
is
the
duty
more
incumbent than on the
Institution of Naval Architects. It is sincerely to
be
hoped that
m e ~ b e r s
will see that .
the -p
ublic
experimental
tank IS
carried
to a successful IEsue.
-
THE
ABMORL
EL E
CT RO-CAPILLARY RELAY.
The daily press has
recently c o n ~ i n ~ d i c e ~
of
a.
system
of wireless telegraphy wh1 ch 1s now being
developed
by
Messrs. J.
Armstrong and _Co
., of
Moorgate
Station
Chambers, E. C. P en
dmg
the
completion of for eign
patents,
the company
are
not
yet
prepared to
furnish full
p ~ r t i c u l a r s
of
their system
and
of the tr ansmit ter used ;
but
we
l e a r ~ that the
transmission
is
effected
by earth
currents.
Two
steel ~ o d s
c o n n e c t e ~
to
the #
erminals
of the transmnter
are
dnven
into
the ground.
Lines
of
flow
of
current
pro
ceed from
one
rod
to
the
other,
and these
lines
of flow exte
nd,
at
least
theoretically, to
an
indefinite distance.
It
is claimed that
by
employ
ing suitable currents,
a.I. d
by
using a sufficiently
delicate recE'iver these currents can
be
detected
and
used for telegraphy at a distance of some
m i ~ e s
from the
transmitting station
. The company cla1m
that
with transmitter terminals
at
10 ft.
apart,
and the receiver
terminals
at a similar distance,
telegraphy
is easily effected over a distance one
mile; andwith
a
greater
space
betw
een the terminals,
much
greater
distances cal -
be
_ over?d.
~ h e
relay
the receiving instrument IS highly mgen10us, and Is
E N G I NE E R I N G.
illustrated
diagrammatically
in the annexed
figure.
In
this A represents a syphon, of which the shorter
leg dips
into
a reservoir of mercury
D, and its lon11er
leg
into
a small tank of acidulated wat
er
E.
At
the
point
where
it enters this tank
the
bore
of
the
syphon is so constricted
that
the capillary repulsion
prevents
the mercur y flowing out
under
the
head
available.
If,
however, a
current
is passed
through
the mercury frmn
B on to
the tank E,
and out
at C, the mercury, as in
Lipmann's
electroscope,
tends to
follow the
current, and
as a consequence
droplets commence
to
flow out
in to
the acid
tank,
and add
themselves
to the drop
of mercury shown
at
F. This
drop of mercury
rests
immediately over
a small hole, as shown, this hole bei
ng
in
turn
so
small that the
head
of mercury above is just in
sufficient
to
produce flow.
The
additipn of more
mercury to the
little
mass above the hole upsets
this
equilibrium, however,
and
for every droplet
adding itself to
this
mass from
the
s
yph
on
another
droplet escapes from the hole below.
In
fallin g,
this
dropl
et
closes
the
gap G
in
a relay circuit,
and thus
operates
the
relay. I t will
be
seen
that
this
electro-capillary relay, as it has been
termed, is practically
non
- inductive,
and its
patentee
s are therefore sanguine that it will find
applications to etherial telegraphy as well as
to their
own system.
The
arrangement shown at
H is
intended to
preserve constant the level of
mercury in
D,
and
is,
in
fact, a modification of
the
well-known " chicken
11
water
tank.
If
the
level
of
water
falls, air
enters
through the side
tube
shown,
and
allows a supply of mercury to flow
into
D
from H
until the
opening to
the
fide
tube
is
again closed
by
the rise of the surface level.
THE
FALL IN CoPPER.
Consumers of copper desiring to replenish their
stocks should watch the
market
carefully just now.
At
the time
of writing,
the
price of g. m. b.'s
and
' '
standard
" is
55l
5s. per ton, as ' compared with
64l
17s. 6d.
on
October 31, 72l. Os. a year ago,
and
57l. 10s. at the end of 1898, just before the
lights of
the St
andllrd Oil undertaking tu
rned their
attention to the
metal f
or
diversion
and
profit.
The
anomaly is that the visible supply is smaller than
it
has been for
quite
a
numb
er of years, being
only 20,570 tons, compa
red with
28,860 tons at
the
en
d of last y(ar. \Ye
cannot
profess to
kn
ow definitely what
are the
asp irations of
the
estimable gentlemen who have control of the
situation ;
but it
would
be quite
unsafe
to
eay
that
they
have come to
the end
of
their
resources.
This being
so, a better
e ~ p l a n a t i o n
has to
be
found
[DEc. 6, 190l.
for the heavy Eelling of
the past
few days than
the
one
which says
that
the Amalgamated Company
~ o l d s
more
met
al
than it
can carry. 'Ve should
hke to see the
end
of
this
persistent manipulation
of
the
copper market, which operates
to the
d
et
ri
ment of genuine industrial
enterprise
; but one
has sometimes to wait for the achievements of one's
desires,
and it
is not at all
certain
that
the
smash,
which is sooner or
later
inevitable, has actually come
about.
To
account for the selling, it is asserted
that the combine is endeavouring to fo.rce
the
hand
of
the
Calumet
and
Hecla, which has remained
doggedly neutral all through, and
that
it is en
couraging
bear
sales
in
order to
squeeze later.
Ordinarily, one would expect the Amalgamated to
support the market to
keep
prices
in the
neigh
bourhood of
its
ideal of 70l. per
ton;
instead
of which it appears to
be
actually helping along
the downward moveme
nt.
This is
the
sus
picious circumstance. Last week one house sold
4000 tons ; on Tuesday of this week 3700 tons
were thrown on
the market by
othera.
It
does
not
appear
that the sellers have, in
all
instances, held
the
copper, meaning that
they
are bear
s
operat
ing
in the
hope of buying later, for delivery
or
not,
as the case may be. at a lower price
than
that at
which
they
sold. Seeing that
the market
is quite
unable
to understand
the designs of
the
Amalga
mated Company, thoee who
are
selling copper
which
they
do
not
possess
are treating
themselves
to so
mething
more than a fair speculative risk.
I
he
e x i ~ t i n g stock of copper in
England
and
France
is
only 11,957
ton
s,
and
it
would
be
a simple
and
not very expensive
matter to bring about
a rise
much greater than the recent fall of rather over
10l. per
ton
- assuming always that
the
Americans
are not on the point of
busting
up
." Personally,
we do
not think they are in any
such desperate
st
raits ;
but it
is, nevertheless, conceivable that
the
combine may
be hard
driven.
The
men behind
it are
enormously wealthy,
but they must haYe
dropped several millions so far
in the
endeavour to
keep the market up, and their commitments in
other di rect
ions
are
also on a very large scale.
Altogether, as we have said,
the state
of
the
market deserves the m
ost
careful attention of
consumers, who should come to some
prompt
decision- based
on
the urgency of their
requir
e
ments-as to whether or not t is advisable for
them
to buy
at the
pre
se
nt
reasonably fair prices.
It is dangerous to prophecy ; but
there
certainly is
ground
for expecting
that if
a
ri
se of ·prices
takes
place,
it
will
be
a sudden, and probably a heavy,
one.
How
long it would last is
another
matter.
NOTES
FROM THE UNITED STATES.
PHILADELPHIA,
November
27.
THE heavier demand for all kinds of iron and steel
are creating rather acute conditions, and the proba
bility of higher prices in some lines is more probable
than a week ago. The most active product on the
list is ~ t r u c t u r a l material for both immediate and
deferred
d e l i v e r i e ~
Building operations have la
.terly
assumed very h.rge proportions, and railroad com
panies are putting very large quantities of material
into bridge-work, as well as in terminal facilities
and stations. The mills are far over-sold, and capa
city in
most
of them is being enlarged. Pr ices of
pig iron have been advanced .50 dol. per ton
at Southern furnaces, and from .50 dol. to .
7
dol.
at some Nort hern furnaces. In connection
wi
tih
pig-iron production,
it
may be interesting to men
tion the fact that stack No. 3 of
the Car1
ie group
of the Carnegie steel furna
ce
s a.t Rankin reacbed the
point of 790 tons of iron in
24
hours. This group of
furnaces consists of four. Two weeks ago this stack
produced 740 tons in one day. One
of
the
u q u e ~ n e
stacks reached
753
tons, and
the
800-ton limit may
be
reached any day. The Sharon Steel Company has
just
awarded the contract for the equipment of its great
pipe mill at Sharon. The Jessop Steel Company, of
Washington, Pd.., has
just
been chartered. The
are in process of construction. Four of
the
incor
porators are Wm. Jessop, Sydney Jeasop, Robertson,
and Herbert Hughes, all of Sheffield, England.
The new steel
co
mpany, which has been talked
about for some time, is moving towards comple·
tion, and is now said to be an assured fact. The
new company will, it is stated, include practi
cally all of
the
big independent
co
mpanies
in the
United States with two or three exceptions. The
new company will
pur
sue
the
policy of its pre·
decessor,
the
United States Steel Corporation, and
will control its ore and coal supplies and all inter·
mediate processes. I t is thought that the Ten·
Iiessee Coal and Iron Company will be included.
It
will possess large coal properties in West Virginia,
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D Ec' . 6, 1go 1.
J
which the Baltimore
and
Ohio Railroad
and
the
Pennsylvania.
Railroad
have been trying to obtain. A
me
et
ing is
being
held to-day in Pittsburgh, and stee
l
man ufact urers from
Cleveland,
Youngstown, Wheel
ing, and other points
are
pr
esent. No la rge
orders
have be
en
placed for stee
l
rails
for a.
week,
but the
mills
are
loaded up with
bu
sine ss
as
far
as their
owners
care.
. Quite a st ir h
as
.
re
ce
ntly b e ~ n
made
in tinplate
C i r ~ l e s over the_ Allis-.Andrew tmplate process, wi th
w h 1 0 ~ the Amencan ~ t e
Co
mpany is now experi
mentlOg.
The advantage
1s, so far
as
the claim goes,
and
whioh
preliminary
tests have
made
good, that the
present
heatin
g
and rolling
capacity
can be more than
doubl
e
d,
to the sav
ing
from
that
source
of 6
dol
s. a
ton
.
The pa
cks are reduced to 31 gauge at one heat in five
pasRes,_ and without any opening
or
doubling in the
opera.t1on.
There are
other improvements
whi
ch
make a
still
further reduction. The
pro
cess has b ~ : ; e n
witnessed by
.Mr. H. Herbert
Andrew,
of Sheffield ,
Eng land,
and
who sailed last Saturday
with
the
inten
tion of taking furth
er
in te rest in it.
The general
si t
ua
t ion
of
the
iron
trade is
extremely
s a t i s f a
o ~ y , and the capacity
will
be strained
through
out
the
wm ter to meet the c
ur r
ent requirements. The
r a i l ~ o ~ d
companies
are only biding their time to place
addlt,lo?al
o : d e r ~
for.
rolhng
stock, and the
require
ments m
_t
h1s
d1rect10n a:e
beyond anything li k
e
an
exa ct est1mate.
The
ra1lroad
companies are
over
w h e l m
w i t ~
traffic,
a n ~ to al l
_ ppearances the
pr
es
su r
e
wlll contmue for an mdefimte period.
MOMENT OF RESISTANCE.
To
THE EDITOR
OF ENGINEERING.
Sm,
-Y o
ur correspondent, Mr. A. Symons, must have
taken
the
formula R = from one of two section books
e
publis?ed recently by well-known makers of steel girders,
m whtch
they
g1ve
Mornents
of
Resistcvnce in square
inches ?
where, obviously,
Modulus
of
Section
is in
tended.
f w r ~ t e r s
of text-books would.a.dopt
a. ~ m m o n system
of lebtermg,
there
would be no dtfficulby
1n
solving these
simple bea.m problems.
Let
M
=
bending moment.
R = moment of resistance.
I = moment of inertia.
f = stress on extreme fibres.
y
=
distance between
neutral
axis
a.nd
extreme
fibres (on which
the
stress is f).
z = modulus of the section.
l\I = R = f I.
I
y
,.
-
'
-
.
then :M = R = f z.
I am, Sir, yours fa.itbfully,
HAROLU H .
BR
OOGH'l'ON.
Technical College, Huddersfield, November 29, 1901.
To THE
EDITOR m· ENGINEERING.
Sm,-With reference to Mr.
Di
ogo A.
Symons'c:J letter
re Moment of Resistance." I should very much like to
know in
what
text-books M
{be
nding moment) is given
as equal to I .
e
I am fairly familiar with the
majority
of modern text
b ~ o k s ,
b ~ b have never come across tlhis obviously absurd
m l S ~ a k e m any of them, a.nd I should like to be warned
aga.m
sbever recommending
any
in which it does cccur.
With
regard to the expression , this is usually called
e
the
modulus of the section in text-books, the term
moment of resistance " being used for k only.
e
This, however, is
purely
a.
matter
of custom, for in the
Catalogue of Steel Sections, issued by Meesrs. Dorman,
Long,
and
Co., of Middlesbrough,
the
expression is
e
o ~ e d the .
m
omenbof resistance " tbroughou b,
and
thab
bemg S?, 1t would n<?b be a. matter of surprise if this
express10n
w e ~ e
used
m
the sa.me e e ~ s e in a text-I:>ook.
I hold no
bnef
from text-book wnters,
but
I
thmk
tba.t
th
e
letter
and footnote to
gether
is distinctly rough on
these gentlemen, who
a.re,
on
the
whole, much more
caref';ll about the accuracy of their la.ngua.ge tba.n
are
the
praot1oa.l men
among whom I hav e worked.
Yours
faithfully,
HERBERT
A.
GaRRA'IT, Assoo. M.
Inst.
C.E.
Norther
n Polytechnic
Institute,
Holloway, London,
N.
N o v e m b ~ r
30,
1901.
P .S By-the-bye, talking of
text
-books, why don't
some lf
y_our
co
rr
espondents read.
Mr. Worthington'
s
~ b a . r m m g
httle
book, "
The
Dynamtos of Rotation "
? t
~ e x t r e m e l y lucid, a.nd would save them a.nd you much
1nk
and
paper.
To THE EDITOR
oF
ENGINEERING.
S I R , - R ~ f e r r i _ n g to letter
from
Mr.
Symons on
the
above subJeCt m your tssue for
this
week the f
or
mula.
firat stated by him, viz : '
M=.R= k_ I
e
is, of cour5e, the oorreob one.
The
second, viz., . is
e
generapy k n o ~ n the modulus of section, a.nd is usually
oa.lled Z. Th1s wtll be seen on referring to such standard
E N G I N E E R I N G.
works as Machine Design,"
by
Professor
Unw
in,
or
" Graphic Static
s/'
by S1r G. S. Clarke.
The
first
formula. gives
the
resulb
in terms
of
weight
or force
into
lin
ear measurement, k tisually written
f
varying
according to the material used.
The second formula. gives the result in terms of a.n area.
in t
o
linear
measurement. This will
be
seen on r eferring
to Fig.
1,
which shows a. beam of cantilever of recta
ngular
cross-section of breadbh
b
and depth
d,.
The
equivalent
areas
are
shown ba.tohed,
and
since the cross-section in
this
case is symmetrical aboub the neu bral axis z
z
1
, each of
these equivalent areas will be a. triangle having a. base
= b;
and depth
= measured vertically from base
to
2
vertex.
The area
of each of
the
se
triang
les will
be
( .
b • =
;
and
the
distance between
their centres
2 4
of
gravity
will be X t = id .
Now the
modulus of section
will be
the
area
of one of
tbe3e
triangles into
the
distance
between their centres of gravity, consequently we have
z
~ a ,
i,d)
b d
2
-
6
The
ar£a3 of the triangles will be in square units, whilst
the distance between
thei
r
centres
of
gravity
will
be
ex
pressed in wt its, the value of Z will therefore
be
given in
wtits into square wnits, or simply wnits square units.
,(····
·-
b - - ~
•
F _ i p : ~
~ < · ·
b ···-
a ~ y
Engineers express t ~ i s in units cubed,
or
simply
(umts)3 bub, of courae, as Will be seen from the preceding,
the former method is the correct one.
Again, refe rring to Fig.
2,
which repeats the recta.ngular
cross-section of beam or cantilever, assume
an
elementa.ry
area. of b
readth
=
b_ depth
=
d, x ; and ab
a dista.nce
(x)
from the neutra.l
&X
IS z zl.
Then
the
moment
of inertia.
for this elementary area will be {x
2
b
d, x)
and
for the
whole cross·section.
Now
d
-
I :::
x
2
b d, x
cl
:l
rt
-
\
=
b
:t-2 d, X
d
--
>
-
- - + -
b
(
d
cl3)
:5
8
u
d3
Z=
b d3
2
X
e
12 a
-
u 2
-
6 •
which is the
~ ~ o m e result as
thab obtained from
Fig
1
If. we divide.
the
value of I by the area of t h ~
~ r o s e -
seotlOn, we obtain the square of the rad,ius of gyration, or
putting the radius of
gyration
=
p
we
get
p2=
.
; so
that
I = A
p
2
• A being
the
area. of section : an f here
fore I would
be
expressed
in terms
of an
area ilnto a linear
rncasu
rement squared, or 11imply wnits squared sq I.Wire units
¥any
e n g ~ n e e r s term I
as
units to the fourth power,
s1mply (umts)
4
;
but
from what precedes ib will
be
seen
the former method is the correct one. Applying
tb1s to t.he oa-se of the rectangular section, Figs. 1 a.nd 2
we obta1n '
bd3 1
p
- 12
.
-
bd
-
d l
•
- -
•
or
p
a
•
•
}. ,J3
.
In the case of the r
£obangular s e c t i
(Figs.
1
a.nd
2)
being symmetrical
about t h ~
neutra.l
a.XJS, t ~ e
values of
Z would be the same for tens10n
and
compress10n ; conse
quently
for a ma.terial which
has different
values of
(k)
the stress for these, the rec tangula.r section would not be
the most economical form under such circumstances. In
order
to
effect this, we should have-
Zc
/t
= Zc c ,
whe
re
z,
and
Zoa.re the r
es
pective modulii of
s e c ~ i o n for
tension
and
compression,
and
/t , f c
are
the
ten
sile
and
compressive s tresses respectively.
For such a.
section I would
be
consta.nt,
consequently
the distances from the neutral
axis to
the extreme fibres
in tension a.nd compression should
be
such tha. t-
I I
z,
= -
;and
Zc
= - ,
( t
ec
where
ec
and
re are the i s t a n c in
question.
Apologising for
writing
on the subjecb.
I am, Sir, yours faithfully,
EIHVABD J. M. DAVIKS,
M. I
.
:rviech. E., Wh. Se.
24,
Ha.rrington-square,
N.
W., November
30, 1901.
GYROSCOPIC ACTION AND THE LOSS
OF THE COBRA.
To
THE
EDITOR
OF ENGINEERING.
Srn,-Absence on a journey has prevented my replying
before to the
letter
of Sir H.
Max
im in your issue of
November
15.
I beg
to
apologise
to
tha.t
gentleman for
misrepresenting him in the matter of the gyrostatic de
flection of a bullet. I assumed that the reason why be
arrived
at
the wrong direction of deflec
tion
was tha.t
be
bad
ba.ken the
riglit
couple acting on
the
bulleb, and
attributed the wrong deflection to tha.t couple; whereas I
now see, a.nd
ought to have
sean before, that wba.t
ha.s led
him to the wrong deflection is taking
the
wrong couple.
Tne dir
ection of deflection corresponding
to the
couple
Sir Hiram
supposes
to exist
would be
to the
l
efb
;
but the
o o u p l ~
reaUy is the other
wa.y,
because the principal pres
sure caused by the rush
nf
air against the inclined surface
of
the bullet is
forwa.rd
of
the
middle point
of
the length.
This can
be
seen
in the
windmill ea.iJ, which crosses
its
whip nob a.t the middle of its breadth, but at a
point
much
nearer
the
lea.<iing
edge. Also
a.
homogeneous
arrow
will nob fly true; it must
be
loaded in front
and
retard
ed
behind.
Thab, however,
is
beside .the question,
which
was, Wha.t
a.re
the
forces called
out when
a r e v o l v i n ~
body
has the
d i r e c t i o ~ of i t ~ axis forcibly oha.nged? Tbts question Sir
H
..
Max1m
sbuks, as
does
your o r r e s ~ o n d e n t
Experi
entla. Docet." .Am I
again
guilty
of
mlSrepresenta.tion
if
I pub the
matter
thus: The question is asked, With bow
ma._ny
p o u ~ d s
pressure does a ven revolving
body pull
1ts
' :>earmgs,. the rate
of r?tat1on, the
rate
of oha.nge
of
duect10n of axts, and the dlSba.noe between the bearings
being
known
? '
~ i r
H. Maxim a.nd " Experientia Docet"
answer
:
W1th the same number of pounds tha.t it would pull
if
ib
were revolving
in the other
direction,
at the
sa.me speed
but
the opposite
wa.y.
'
Do
they really, seriously,
think
than is an intelligent
answer ?
.Mr.
Mac fa.rla.n
e
Gray
gives
a.n
a.nswer
to the
question,
w1th wha.t I have no doubt is a proof although I a.m
unfortunately, unable to follow ib. W h ~ n these ma.the:
maticia.ns
~ e ~ i n talking a.boutl
indefinitely sma.ll angles,
and
quant1t1es va.n.ishing in the limit, I can only
have r e ~ o u r to fa.tth; my reason fa.ils. Mr. C. A.
Matthey s communication IS su
rely not a.
proof, bub a.
statement ; a
statement
of fact,
perhaps;
as
be gets
the
same e s ~ l t as Mr. Ma.cfarlane Gra.y, but still not a. proof.
If
e x p e r 1 ~ e ~ t shows tha.t the
rate
of cha.nge
of direction
of ~ b e axts
1s
as Mr. M a t t h e ~
puts it,
he gives
a.n
expla.
nati?n of a phenomenon, whtch, as such, is acceptable,
but
1t1 should n
ob be
ca.lled a demonstration.
''
x p e r i e n ~ i a
Dooet's proposition
as
to
the two
gyro
scopes m a wue frame would have more value if be were
to
suggest some means (spring indicators for instance)
by which the. e ~ s i o n in one member of
tbe
frame,
and
the compress10nm the other, caused by gyroscopic action
cou
ld be
measured. I t is
not
enough
to know
that t h e r ~
~ n o force disp aoing
the frame; we want
to
know
the
e r n a l
forces
m
the
frame. I
think
there
is
not
much
d1fference
' :>etween Experientia
Docet
and myself; we
a.re both 1gnora.nt, but I
know
my ignorance a.nd be
does not realise his ; I wa.nt to lea.rn, a.nd he d o e ~ not.
Yours faithfully,
K. Y.
Ibis
nob
ab
all u r p r i s i n g that the rela.tions involved
confuse many el?gmeera, .esl?eoially juniore, who may not
c o n v e r ~ a n t l w1t1h the prm01ples upon which the preceding
f o r m u l ts
based. For
x a m ~ l e
in the trade oa.talogue of
Meesrs: Dorman, L o n ~
and
Co-4., the value of Z is given
for ve:nous
r ~ l l e d
sect
l<?DS and
18
termed the moments
of
r e s ~ s b a n c e
m
s q ~ ~ r e
monas," whereas the va.lues given
are s 1 m ~ l y rn
odul lit jor
the sections,
and
are really ex
pressed
m inches in to square inches. For the
same sec
tions of different m a t e r i a l ~ ,
the
values of
Z
would
be
the same throughout, since I
and e are
the same·
but
the moments of resistance would
be
different
case, b e c ~ of
k, the
stresses varying accord
lOg
t?e ~ a t e r 1 a l s ndopted. Coneequently, the value
of Z
1s )ndependent
of the material a.nd
depends
o ~ l y
UJ?
On
the
cr<?ss-seotion,
or
geometrical
shape and
dtm enstons of theguder
or
cantilever in question · whereas
th
e mome
nt
of resista.nce
takes into
account
t h ~ kind
of
FLOORING FOR
ENGINEERS'
SHOPS.
To
THE EDITOR
oF
ENGINEERING.
. S I R , sha.ll be glad if any of your readers can i v e me
m f o r m ~ t 1 o n to
the besb a.
nd cheapest
form of flooring
for engmeers shops where hght work would
be
done.
Yours truly,
November
29, 1901.
INQUIRER.
THE
ELECTRIFICATION
OF
THE METRO·
POLITAN AND METROPOLITAN DISTRICT
RAILWAYS.
To
THE EDITOR OF ENGINEERING.
.Sm,- I ha.ve ca.refully followed
the
interesting evidence
g1ven before ~ h e A r ~ i t r a t i Court,
but
still think that
oo Dpressed
au
r a } t t o n offera .so many
advantages for the
~ a . i l w a . y compames that I aga.m venture
to bring
the sub
Ject before your readers.
F?r compressed-air
t r ~ o t i o n the present
steam Ioco
~ o t l v e s c o ~ l q be u ~ e d
w ~ t h
c o ~ p a . r a . t i v e l y
slight
altera
t i o n ~ , oons1stmg oh1efl.y m boltmg a. high and a. medium.
material used, since M = z
k
= I k.
e
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pressure cylinder
to
the
front
covers of each of the
present cylinders,
and in substituting stronger
tubes for
t ~ e p r ~ e n t B lloke-tubes, and connecting them with the
au
cyhnders
m
such a manner that
the
air could be re
h e ~ t by means
of hot
water contained
in
the present
~ 1 l e r s . For.
sto
ring _compressed air in sufficient
quan
tity for oarrymg a tram
round
the Inner Circle, I would
use steel ~ ~ s k s , and carry
them
on the tender.
The
effiCiency of compressed air
is
low when the air is
n o n - e x p a . n s i ~ e l y , ~ s i n colliery machinery;
but
when
1t IS used expanst vely 1n two or
three
cylinders
and
re
heat_ed before a d m i s ~ i o n to the cylinders, a v ~ r y high
effi01ency can be obbamed. I f this
is
done and the air
from the last cylinder
i:
exhausted into t h ~ tunnels not
o ~ l y will the
l i ~ e
be worked cheaply,
but the t u ~ n e l s
w1ll
be
well
ventilated by the exhaust
air.
The cost of converting one locomotive
and
to put down
l J a ~ t e m p o r a r ~ air-compressing plant would be very
mstgmfica.nt. Thts locomotive could be worked on the
line without
interfering
wi_th the regular traffic, and be
fully
tested
b ~ f o r e proceedmg
to
build
any
more. The
whole cc;mvers1on
woul_d
pr<?ceed
gradually, ab a minimum
cost, wtbhout launchmg mto costly electrical experi
ments;
and a-s the public got confidence in the new
system,
capital
could be raised easily and cheaply.
T ~ e
~ e a t
want
the
Underground
Railway
is
good
venttla.t10n, and th18
ca
nnot
be
secured in
any
better
way than by exhaust
ing
compressed air into the
tunnels,
as
has been proved again and again in mines
and tunnels. Whether itJ will be secured by Plectric
tr act
ion
is
doubtful, as
the
conditions in the U nder
ground Railway are different from those of the Central
L o
ndon
Railway. In the latter the
trains
nearly fit the
t ' : l ~ n e l s , a ~ d ways run in the sa.me direction, driving the
v1t1ated atr m
to
the upcasb
shafts at
the stations, where
a.n unpleasant
smell often prevails.
The
tunnels of the
U
ndergr
ound
Rail
way
are
much larger,
and trains run
t ~ r o u g ~
t
hem
in b ~ t ~ d i ~ e c t i o n s , so
that
they churn the
a.tr
up mstead
of
dnvmg
tb
out,
and
thus the main
object
of the electric installation
m1.y
prove
a.
partial failure.
Your
obedient servant,
c. T.
ALFRED
HANSSEN.
319,
Lord
ship-lane, East Dulwich, S.E., Nov. 27, 1901.
"THE ARCHITECTURAL SIDE OF
ENGINEERING."
To THE EDITOR oF ENGINEERING.
SIR,- am so
rry
to
tr
ouble you again, but in regard to
the
curved member of the
Forth
Bridge, I have
just
the
sa.me reply to
make
as in regard to
the
question of tLe
p :>ssibility of b uil ding V a.uxha.ll Bridge w1bh a. masonry
arch. In each case I gave the n ~ i n e e r a own statement.
I had forgotten all about my a.rttde in the Engineering
Magazin e, and have
no
copy of
i t ; but
if I used the
words you quote, I
sa
id exactly what the
re
side
nt
engi
neer
a.t
the
Fmth Bridge told me.
I
am
(though you may be surprised to hear it ) an
enthusiastic admirer of the Forth Brids-e, and on two
occasions during
it
s progress spe
nt a. day
m going all over
the
work, once with
Sir
Benja.min (then
Mr.)
Baker,
and
once with the resident engineer
in
charge, whose name I
forget:. On
that
occasion, st anding a.t
the
ba.Ee of the
cantilever, I expressed some regret that the lower
member was nob carried out in a continuous curve instead
of the s<3 shorb lengths, and he agreed with me
that the
a p p ~ a r a n c e would have been better, but pointed out
the
increased difficulty and intricacy of
the
operations
in
modelling and fibbing the plates for a. continuously chang
ing c
urve;
an objection, of course, obvious enough. No
other reason was mentioned
to
me, and I am convinced
that
the
real one,
and
I
think
a. suffio
ient
one,
i d e r
ing the magnitude of
the
job. That
the
calculation of
strains would be
simp
lified I can readily undershnd, but
I am quite certain
that
no engineer would admib
that
he
could not
carry
out
a. cu
rved member on
that
scale because
the st rain calculations W H a too involved.
You see in both these oases wea
rchit
ects have taken engi
neers at their own word, l
est
when we begin to r ~ u e from
their own statements we find they have something e1se
up
their sleeve,
Sir
A. Binnie told the In
st
itu te of
Architects
that
the
conditions made a.
built granite
arch
out of
the
question for Vauxhall Bridge; hub now we are
told
he
wrong. I was gi
a.
reason on
the
works
ab
the Forth Bridge for the treatment of the curved member
of the cantilever in
st
raight
sections:
now I am told that
is
not
the real reason.
Then
I wish engineers would say
what they m
ea
n.
I must
say
that
I sti
ll
decline to believe that the same
word
"arch.
" can be equally applicable to a built vou
eso
ir
arch (which theoretically, and within certain limits prac
tically, could
be built
without any ceme
nting
material
a.b all)
and
a homogeneous conglomerate in
the
s
hape
of an arch,
but
in which the tenacity of the cementing
ma terial must be one of the mo
st
important
fa
ctors of
stability.
Yours
faithfully,
H. HE ATROOTE STATHAl\I.
40, Gower-streeb, December 3, 1901.
[Mr.
Stat
ha.m has misinterpreted an engineer's objec
tions
to
the use of
curved
struts. The calculation of the
stresses or
strains
presents no difficulty, hub
the
bending
strains
introduced
by the curvature
would require ~ d d i
tional metal to secure strength. We fancy no arch1tecb
wonld use a. bent column, and the mere fact
that
a strut is
nob vertical provides no excu
se
for curving it. Such curva
ture
to
the
understanding
eye, would mere
ly
co
nv
ay
the
idea.' hat the designer was ignoranb of
the
firsb p r i n c i p l e ~ of
mechanics.
With
respect to
Mr.
Sba.tham's quota.twn
of the reasons advanced by the resident engineer against
the construction advocated, we are reminded of the navy
captain who
bad
seven good reasons for
not
firing a
Ealute. The first being
want
of powder- no
further
ex-
•
E N G I N E E R I N G.
[D Ec. 6,
1
gor.
DIAGRAMS OF THREE MONTHS' FLUCTUATIONS IN PRICES OF METALS
(Specially eorwpiled
from Offi
cial R
eports
of London M
eta
l
a;nd
Scotch Pig-Ir
on
Watrra;nt Markeb.)
SEPTEMBER.
O
cT
OBER.
N
OVE:M.BER.
zo
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18m
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• GL.ASGOW HOLIDAY.
'A-FUNERAL OAYOf PRESIDENT 1 1 ~ KINUY NO MARKET.
•
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r-:
ra.
...
60J
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1138.
S£P
'f '
OCTOBER
NOVEMBER .
IN the accompanying diagrams each vertical line represents a market day, and each horizontal
line
represents
ls.
in the case· of tin plates, hematite, Scotch, and Cleveland iron, and ll. in all
other
cases. The
price
of quicksilver is per
bottle, the contents
of which vary in weight from
70 lb.
to 80 lb.
The
metal
·prices are per
ton. Heavy steel
rails are to
Middlesbrough quota
tions. Tin plates are
per
box
of I.
C. cokes.
planation wa.s called for. The resident engineer in ques
tion probably regarded the n:oney
qu
estion as equally
conclusive
1
a.nd was, nob unnaturally, diffident in discussing
the quest10n of appearance with an h ~ t e
<
f Mr.
Sta.tha.m's st anding . In resp
ec
t
to
the
Va.uxha.
ll Bridge,
the
~ s e s
in
the arch ring a
re
identically the same as if
the concrete were broken
up
in to vo ussoir blooks, and
cannot be classed as anything but an arch. The tensional
strength of the concrete is n
ob
called upon any more
than is
that
of the
mortar
in an ordinary voussoir arch.-
Eo
. E.] .
= = = = = = =
KARAOHI GRAVING Do oK. A new graving
do
ck for
taking small ora.fb was opened on Novemher 1 by the
Kara
c
hi
P o
rt
Trust, built to the designs and
under
the
supervision of
Mr. Edward
J ackso n, ~ I . In sb. O.E. ,
the
port engineer,
the
work being carried out d
epartmenta
lly.
•
-
It is entirely of Portland cement concrete, the entrance,
hollow quoins, sill, dock floor, side walls,
and
coping all
being formed of this ma terial,
in
th
e proportion of 7
shingle and sand to
1
Portland ceme
nt
; the hollow quoins
f
or
the keel-posts of the gate being faced· with concrete
2 to 1 for
an
average thickness of 15 in. No stone masonry
of any kind has been used in
the
work. The g-ates are of
teak, copper·shea.bhed. The le
ngt
h over the blocks is
240ft.,
at
coping 261 fb., width ab bottom over blocks
43
fb., and
ab coping level 89 fb. 6 in.;
width
of entrance
50
ft., depbh on sill
ab
high-wa
ter
ordina
ry
spring
tides,
12 fb. 9 in. The cost of
the
temporary dam, dock, g a t ~
&c., exclusive of pumps, which were available, was
8300l. The work was commenced in June, 1900, and wa'3
carried on at night, at times, as well as day,
und
er two
electric
arc
li
ghts
of
1000
candle-power e e . o ~
and
took
seventeen months
bo
complete.
f
•
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D EC. 6' 190 J
E N G I
N
E E R I N
G.
U IVERSAL AND
CUTTER GRINDER.
TRUCTED BY .MR. J A ~ I E J . OUE T, ENGINEER, B I R ~ l i N G H A ~
(F01· Des
1iption, see P ge 771.
I I
/ I
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FI G . 18.
I NDU ' rRIAL NOTES .
TuE Labour D
partment
of the Board of a t l ~ has
just; a valuable and elaborate report on \Vork·
Cll·
oper
at
ive Societ ies.
This
is the first time
in t
hi
s count ry for such
an offi
cial repo
rt
to be issued,
though there has been an annual return of registered
co.operative soci
et
ies, by the
Reg
is
trar
of ]friendly
'ocieties, as in
the
case of
ot
her registered socie
ti
es
under various Acts. The l 'o reign Office has from
time to time given useful reports on co·operation in
foreign countries
;
b
ut othe
rwi
se
the subject has be
en
left to th e enterpr ise of th e so: ieties themselves to
publish records of their progress, extent, and work.
Now we have, and
probab
ly
hen
ceforth we shall have,
an offichl reliable report, such as the public can refer
to respecting one of th e great social and indust rial
movements of l
11st
century.
The
det ailed statistical report is
pr
eceded by a care·
ful1
y prepared
state
ment respecting the t e r i s t i
of the various types of
distributive and product
ive
soci
et
ies, which
are
grouped
into
classes ; these
are
dealt
wi th
in
detail. Other
type
s, such a s co-operative
build in g, credit, and other societies, are also noticed
und
er the
ir rlist
inc
tive
heads. The classification,
and
the information given, will enable the public, or euch
as may be in terested in the question, to understand
•
•
the organisation, scope,
extent,
gene
ral
work,
and
results of the great industrial movement termed
co -
operation.
The progress of co-operative societies of all classeR
since 1874
ha-s
been rema
rk
able. The number of
members increased from 403,010 to 1,68 1,342, or
in
proportion to population, from 1.2 to 4.1 per cent.
The
increase
in
business t ran
sact
ions was even
greate
r
- from 15 millions sterling, in 1874, to 68 millions
ste
rling, exclusive of the extensive banking trans-
ac t
ions of the English
Who
lesale Socie
ty at
Mancheste
r.
Though the aggregate is small
in
comparison
with
the
total British trade, yet it is a notable achievement. .
The
m
ajor
ity of co-operative societies
are what
JS
ca
lled di
stributive
- th
at
is,
they
are retailers
of goods,
manufactured and otherwise.
The
total number of
societies is 1858, of
wh
ich 1446 are of th
at
class,
and
those embrace nin
e-
t enths of
the
aggregate member
h i p ;
but th ey
on
ly account for two· hirds of the
tota
l
business t ransactions.
The
value of commodities pro
du
ced
by co operat
ive socie
ti
es of various classes
amounts to
ab
out
11
millions
ste
rling, of which one
thi rd are product ions of workshops attached to dis
tr
ibutive societies, one-thi rd by the wholeeale societies,
the
other
third by productive societies.
Of
the latte
r,
t he corn-milling societies alone have an outpu t of over
one million sterling.
The
growth of co-ope
rati
ve
pro
ductive sccieties f:ince 1882 hC\s beEn
cont
inuous. In
that year there were 16 societ ies, exclusive of corn
mills, the sales of which a
mount
ed
to
137, 4
l ;
now
259
are
repor ted, the
sa
les being valued
at
2,191, 785l.
in the year. Of this total value of production
about
four
-fi
fths
ar
e yielded
by the
dairying,
ba
king,
textile,
boot and shoe, a
nd prin
t ing indu
st ri
es respectively,
in the order given. M
os
t societies of this class allot a
share of t he
pr
ofi
ts
to the ir
employes,
on
the bas is of
earning
s-sa
l
ar
ies
and
wages.
Wh
at are
called
wh
olesale societies, English a
nd
Sco
tt i
sh, are federa tions of retail societies, consti tuted
for the
purp
ose of supplying t hemselves
with
goods for
sa.le to
th
eir members - the federated societies or
bran ches.
The
wholesaie, and some of the retail,
societies engage
in
such e
nterpris
es as
the
provision of
dwellings for thei r members, insurance, banking, &c ;
other societies of the same class are constituted on
co·operative
lin
es, such as building soci
et
ies, labour
loan societies, co
-o
pe
rative
banks,
&c
.
The
co -opera
tiv e wholesale also own a fleet of ships for tr ansport.
As any examples from i
nd
ivi
dua
l local societies
would occupy too much space,
and yet
not give an
adequate idea of the progre£s made, the two g
reat
wholesale societies may be taken as representing the
whole.
The
English wholesale st a
rted in
1864, with
50 societies or branches, having a
total
of 17,545
membera,
and
an e g a t e capital of 999l.
The
Sc
otti
sh
sta
rt
ed
in
1868,
wit
h a ca
pital
of
1795l.
The
following figures indicate
their
progress. English
wholesale: Federated societies in 1 70, 209 ; in 1880,
604;
in 1890, 941
; in
1900, 1078.
The
ca
pital
ex
panded as follows
at
same
date
s : 44,164l., 565,854l. ,
1,474,466l
.,
3,187,945t. respectively. ales, same
d
ates
: 677,734l., 3,339,681l., 7,429,073l., 16,043,889l.
respectively. Sco
tt
ish wholesale :
Federated
soci
et
ies,
&c., in 1870,
103;
in 1880,
161;
in 1890, 260 ;
in
1900, 288.
Capital, same
dat
es:
1
2,543l,
ll0,179l
.,
575,322l.,
and
1,676,765l. respec
tiv
ely. les :
105,250l., 845,222l. , 2,475,
60ll.,
and 5,463,63ll.
respectively. The English wholesale society has ex
pended 1,980,303l. in la
nd,
buildings, fixtures, &c . ,
and th e Sco
ttish
847,129l. , these amounts being
valuable assets in favour of th e societ ies. The
En
glish
wholes
ale
owns seven steams
hip
s, acq
ui r
ed
at
a total
cost of 82,
77
8l., t he whole of which ha s been written
off by deprecia tion. They now stand
as
an un em
c
um
bered as£et,
at date
value. Both soci
et
ies own
workehops for the manu fac
ture
of articles required by
the
ir
associl,t
ed
members. They ca
rry
on
jointly
numerous
pu r
chasing depo
ts in
foreign
countr
ies,
the
produce purchased being imp
orted
direct
by
the
English wholesale. L
9.st
year the value of such pro·
du
ce
4,818,3 10l. The
soci
et
y owns
an estate
of
741 acres in
Sh
ropshire, for
the pr
oduce of f
ruit, &c
.
Upou a pa
rt
of that esta te a con
va
lescent home is to
be established. The Scottish society rent s an a t e
of 280 acres, devoted to
th
e rea
ring
of live stock for
it
s aEsociation members.
The division of profits is
fi
xed at 5 per cent. on
s
hare capital. Any
s
urpl
us, a
ft
er p
aying
th at in
te
r
est and
all c
ha
rges
and
grants for special pur-
poses, such as education, hospitals, &c., is distr ibuted
among customers as a dividend on
their pu r
chases,
the
same as
in re t
ail societ ies, such dividends going to the
Feder
ate
d societies. Non-members receive a dividend
0:1
the
ir purc
hases
eq
ual to one-
half
of
the rate paid
to subscribing members. The
1
cottish society gives a
share of profits to its emplo
.r
es, t he E nglish society
does not.
The
methods iu the Scottish soc
iety
have
varied from
time
to
time,
but o y ~ s
s
till
s
hare
the
profits.
Co-operative product
ion
is
classifi
ed unde
r four
heads :
1. Retai
l. 2 .
'Vhol
esale. 3. General. 4.
Cornmill societ ies. Production
by
retail societies
has been carried on for fifty years, but no accur ate
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•
records of its
extent
were available
until 1893 . At
the
present date
616 societies, employing 13,810
per
sons, a r ~ e
ngaged
in
production.
The es timated vt1lue
of the total in the last year
given was
3,906 .
385l
The
c
hi
ef productive work is
now by the wholesale
societies,
or
by specific societies
in con
ne
ct
ion
with
them.
The
third class
comprises
societies formed by
persons con
nected
with their
own spec
ial industr
y . These manu
fa
ct
ure goods for the wholesale societies, or for
retail
soc ieties,
or
for both.
There
were 132 such asso
ciated concerns in 1899, employing 8011 persons,
the
total
production being valued at 1,573,12ll. In
matters
of ca.pital, management, control, share of
profits,
c
.,
they vary,
some being
hardly different
from private firms. The goods produced,
however,
do not go into
the
general
market, but to co-operative
societies, wholesa le or retail.
The it: formation given
in
this re po
r t
is very full,
and, as far as possible, c o m p l ~ t e t
is well
classified
and arranged . The de tails are adequate for
all pur
po s
es. The general
public
and traders
who
are
specially
interested, are now able to
estimate the
in
du st
rial
forces
a t
work in the co-operative
movements
of to-day.
Two questions pertaining
to
labour have been
raised
in connection with the
renewal of licences by
the
London County Council. One was
with
respect
to
waiters'
wages and th e tip
system.
The
point was
raised upon
the
renewal of
the
licence for music and
dancing in regard
to the
Cafe Monico. This licence was
opposed on
the
ground that the waiters had
to
pay
25s
.
per
week for p ermission to wait,
their
remuneration
depending upon tips. The Council
refused
to
adopt
the
suggestion
that
the
licence be withheld,
the
chairman holding that
the
question could not be raised
in that connection. The other matter arose
out
of
the dismissal of a man
employed
at
the
Shakespeare
Thea t
re, Lavender-hill,
Battersea. The
renewal
was
opposed on
the
ground
that non-competent persons
were
employed
a t
lower
wages, and
that
the
man was
di scharged
for
the
reason that
he had
given
evidence
before the .
Newington Committee
against the pro
prietor.
The decision to gra
nt
the
licence was upon
the
condition
th9.t the
man
dismissed should
be re
instated ; but
i t was
further added
that
the wages
paid
to
certain person
s
employed
were
insu
fficient
to
insure
competence
on
the part
of
the
e
mploy
es. As
regards
the
man
di
smis sed , and
who
is to be re
instat
ed
as a condition of
the
licence,
the
curious contention
wa
s made that
the
question of
the
falsity of
th
e evi
de nce was
not to
be
taken
into consideration. The
chairman, however,
"thought
i t very material whether
the
evidence was
true
or false. "
f
the case bad been
put that
the
Council could
not
ente
r
ta
in
the
question,
as
they
could
not
re-try
the
case,
the
position would
be unassailable. But to contend that
the
truth or
falsity did not count
was
indefensible. A man ought
not to be punished
for
g iving evidence, but the respon
sibility rests
upon him
to speak
the
truth.
The Welsh
miners have enjoyed
another
play-day,
and are
now undergoing
a
reduction
in
wages of 2-
per
ce
nt.
f prices
have b
ee
n kept up
by
their st op
day policy, the
advantage
does
no
t
appe
ar to have
gone to the men .
The
whole position
is strange,
not to
eay
un
accounta:ble.
One
section of
t h ~
Sliding Scale
Committee dee1des
upon
a stop-da.y pohcy ;
the
other
sectio
n apparently objects. Threats a r ~ u t t e r e ~ of
re
ta liation. A number of summonses a
re
tssued; 1n a
few cases
there are fines;
in the
ma j
o
rity
proceedings
are
eit.ber abandoned or po,tponed. vVhat, then, are
the
real facts of
the
case ?
Th e position of the iron and ~ t e e trades in.
the
Wolverhampton district is
d e ~ c r i b e d
as
slack.
~ r t c e s
with an
unimportant exception or two, remam .un
changed, but q u o t ~ t i o ~ s are r ~ g a r d e d of a
nommal
character, as buymg ts r e s t n c ~ e d
The
d e m a n ~ s
comiog
in
from Colonial and fore1gn m.arket s are said
to
be
steady, but there
is
a
considerable
decrease
as
compared
with a y ~ a r ag ?·
Black
sheets have gone
down in value.
Busmess
1n
corrugated
sheets,
hoops,
and
st
rip has been quiet _Steelmakers _are closely
pres
sed by
foreign com
pe
t 1t1on,
steel
b1ll?ts from
Germany
being
on
sale
at
much
low
er pnces than
home makers
can accept.
Th
ere
is
a
continual c o ~ -
plaint of
scarcity
and
conseq
uent
.dear.ness
of
~ n g
iron, which is
preventing any
redu?t10n.
m the pr ce
of finished iron
and
steel. The engmeermg
and
trades
continue, on
the
whole,
to
be v e r ~ fairly
employed, especially engaged on _locomotiv e.
and
other
railway work, boilermakers,
bndge and
girder
constructors, tankmakers, and gasholder-makers.
In
the
Birmingham district
a
sli_ght improvement is
reported in
the
iron and steel md ustnes
.
Makers
have a
sufficiency
of orders on hand
to
them
through the remainder of
the
year.
Quotattons
a:e
regarded as
nominal
a t present. All s t o c k ~ of p1g
iron are said to
be
exhausted, therefore c e s are
firm
;
in
finished iron,
on
the
other hand, .Prices are
weak in so me instances. The steel trade ts affected
E N G I N E E R I N G.
severely by German competition.
The
engineering
and allied
branches
are
moderately
off
for work,
and
most of the other
iron, steel,
and metal industries
also,
but some are quiet or
slack.
The
position is
not
alto
gether
discourag
ing,
but not
so good as it was a
year
ago.
The posi
t ion of
the
engineering trades throughout
h i r e
indicates a slackening off in many branches.
A lessened weight of work coming forward is reported
generally,
and the
lists of unemployed members of
trade
unions increase, though as Je t
slow
ly. The
slackening
off
among
toohnakers
is
general, but the
leading
firms have
still
a suffi
cie
ncy
of
work on hand
to
keep them going for some time
to
come
;
but
new
orders
of
any
weight are exceptional. H eavy-engine
builders
are for
the
most part slac
k,
and in the textile
machine-m
ak
ing
branches
there is continued depres
sion.
Boilermakers have
been
securing
some good
orders recently,
and a
fair
amount of
new work
is
being secured
by
locomotive
builders
and
railway
carriage
and
wagon
builders who are
able
to co
mply
with requi rements as to delivery.
Electrical
engineers
co
ntinue
very busy,
and
t.
here
are
no sign
s of any
lessening
of the
pressure for
some
time to come.
Newer and important developme
nts in
these branches
keep them
well
employed. In th e iron and steel
trades
business continues
quiet;
and there
is a weak
ening
of prices; low rates are said
to have
been quoted
for delivery in
the
new year. Purchases of pig iron
Sire restricted, but low rates
tempt
some buyers.
Quotations are weak in
the
finished iron branches,
and steel
rate
s vary greatly. The chief feature seems
to be uncertainty, almost
want
of confidence.
The ra.tes of wages in th e
North
of England iron
and steel branches,
as
disclosed by the accountant's
return, remain
unchang
ed .
Prices
ruled a little lower
on the average, but the sales w
ere larger
than in the
preceding
two months. Employment has been kept
up
fa irly well, and the pos
ition seems generally to be
ft1vourable.
f
a larger
sale
of
material
goes on,
i t
must mean fuller
employment of those
engaged in
trades which
use
iron and
st
ee
l,
especially
those in
the engineering
and
allied industries.
Invitations ha \'e been issued
by the
Joint Committee
of
the
Trade
Union
Congress
Pa r
liamentary Commit tee
and of
the
Co-Operative
Union
to a
general
conference
on old
age
pensions. The conference
will
meet
in
Exeter
Hall, Londou, on Janua.ry 14, 1902. A la rge
gathering is expected. l\'Iembers of Parliament are
invited
to
be present
to
hear the di scussions, some of
whom will,
no
doubt, address
t
he conference
.
The
object
is
to
try and agree upon some practicable scheme
to
put before
the
country.
An
import
ant injunction was granted in the
courts
at
Philadelphia
last week, rest
raining
the
Building
Trades'
Union
from
compelling a
firm
to employ only
union men. Not
only
wore the men r estrained
from
ordering
the employers
to dismiss
non-union
men,
but from
picketing
the pl aces
where
men a
re
em
ployed.
The
injunctions
correspond to
thoee
granted
in this
COUD
try,
Labour mo
vements
and di
Rp
utes
have
been
rather
prominent in It a
ly
for some ti m e pas t, not altogether
without sympathy on the part of
the
Government.
The fact is Italian workpeop le are badly p3oid, and the
conditions of employment are also bad.
Last
week
there was a congress of 800 delegates, representing
130,000 labourers, mostly engaged in agriculture, a t
Bologna. t is said that the Socialists are leading the
movement, and that general strikes are contemplated.
The
landowners
have become a
larmed
and are asking
the
Government
to interfere.
The di3pute between the iro nmouldtrs of
Scot
land
and their employers,
which had
ihreaten.
ed
to develop
into
a
st
rike last week, ha s been
temporarily adjusted
by
the consent of the men to postpone
action,
and
allow of further negotiations. The
demand
of the
men is for an
adva
nce
of
td
. per hour; 10,000
men
are affected.
A Labour Department, not
dissimilar
to that in
th is co
untry,
has been
established
in Germany, in con
nection with
t he German
Im p
erial
Stat
istical Office.
f
the
work is done
as
efiicientJy as in German Govern
ment Departments generally, we may hope to see
some useful compilations on labour questions.
The
Pd.rliamenta.ry
Committee
a
re
see
king the
advice
of some legal Members of Parliament upon the Taff
Valo
case, and other recent decisions of the House of
Lords,
with a view to action in the
House
of Commons
next session. I t
is
well to get
the
ad vi
ce
of
learned
lawyers· but trade union leadera
can,
if they will,
remove ~ o m e of
the
causes
of complaint.
[DEc.
6
1got.
BOILER EXPLOSION NEAR WAI{EFIELD.
A J 'ORi\IAL
inve
sbigabion has
been
conducted by the
Bo
ard
of
Trade
with
regard
to
the
circumstances and
cause of a boiler.explosion which occurred on March
7, ab
Agbrigg Farm,
near
Wakefield,
and by
whi ch c.ne man
was killed and another seriouely injured. The Commis
sioners were
Mr. Ho
ward Smith, barrister-ab-law, and
Mr.
Alexander G ray, consulting engineer.
Mr.
K. E. K.
Gougb,
who
appeared on behalf of
the
Board of Trade, in opening the
inquiry
sa
id
bhab
the
b:>iler was of the porbable locomotive
type,
and was of
nominal 8 horse-power. Ib measured 8 h. 9 in. in length
by 2 fb. 8 in. in dinmeter, the plates being of
iron
/'
4
in.
thick
.
Ib was made
for a
pressure
of 45 1b.,
by
Meeen.
Clayton and Sbuttleworbb, of Lincoln, in 1855, and was
therefore 45 years old. During its hfe
the
boiler had
passed through several hands,
and
in April, 1895. ib was
sold by a
Mr
. North to Mr. Joseph Lumb, of Agbrigg
Farm,
where ib continued to
work
until the day of the
explosion.
When
Mr.
North
owned
i t the
pressure
carried
was 50 lb. on
the
square
in
ch,
and
ib was used
two or three times a week for
agricultural
purposea.
Various repairs
had been made. A new firebox was pub
in by Messrs. Clayton
and
Shuttleworth in 1861;
a.
new
set
of bubes in 1890 and 1897 ; while in 1900
it
was fitted
with a new smokebox and new tubeplate. The last
repairs
were made
by Henry
W atson, a mechanic
in
the
employ of Messrs. Bushell
and
Sons, engineers, of York,
and who,
ib
was stated,
told Mr. Lumb
that the boiler
was in good condition, and could he used
at
a higher
pressure than 35 lb. if required. Messrs. BushelJ, how
ever,
ib
was said, wrote Mr. Lumb
in
1899 that the
firebox was very much burnb away, that the boiler should
only be worked at a low pressure, and sugge..'\ting that
ib should be tested. No nobice, however appeared to
have been taken of th is letter by Mr. J umi
>
who
subse
quently
ordered
further repair
s
to be made by
Messrs.
Bushell, whose mechanic he told, though nob in
explicit
terms, to repair all that was necessary. On March 7 the
boiler exploded.
The
upper
part
of the firebox
front
plate
ruptur
ed
and the
crown was forced down bodily
again
st
the tube-plate, with the result
tha.b
the boiler was lifted
from its seat
and shot backwards aboub 60ft.,
complete
ly
demolishing
the
engine·house
and
a. shed,
breaking the
flywheel
into
several pieces, one of which, weighing 56 lb.,
was bhrown
over an adjoining building
to a distance of
40
ft.
The
boiler then re-bound ed and shot
backwards
in
the same
direction
to a furbher
distance
of
15 fb.,
~ a r t l y
demolishing the
front
of a
bri
ck building, and Jandmg
in
an upright position. The swokeb ox was pr(ljected to a
distance of 80 yards,
and
two men were scalded
and
other
wi
se injur
ed, one of them fa
ta
lly. The boiler had been
examined since the explosion by the engineer-surveyor to
the Board of Trade, and
ib
was found
that
the firebox
wag weakened by the absence of one of its stays and by
general corrosion and wasting, so that
ib wa(not
able to
withstand any pre ssure of steam at al l. t was quite
worn out and unfib for use.
Mr.
Gough
then called various witnesses as follows:
Mr
.
G.
S.
Rea.,
in
the
employ of viessrs.
Clayton
and
Shuttleworth, gave particulars of
th
e const ruction of
the
boiler by his firm in 1855.
Mr. Kitchen, of Shelbrook
Farm,
near Doncaster, said
the boiler was in the possession of his firm from 1855 to
1889, during which period it
had
been fitted with a new
firebox.
Mr. John Oglesby, who was fo
rmerly
in
the employ
of
Mr. North, Orofton
Farm,
who
bought the
boiler
after
the
last
witness
had
done
with
it, stated
that
when
be
looked
after it
i b was usually worked
ab
a pressure of
40 lb.,
though the
safety.va.lve generally blew off
ab
50 lb.
Mr.
Arthur Dawson, a fitter
in
the employ of Messrs.
Bushell
and Sons, engineers, of
York,
gave evidence as
to the repairs he had made to the boil
er
. When he re
placed a. defective tu be
in
September, 1899, he informed
Mr.
J.
Bu shell
that
the boiler was unsafe on accounb of
the bad condition of the tubeplate, which w as afterwards
replaced by a new one.
Mr. H. H . Bushell, of the firm of Messrs.
Bushell
and
Sons, also gave evidence ag to various repairs
that
had
been made. He was aware for some time thab his brother
had written t o Mr . Lumb in reference to the fir('box
being much
decayed
At this
point
of
the
inquiry ib transpired
that
o
ne
of
Messrs. Bu shell's men
had
tested
the
boiler by steam to
a.
pressure
of 65 lb. on
the
square inch. Mr. Howard
Smith inquired of
the
la.sb witness if he
thought
their
employe was justified
in
applying a. steam
test
to a boiler,
especially of this desc
ription,
prior to examining
the
firebox to
see
if it was of sufficient
strength
to
with
st a
nd
the
same?
Witness replied that
he
cHta.inly did nob think the
man
was
justified
in doing
this.
Mr. J.
F.
Bushell deposed to
having writt
en to Mr.
Lumb
with
reference to the bad
st a
te of the firebox
and
boiler ~ n e r a l l y . J
but
he
did
nob receive
any
rep ly.
Mr.
Joseph Lumb, owner of the boiler, abated
in h ~ s
evidence
bhat
Henry W atson, one of Messrs.
Bushells
mechanics
told
him when ab Agbrigg Farm
that
the fire
box was good condition;
that
he would have to leave
the boiler in a safe state because his masters were respon
sible for
it
; and thnb bhe boiler, after he had tested it,
was as good as new.
Mr. Gough thereupon called Henry Watson,, who ad·
mibted having made mosb of the statements abtnbuted to
him.
Mr. M 'Ewen, engineer-surveJor to
the
Board of
a d ~
a.bbributed
the
explosion to over P.ressure of steam, due to
the
worn
-oub condibion of
the
holler, and
the
absence of a
st ay in bhe firebox, whereby it was deprived of
the
neces·
sary supporb.
:rYir.
L o
dge
addressed
the
Court on
behalf
d
Mr.
Lumb,
•
I
•
7/17/2019 Engineering Vol 72 1901-12-06
http://slidepdf.com/reader/full/engineering-vol-72-1901-12-06 28/33
D
Ec
. 6,
1901.]
E N G I N E E R I N G.
'
MA C H I N E R Y .
I
Y D R A U L I C
PUMPIN
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I
I
I
\
I
I
I
I
I
~ - - - - - £:;=3
3
I
I
I
I
I
I
I
I
I
•
I
I
I
I
I
I
I
I
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I
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FJC.
1.
•
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FIG. 3.
and submitted
tha
t his client was in no way to blame for
the unfortunate occurrencE>. Being a farmer and not
a practical engineer, he had
to
rely on
the
ad vice of
others. and he bad placed implicit reliance upon Messrs.
Bushell and Sons,
and
Mr.
Watso
n,
their
employe.
Mr. Gough raplied on behalf of the Board of Trade,
and said
the on
ly point
to
which
he had
to call attention
was that the boiler, which was more than 45 years old,
had n
ot
been examined
by
a competen t person.
Had
Messrs. Bushelland So
ns
received in
struct
ions
to
examine
the boiler, he thought they would have sent some one else
than
the
men they did, but there appeared
to
have been
no question raised as to the examination of
the
boiler to
ascertain
it
s real condition
Mr. Howard
Smith
summed up ab
co
nsiderable lengbh.
The cause of
the
explosion was undoubtedly
the
worn-out
state of the boiler. The Oou rb could not absolve Mr.
Lumb from blame, because when
he pu
rchased
the
bo
iler
at
an auction sale he ought
to
have
had it
examined
at
once, and
the
n periodically. It was fortunate
fo
r him
that
he appeared
to
have given instructions to a firm of
engineer
to
have
the
boiler examined before the explo
sion.
He
employed a compete
nt
firm, and was justified
in thinking that the boiler was examined. The explos ion
was certainly caused by
the
negl
ect
of Hen
ry
Watson,
Messrs. Bushell's workman.
lb
did
not matter to
the
Court whether he was instructed to examine the boiler or
nob ; for when he did see
it
he detected tJhat
the
boiler
was unsafe; and a man competen t extensive repairs,
without supervision. ought to have known that
the
firebox
was then quite unsafe for use. I t was clear to
their
minds
that
if he had
s e s s e d any
elementary knowledge of
such work, he had been very negligent
in the
execution
of
it, and his neglect had caused the explosion.
For
that
neglecb
the
Court found that his
emp
loyers, Messrs.
Bushell and Sons, of York, must be held
re
sponsible.
They ought to
ha
ve sent some one to see that
the
work
had been properly performed.
Mr. Gough, on this finding of
the
Court, asked that
Me ssrs. Bushell should be ordered
to pay
a portion of
the
costs of
that
inquiry.
The
total of
the
costs would
nmo unt to about lOOl.
Mr. Lodge also applied on behalf of Mr.
Lumb
, for
costs, but
Mr.
Howard
Smith
replied that he had no
power to
grant
any such
co
sts, but he was agreeable to
state
a case
on th
e point. Mr. L odge, however,
did not
accept
the
suggestion .
In reply to Mr. Gougb, Mr. Howard Smith said he
•
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FIG. 2.
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i
f
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1\ .
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8
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L
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L_ .
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L _ ~ _ j
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.. ---4<
mu
st order Messr3 H. H.
Bu
shell and
J .
F.
Eushe
ll
each
to pay the
sum of 15l. to
th
e Board of
Tra
de
towards tlie co
sts and
expenses of the investigation.
HYDRAULIC PUMPING MACHINERY.
H ydraulic P wmp
iln
g
la
n ts, B
ttil
t by
th
e er
line
r Ma
sohilnenba1
,
A ctien -Gesellsohajt, vo
1 1n
als L . Schu;artzkop:
ff. *
Hy FR. FR
rnLIOH,
Berlin.
I .
· THE demand for treasures hidden
in the
earth, espe
cially coal, being on
the
increase every year, owing
to
the
ever-growing development of
industry
,
the
materials
bedded nearer
to
the surface, and therefore more easily
worked, become rapidly exhausted . On account of this
the
d
epths
of the pits stea-dily increase, so that nowa
days
25
00
ft
.
are not
uncommon. Among
the
many
difficulties encountered when mining
in great
depths, the
question how to raise the water properly is one of the
most prominent.
The
application of steam for driving
the pumps in the shaft is almost
out
of
the
question, be
cause of
the
loss
due to the
condensation of steam
in
the lo
ng
pipes. Besides, the heat developed in the
pit
by
the
steam pipes is very disagreeab1e,
and
calls
for expensive
v e n t i S ~ t i n g
plantg, Another disadvantage
arises from the
water
used for condensing purposes ; it
soon ge
ts
heated,
and
its ingredients adhering
to
the
inner walla of
the
pipes, gradually obstruct tlie bore.
I f
superheated steam is applied, one
can
go a
little
farther than
with
ordinary steam; but in this case, too,
the limit
is easi
ly
reached. Direct-acting
pumps are
nob
sati
sfactory for depths of 1500 ft. and more, because
they are very expensive, and d e ~ they render
but
little
effective work, and require a large space inside
and
out of the pi t. Compressed air is scarcely a feasible agent
for working the machinery.
After
all, for
an
economically
working plant there is only
the
choice between an electric
or
an
hydra
ulic power
tran
smission.
The
application of
electricity for driving subterranean
pumps
seems
to
offer
many advantages,
but
on oloser examination these
ad
van
tag
es fade
awa
y. Fi rst of all, an electrical1y-driven plant
is much more delicate, and mus tJ be handled
with
more
care
than an
hydraulic plant. On
the other
hand,
high-tension electric currents
are
dangerous for the men
* Abstract
of a
paper
read before the Society of
German
Engineers (Verein h e r In genieure) at Witten.
•
•
{
-
, J .
t
t ,
•
FrG.
4 .
'
employed
near
the conductors. But the most striking
difference is shown if
the
motor
is
flooded ;
in this
case
electric installations will be drowned, while hydraulically
driven pumps can pump themselves free again, as it has
already happened on many occasions. They will start
immediately if hydraulic pressure
it;
admitted,
even if
they
have stopped for some
time under wate
r.*
Another
advantage of the hydraulic pumping plant
consists in the fact
that ib has
a much mo
re
useful effect
generally than the electric plant.
While in
the latter
case the whole power of
the
engine is
t r a n ~ m i t t e d by
a
crank mechanism
to
the dynamo, in the case of the hy
draulic pl
ant
nearly all the force devel
oped in
the steam
cylinder
is
directly
transmitted to the
piston of the pres
sure pump fasten
ed upon
the same rod,
together
with the
steam piston.
Therefore the losses
due to
the friction in the
steam
engine
are
far less
in the
surface pl
ant.
On
the
con trary,
while using an electric motor in
subterranea
n
plant,
its
turning movement must be transformed into the to-and
fro movement of
the pump
s, a process which causes
much
loss of energy. All these inconveniences are avoided on
applying hydraulic power.
Another
di
sagreeable matter, the careful oiling of all the
moving
parts
of heavy
crank g e a r ~
is most)y done
away
with in hydraulic
pumping plant
s.
As to the .history of hydraulically-driven pumps, it
may be ment10ned that as
far
back as
the
middle of
the
e i g ~ t ~ e n t b century, water power wa.s_already used for
transmtttmg the
force necessary for movmg the
pumping
machines in the mines. The most popular were the so
called
water
-column machines,,
and
amongst
them the
co
nst ructions of Winterschmid b, Reichenbach,
Armstrong
Hentschel, &c., were applied with more or less s u c c e ~
in v a r ~ o u ~
mines
in n ~ l a n d and
Germany.
Whtle m these machmes the wa.ter power furnished by
nature
was used
in
a s
imp
le manner, similar construc
tions,
with
the
water
furnished
by
a pump on the surface
of
the
mine, were
appli
ed in places where
there
was
no
n a t ~ r a fa.
ll
of wat.er. The K olnische Maschinenbau
Aotten-Gesellschaft, m Bayenthal, Germany,
built another
* In a
German
colliery, for instance, the
water
rose
35 ft . above
the
ceiling of
the
engine-room
and the pumps
had to stop for some
t i ~ e
;
bu
b as
the'
pressure pump
on the surface of the mme was started, the subterra
nean
pump
commenced to work
at
once
and pumped
itself
free
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E N G I N E E R I N
G.
[DEc. 6,
190
r.
-
HYDRAULIC
PUMPING
MACHINERY.
·
\
f
•
F r:.
8.
•
- - - - -
·-
•
u
•
- - - - · - - -··
· ·
· --1
•
0
I
I
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I
•
.
- - - - - - - - - _
__ J
I
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: i = : = : = ~
- - u n n .
w =-
u . . . . .
A-------------_.--------------
/ 3= ______._ ------------
, •
I
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--·
•
- - - - · - - ' - - - -
- - ~ 9 8 - - - - - - - - - - -- -- --------·-
phnt,
which consisted of a
steam
engine mo
unted
on
the
surface of
the
mine,
and
which drove two pistons whose
motion was
transferred by water in
pipes
to
two similar
pistons in
the
m i n ~ coupled with
the pump
pistons.
But
no
ne
of
all
these different constructions have
fou
nd general
application owi
ng
to
certain
defects diffi
cu
lt to repair and
because of
their
uneconomical working.
The
difficulties of working motors hydraulically m
ust
be
looked
upon
from two
points
of view. First of
all,
there is no
elasticity
in the
water.
I f in
a vessel
entirely
closed a.nd filled
with
water, pressure
is brought
to bear at any point
whatever,
the water
acts
like a.
rigid
material,
even mo
re
unf
avourably, as
the
pressure
is
transmitted
n
ot
only in one direction, but
on the
whole
volume
ot wat
e
r. In
con
st
ru
cting
hydraulic motors,
great attention m ust
therefore be
paid that
nowhere is
the
cross-sect
ion
of
the
co
nduit
suddenly varied.
This
would cause a momentary
l a . c k e n i n ~
or
increase of
the
flow of water, whereby
the
hydra.uhc
pr
essure would
be
immediately
decreased
or
increased.
In
the ea.rher
hydr
aulic working
plants
the
water
columns ceased to flow
at the
dead point
of
the
sub
terranean
pump, a.nd
had to be set
in motion once more.
A
seco
nd
difficulty
in the
application of hydraulic
motors
arises from
the fact that the
wat
er
for
the
pre s
sure
pumps,
which
must be
free
fr
om
grit and dirt, is not
easily
procured ;
in
some caseA n
ot
ab all.
After
i ~ g
been
us
ed in the pump, the water
was formerly led
mto the
sump,
and
pumped
from here to
t h ~
surfa.oe of
the
mine,
together with the
mine
water, so that it had
to
be renewed
continually.
P1·inciples n the Construction Kaselowsky Pro
tt. Ib
was
the
Berliner
Maschinenbau-Actien-Gesellschaft, vorma.ls
L. Schwart
zkopff, Berlin, who first of all succeeded in
A.
vo
iding entire
ly
all th
ese difficulties
by
a construc
mon
invented by th
e
ir la t
e
ly
deceased manager,
E.
:
..
I I
I
I
•
'
Ka selowsky,
and the
civil engineer
Ptott,
in Hagen·
The
unfavourable
rigidity
of
the
water was over
come
in
two ways.
Air.
pressure accumulators
Pr
ot t
Seelhoff (English
pat
e
nt
No.
8329
/88,
and
only
manufa
ctur
ed
by
the
Berliner 1\IIaschinenba.u-Actien
Gesellsc
hafD),
were connected with
the pr
essure ma.in.
Ai
r vessels could nob be applied in those plan
ts
, as expe
rience has proved that
the air
which
they
co
ntain
becomes
very soon
ab
sorbed
by
the
water
in
motion.
For
the
eame reason
it
seemed advisable to keep
the water
columns
in
a continual uniform motion.
This
effect
wa.s
gained
by the
arrangement of a. particular self-acting
valve-reversingmechanism.
In
order
to avoid continually renewing t
he
pressure
water, a. special
return pipe
was applied, through which
the wat
er
wa-s
pumped
into a. return tank inst a
lled on
the
surface of the mine, wherefrom
it
was conducted
again to
the
pressure
pump
s.
By this arrangement
it is possible
to
use always
the
same pressure water,
which offers two advantages.
Firstly,
only such
water
is
absorbed
a.s
leaks
through the joints
of
the mains;
and
secondly, one
is
en
ab
led to
add to the
pressure water
a. sp
ecial
sort
of oil, easil y
di
ssolved
in
water,
wherebr the
pressure pistons, reversing
va.l and
t h ~
other mner
parts
of
the
mechanism
are
oiled
direct
ly,
and
wear
is
considerably reduced.
Owing to
the
high pressure of 200 to 300 atmospheres
(2800 lb.
to
3200 lb.
per squar
e inch), for
the
first
time
applied
in
these new machines,
the
useful effect was very
much increased,
and
the
pressure
pump
s,
pipes,
a.nd
reversing gear could be constructed
in
much smaller
•
SlZeB.
11.
We
now
turn to the
description of Figs.
1
to
4,
page 78
7,
which represent a three·cylinder
pump
at
the
collie
ry
Bom
merb
ii.nker
Tiefbau,
near
Witten,
Germany.
The
water
is
FIG.
---- ----.
L___ J
I
•
•
---------·· Jot
furnished to
the
movable pressure cylinders Ly
the
hollow
pressure pistons firmly
atta
ched
to the
bedplate (see
Fig.
3).
The pr
essure cylinders, driving
the
c
rankshaft
by
the
aid of forked co
nn
eoting-ro
de,
slide telescopica.lly
up
on
the
fi
xed pressure
n s ,
and,
a-s they
move
in the
pump
cylinders,
they act
likewise
as
plungers.
The
v a l v r e v ~ r
~ e r Fig. 4), arranged
se
parately for
eve
ry
cyhnder, 1s moved
by the
common
crankshaft
with
the
result
that
the
pre
es
ure water
is
admitted
a.ocord:
ing
to
the
position of
the
cranks to one
or
two of
the
pressure cylinders.
•
Dirnensions of
the
P
wm
pi lg JUachine.
Diameter
of
p r e s s u r ~
piston . 100 mm. ( 3.9 in.)
,
pump
piSton .
266
, {10.4 , )
Stroke
... .. . ... . . 400 , (15.7 , )
Diameter
of pressure water
ad·
mission pipe . .. . . 60 , ( 2 , )
Diameter
of
pr
essure
wat
er
return pipe
.. . .. . .
60
, {
2.4 , )
Diameter of pressure
water pipe
between reversing valve
and
pump
·cj linder .. . ... . . 40 , (
1.6 , )
Hydraulic
pressure . . ..
200
a.tmos.
= 2800
lb.
per
squa
re inch
280
mm.
{11
in .)
iameter
of delivery
pip
e ...
H e i ~ h t to
which
the water
is
ra.tSed .. . . .. . .. 230 m. 7
54
ft.)
Output
per
minute
... ... 4.5 c.
m.
(
158 o.
ft
.)
The
co-operating steam
pumping
mechanism placed on
the
surface of
the
mine consists of a tandem compound
c o n d e n s i n ~
steam engine directly connected with a.
double-aotmg
, > r e s s u r e
pump. The general arrangement
is the sa.
me
as m Figs. 5
to
7,
pag
e 789.
In
the
following
are
given
the
dimensions of
the
surfaoe
plant:
•
•
'
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D
Ec
.
6
1901.]
E N G I N E E R I N
G.
=
I
•
H Y D R U L IC
PUlVIPING
M A C H I N E R Y .
FIG. 5.
@ @
FIG. 6.
•
I
\
Fro. 7.
Fm. 12.
•
\
\
•
'
'
Diameter of high.pressure piston
470
mm. 18.5 in.
, low- ,. ,
790
, 31.1 ,
•
,
pump
piston ... 84 , ( 3.3
,,
Stroke . . . . .. 11
00
, (43.3 , )
Revolutions per
minute
. . .
60
Dimensions of engine-rooms:
On the sur
fa.ce . . .
In the mine
•••
..
.
Height
• •
.
•
. .. 19.8 m.
by
7.6 m.
(65fb. ,
25
ft.)
8 m. , 4 24 m
26 ft. , 14ft.)
5 m. 16 fb.)
•• •
•••
..
'
I
I·
lrKvmv g or
I
S o m m e l 6 e M I ~
.
'
F1 c; . 10.
•
lvf1KM?pr-8 W
I
I
F IG.
11.
.
\
'
FIG. 14•
•
•
• •
• I
•
• r •
, • I • I •
ll
• I - I :
• I : I •
• I I
.
• ' : ' • w
. ..
,
= ; : I :
• • I :
: I
• ·
v J '
i
lft ivmv qlqlf
·
L
. . .
• •
fJ
fo'v·
l f ~
..
. •
•
F I 1 .
13
---
Inserted
in the
main
pipe
there
is an air-pressure
accumulator
patent Pr
ott-Seelhoff). Diameter, 160
and
520
millimetres
6
.3 in.
and
20.5 in.) respe
ct
ively,
and
200
millimetres 7.9 in.) stroke. A pressure of
20
atmo
spheres {280 lb. per
square
inch) is brought to
bear
upon
its
upper
piston. The
pumping ma
c
hine
run s at a
speed of 65
to
70 revolutions
per
minute.
With this
speed a useful effect of
68
to
69
per cent. was reached
during the contract trial
Th
e speed of the pump can be
increased
to
75
or 80 revolut ions without difficu
lty.
In spite
of the
many
advantages,
the
three-crank
pump-
. ..... 255-
•
r-t
-
--
-63C
·
ing
machine
did
not
find general applicatlion, especially
when the
two piston pumps
(system Kaselowsky) were
placed upon
the market.
The construction of
the
reversing
me
chanism of this
pump (similar to that
applied
in Worthington pumps) is
ba.aed upon the principle that
all
the water columns
are
held
in
a continuous and uniform movement.
Out
of two
double-acting pumps, worked by hydraulic
pressure
and
placed close to each
other,
one moves by a
lever
gear the
revers
ing
valve of the
other. In
case t
he
reversing
mechanism .should refuse to act, a special safety revers.
•
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790
E N G I N E E R I N G
[DEc. 6 1901
HYDRAULIC
PUMPING
MACHI NE RY.
•
•
:s
•
'
·=
•
\
•
•
'
I
60·
I
•
•
•
--
.I.
L
:·
I :
I
I
•
( )
I;.
I
·391·-
I :
tSO -
I
I
I
'
•
l
•
I
•
I
FIG. 15.
.,
•
F
ro
. 16.
15
- .
I
I
I
I
•
I
I
I\
I
I
I
1)
I
I
•
'
-- '1
·l
i
•
•
•
'
I '
t : j
C\ 1
•
I
I
I.
'
t
l
I
I
I
I
I
I
'
I
I
I
I
I
I
•
/
I
I
I
I
I
•
I
I
•
I
•
(\l
•
'
l
I
I
I
'
•
I
'
•
'
•
•
'
--·--- \:
•
ing
gear
is co
nn
ected
with
each plunger,
by the aid
of
which
the
rev
ersing
valve is
pushed
into the
closed
position,
so
that
the
admission of compressed water is
stopped. To prevent both
reversing
m e o h a n ~ m s a c t ~ n g
against
each
other,
there
has
been fitted
a.
spe01a.l
sprmg
arrangement to the
reversing rods.
As
one
pair
of
plungers
slackens
in its
motion,
the
other
pair is
started.
By
this arrangement
uniform
flow of
water is obtained in all the
pipes,
the quantities
of
water
co
mbining them
se
lvE's in all
move
ment
s. For
the
g e n ~ r a
con
st
ruction of such a planb see Figs. 5
to
7,
pag
e 788.
As
will
be noti
ced,
the steam engine
in
stalled on
the surfa
ce of
the mine
is directly
connected
•
•
I
------- -
- - - - -
85
I .
J V
1
•
\
\
'
\
\
\
------------------------------
I
.
------
-----------· ·-- -· ' ---·-·-
••
1
I
I
Ji'ro.
17.
....
_
•
I .
•
'
I
Fro. 19.
2000·
Fw
. 18.
with
the pre
ss
ur
e pump, from which
the
hydraulic pres
sure is conducted through
the pit
to
the pump at the
bottom
of
the
sha
ft.
After
having worked
this
pump,
the
pressure
wa t
er is led again
into
a.
return tank
on
the
surface of
the
mine through
a.
special pipe,
p a . r a l l ~ l to the ot
h
er
pipe
lin
es.
The wa t
er
pumped
from
the
sump
is
raised through
another pipe to the
sur
face.
As the
general arrangement of
the
various
plant
s a
lr
eady
executed
has
been n
ear
ly the
same, we
will confine ourse
lv
es to
a.
description of
the plant in
the
colliery Gottessegen,
near
L ottringhausen, Ger
many
.
Thi
s
plant
consists of
tw
o
separate
sets
of
pump
ing
ma
chines,
the
first set having been installed in 1895.
The
engine room on
th
e surface of
the
mine,
as
well
as
the
engine-room below, we
re built
of such dimen
sions that la ter
on
the second set could
be
installed.
Figs. 8 to 10,
pages
788
and 789,
an
d
Figs
.
17
to
19,
above,
r
ep
resenti
ng- the plant,
show
only
one
set
of machines.
The
followmg are the dimensions of the engine-roo
ms:
On
the
su
rfa
ce,
20.5 by 10
me
tr
es ;
in the
mine,
8.5 by
4 5
metr
es
by
5
metres in
height.
Ev
e
ry
machine seb of
the
surface
plant
consi
sts
of one horizo
ntal tand
em com
po
und
con
densing steam
engine,
with
valve revers
ing- ~ e a r
on bo t
h
The d i a m e ~ e r s
of
the
cylinders
are
575 and 900 milhme.
tr
es
(22.6
m.
and 34.4 in
.) respeo
ttvely; th_e
stroke
18 1100
millim
etres
(43.2 in
.
). A
d?u
a ~ t i n g
press
ure pump <?f.
84
millim
etres
(3 .3 in.)
piston
dtameter,
and 1100
millimetres
st
roke directly
co
nnected with the
steam engine, furnishes
tha bydraulic
power with. a
pre
st
mr
e of 220 atmospheres (3080 lb.
per
squa
re
m.).
The
two
plunser
s of each pressure
pump are
of oast steel, firmly jomed
to
each
other by
crossheads
and
a?d
working
in
oast-steel cylinders.
Between the
latter l S meerted a fo
rg
ed-steel piece, which
forms
the
valve-box (see Figs.
11 to 14). The outer
dimensions
o_f
the
v a . l v ~ - b o x
are
630 by_
670
by 745
milli
metres.
In
1t
there
are fitted four pa1rs of suction and
delivery valves.
The
valve-box has f
our
vertically bored
holes of 220 millimetres
(8 .7 in
diameter,
into
which
are
fitted the forg
ed stee
l valves (see
Fig.
11).
The
suction
pipe
from
the return tank is
joi
ned to the
bottom of
the va.l
ve
box.
All
the
bore holes
are in
connec
ti
on
with
each
other
by s m ~ l l channels (see
Figs
. 13
and
14).
The
pressure
water
1s
led
fr
om
the
valve-box through a
pipe
to
the
air
-presure accumulator (Figs.
15 and 16) arranged
between the two machine sets.
This
is a differential
accumulator ; upon
the
l
arger
surface of i ts
piston
is
to bear the p r e s s o r ~
of
highly
compressed air,
while upon
the
smaller p18ton surfaca
the
hydraulic
press
ure
acts.
The
two plungers have diameters of
1 ~ 0 and 520
millimetres
(6.3
in
.-
.and
20.9
in.) respec
tively,
and a. stroke
of 2000
mllhmetres (79
in.).
Th
e
two cylinders
in
which
the
pistons work
are
firmly
co
nn
ected
by
fo
ur st
rong
iron
co
lumn
s.
From the
cylinders
the
water
is
conducted to
the
admission
pipe
in
the
s
haft
.
Th
e dimensions of
the
accumulators
and
of
the return tank, 900
millimetres
in diameter
and
3 me
tres in
height, placed between
the tw
o mac
hine
sets
a
re
sufficie
ntly lar
ge to serve also for
the
second
m a c h i n ~
set, whi ch
has
been installed
not
long ago.
. (To be oon tinued.)
AMERIOAN CRANES
IN EUROPE.
-Among recent shi p.
menta of electric tra.vellin ' cranes
made by the
N orbbern
Engineering Works, of D etroit, Michigan,
are
three
cra
nes
to
Glasgow, one
to Bru
Sdels,
and
one
to
Copen
hagen.
THE NoRTH
GE
RMA
N L
LO
YD
. -The
profits realised
by
the North German
Lloyd
in the
first
nme months
of
this
year
are
returned approximate
ly
at
1,007,
OOO
l.,
as
compared
with 1,019,600l. in
the
co
rr
esponding period of 1900,
and
668, .
in the
corresponding period of
1
899
. The
re
venue of
the
company f
or the
first
quart
er of
the
year
will show some reduction in consequence of
the
poor
maize crop secured
this year in
tb e
United
Stat
eR
.
The North German
Lloyd
is
now constru c
ting
nine
veesels with a view to
an
extension of its
op
e
rati
ons in
the ,4 t
lantiQ.
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D EC. 6, 1901.]
" ENGINEERING "
ILLUSTRATED PATENT
RECORD.
C OMPIUtD BY w. LLOYD WISE.
SRI.ECTED ABSTRACTS OF E N T PUBLISHED BPBCIFIOA
TIONB
UNDER THE ACTS OF
188
8
1888.
number oj views given
in
the Specification Drawings u stated
m
eac
h
case
; tchtre
none
are ment Wned
th
e Specification i8
not illustrated. '
Whe
re
inv e ntions are communicated frO?» abroad the Names
d:o., of the Communt cators are given
in
i talics. ' '
Copies of Specijic
aticnUJ may be
obtained at the Pa tent O
fll,ce
Sale
S5, So' lt llampton Buildvngs, Chancery-lane W
.C.
at
the untform pnce of 8d.
The ~ t e of. ~ v e r t < U l m e n t the accep tance of a Complete
S
JJ
ectficattcnl
t.S,
tn
each case, gwen after
the
abstract, unles8 t
lt
e
Patent has been. sealed, when the date of sealing <U1 given.
Any
perscnl f lav
,
at
any time w i t l ~ i n
two
months from the date
of
t l ~ e r t t B of the
accep
tance of a Complete Specification,
gtve nottce at the Patent
0{/lce
of
oppositt'.on
to the gramt of a
Patent
e n ~
any of t
he
grounds mentioned
in
t
he
..Acts.
ELECTRICAL APPARATUS.
18
,35
7.
G.
E.
y ~ · D l a
Warrington. Tape-Covered
Conductors. (3 Figs.] October 15, 1900.-In order to avoid
st rain, and e b y the. of fault'i in
th
e vul canising
ru bber cover10g of elec tn c-hg ht wtres, suoh fa
ul
ts
being somet
imes
l:tj.1
•
11 J
l j
--'
caused. by t
he
s_pi al
ap
\)lica lion. of .tape, such
tap
e is
to thts mvent
10
n app hed m a st ra1ght len
gt
h wit h a
folded jom, and is b raided imm ediat ely a fter leaving the folding
devi
ce f
a
nd
in the usua l ma
nn
er. (Accepted Oct
obe
r 16, 1901.)
21,144. W. Watson and E. P reece, Bradford.
Electro-Motor Start ing Switch. [2 .Figs. ] November
22, 1900. - In or
de
r to provide swi
tc
h m echanism
fo
r any
one or oth er of a nu mber of elect ric mo tors and at th e same tim e
to regu
la
te , wit hout c on t rol of t he ope
ra
tor , the rate at which
the of cu rrent to the moto r arma ture is gradually
inoreased, according to th is inventi on when a main switch (used
for closing th e circu
it
s by which cu
rr
ent is to be supplied to any
J
•
E N G I N E E R I N G.
n ~ i t u d l n a l l y grooved
and
bent round,
and
the
ou
ter co
ndu
cto r
made either from a similar strip or from one which has been
d iagonally grooved a
nd
is t wist -lapped. (A
cce
pted O
ctober
16, 1901.)
11,214.
B.
Shoemak
er, Philadelphia, U.S.A.
W ir
e·
less Telegraphy. [1 F(q. ] May 31, 1l*O
l.
(Convention date,
J
an
u
ar
y 17, 190
1.)
- Tb e oscillato r e
mp
loyed by the
in
ven
to
r has
ILs middle spark g
ap
fi lled with highly-compressed gas inste
ad
of
by a liquid o r viscid dielect ric, as has hereto fore been usua l. n
is
state
d that thi s
proris
ion greatly increases the rapidity and
regulari ty of
acL
ion of th e em
it
ter. The moving part of the
.l 'tj-1.
•
.
•
decoherer is a ball of magnetic ma ter ial within the coherer t ube.
In order to prevent discontinuance in the indication on the receiv·
ing ta
pe due
to t
he inte
r vals b
et
ween the ra
di
at ion
impu
lseswhich
consti tute a do t or d ash sig nal, a cond enser is used and disposed
in such manner th at on in te
rr
up tion occu
rr
ing , it s discha rge
through the
magnet
circui t of
the
receiver sufficiently retains t he
magnetism for the period of t ime that
in te
rvenes be
fo
re th e next
impulse of th e series is received. (Accepted Octobe1· 16, 1901.)
11,951.
B.
Belberger,
-Munich, Germany
.
Maxi·
mum-Demand Indicator.
[1 Fig. ] June
11, 1901.
ln t his
maximum-demand indicator, marlcing of a recordin g surface by
means of a pencil or the like is adopted, and in orde t' tha t
the
instrumen t may serve to show t
he numb
er of t imes the de
mand
has rieen to or exceeded a cer tain limit , the same movement
•
•
I
I
I
I
which a
ct
uates the indicat ing arm in one dir
ect
ion, is also caused
to eO'eot a small t raversing movement of th e recording su rface. The
invent ion is limited in the claim to apparatus " in which the regis
one o r oLher of th e moto1 ) is shif ted in to
po
sition to close the terin g
point
er , s
ty
le, or arm is
ac t
ua
te
d by a body which is ex
ci rcuits, the c ur rent supp lied to t he a rma ture t raverses a resist- panded by the heat generate d by the cu
rr
ent to be n1easured ,"
anee or series of resistanoes, at t he sam e ti me bringing a small elec- and " fo r th e
pu
rpose of c
ontinu
ously re(l i
ste
r ing th e max imum
t ric moto r in
to
a
ctio
n so
as
to opera
te
a sliding cont
act ba
r by qu ant ity of cur
re
n
t.
passing."
(.A
r.ceptcd Oc
tob
er 16, 1901.)
which the resistance in the c ircui t is grad ually diminished and I
fin ally eliminated. When the main switch is opened, the slidinll
contact bar is re turn
t>
d
to
its original position by s prmg
fo
r
ce
or
"r avity. (Accepted October 16, 190 1.)
22.316.
W.
J .
Glov
er, St. H el ens, La.ncs. Cable·
M a ldl l
f'
• [5 1 igs. J Decembe r
7,
1900 .
0
o
mp
aratively rigid
GAS ENGINES,
PRODUCERS,
HOLDERS, &c.
18,3
40.
C. D. Abel, London. (D iesel ltfoto> Com pany,
tht gsbnrg, Germany\
Method
of Working In ternal
Combustion Mo tors.
[1
.ltig. ) October
15
, 1900.-This inven·
ti
on apparent ly applies mo
re
espeolo.lly
to
tha t
type
of oil engine
in which compression of the charge is carried to a point at which
the latent beat rendered sensible un der the said comp ression is
eufficient to fi re
the
combustible. and accord ing to this invent ion
cl rctr
io
cables are accordin g 1
0
this invent ion
made
from.
un
- a_r only is into the <'ylinder
an
d compressed, th e combus-
d i" icted condu ctors formt>d of in
ct
ented st r ip. In the cable Jllus j ll b l e being mt roduced . at _the
m o ~ c
the reaches lh e end
tJ
I}ted ~ l e central cocduct(> r is l)l \de rrorp f\ st lip or
at
rip3 or JtS lmqu (l t ravel
1
by a
Jet
of ru r more
h1
ghl) compnBSed th nn
791
t hat filling the cylinder,
and
th e air for the j
et be
fore its fin al
compre ssions being derived from that comp ressed in
the
working
oylinder. (.Ac.;epted Octo
ber
16, 1901.)
22
470.
0. A. B er end. London. J. 0. Schauer, We i[ert,
Bohlmia. ) Fla m e
Man
t les. December 10, 1900
.
An incan
descence man t le fo r gas light.ing is accordi ng to t his invention
made from a f
ab
rio knit ted on a tw ill kni
tt e
r. I t is stated tbnt
such mant les are st ronger, more rigid, and g ive more lig ht than
t hose kn itted on machines of the kind heretofore used tor t he
purpoee. (A
ccept
ed October 16, 1901.)
GUNS
AND
EXPLOSIVES.
12,839.
J .
Whiteh
e
ad,
Flume. Fir ing
Torpe·
do
es
. [9
P
ins.
]
Ju ne
24
, 1901. - In und er-wa te r discharg
ing to
rp
edo-tube apparat us for ships, and of the kind employing
a guiding shield
to
protect t
he
to rp edo from a gradually-applied
an
d therefore deflect i
ng pr
essu
re
in the w
at
er th rough wh ich t he
vessel is t ravelling, suoh a shield b eing adapted to open sudd enly
when t
he
full length of the
to
rpedo i
'
out o f its tube, accord ing
to this invention the running o ut of the t u
be
and sh ield, the firin g
....
.... .....
of the to
rp
edo, the opening o f the shield and its subsequent wiL
h·
tog
ethe
r with suoh other operations as are incidentally
involved are all
pe
rformed au tom
ati
cally at proper
in te
rvals
of
tim e following t he fi ring imp ulse. Hydrostatio pressure is utilised
to open the shield and also
to ru
n the t orpedo
tu
be in, at the same
t
ime
closing and bolt ing t
he
shield, as soon as the pressure of t he
air which serves to eject the torpedo is released. (.Accepted
October
9,
1
90
1.)
20,108.
L. B. Taylor, Birmingham. RUle-Sights.
[6 Pigs. ] November 8, 1900.-Accordiog to this inventio n long·
range sigh
ts
for rifles comprise on t he slide of the ord inary back·
sig ht an extension through which an orthopt ic sight orifice is
Fig .1.
i
-
J
-
-
-
-
(((iff
f-r'l
l
<
)
•
.J
1 ..
r
v
.
f-
"-1..1(24/0:JJ
dr illed, toge ther with an ext ra preferab ly of
shad
ed
type, and situat ed and turning upon th e fo re e
nd
of t he bar rel at
the end of the sto ok, and foldable in suoh manner t
hat the
fore ·
sight , when not in use, is protected wit
hin
a. slot
in
the small end
of the stock. (.Ac cepted Octobe1· 16, 1901 .)
20,187. A. N. Smith
and A.
Smith, London.
RUle
Back-Sight.
[4 Pigs.] Novem
be
r 9, 1
900.-
A late rally ad·
just able baok·sight for rifles according to t his invention comp r ises
an inte rnally-th readed rotatable upon a screw on t he
slide
and
preferably p rovided with a. sca le and micromete r mark·
ings on the sight-wh6e l to indi
cate
the ext
en
t of i
ts
removal
from
th
e
ce
nt re. The invent ion a
ppe
a
rs
to be
limited
to
V
(.A
ccepted October 16, 1901. )
21,245. Sir W. G. Armstrong, Whitworth , and Co.,
Limited
,
and
G. Stuart. Newcastle
-on-Tyne. Me·
c b a ~ c a l Primers. [6 Figs.] November 28, 1900 .- Thi s in·
ve lt•on has for ~ j e o t to provide improvements in mechanical
pr1mers for use m ax1al vent
gu
ns, and more especially for heavy
guns where the shock in closing t he breech is grea t. To
in
su re
that
th.e of the primer shall not be th rown forward by
severe JO
tm
g or rough usage, such
as
might occur when closiug
.:l. .If .J.
lE1
the breech-block of a g
un,
a oonic
aJ
m
eta
l c
up
is
interp
os
ed
bet
ween the st riker an d the d eton
ato
r , which cup , so long as it
r
et
ain s
its
fo
rm,
keeps
th
e str iker from being th rown
fo
rward.
The st.ren
gt
h o f . the cup
to
.resist ~ o r m a t i can be rt>gulated
(to sm t t he restst ance rfq ut red) by mcreas
JD
g or d ecreasing t he
t hickn ess of t he meto.l. I
r;
is stated th
at
when the point which
is to be forct>d ngainRt. th e detonato r is carr ied ins ide the me ta l
cnp , as ebown ju d rawingP, the c
up
fo rms a v e r ~ e
ffic
ietJ t g ae
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792
check
.
to
pr_event escape
of gas
through the
axis
of
the primer
;
~ h e pomt m1ght, however, if preferred, be ca rri
ed
by the striker
1 t s ~ l f and pass
through
a hole formed th rough the rear end of the
res1stance cup.
(Accepted
Oct
ober
16, 1901.)
21,627. N.
Ceipek,
Vienna,
Austria. Explosive
~ o m p o u n ~ . N o v e ~ b e 29, 0 0 . - A m m o n i u m nitrate explo
~ t v e s
accordmg
to tb1s
mvention have great
sbatte
rio
g power
Impa
rted
to them by the addition of tri-nitro-phenol. The
"
exciter
"
p ~ e f e r r e d
is
aniline
nitrate,
and it
is stated that a
safety explosive according to
this
invention, ar.ad possessing the
sbatte ing power of dynamitE', may
be compounded
from t
he
followmg:
Ammonium
nitrate . . . . . . . • 80 per
cent.
Aniline nitrate . • . • . . . . . . 10.9 ,
Tr i
-
nitr
o
-ph
enol . . • • . • . . 9.1 ,
Accepted
Octobe ·16, 1901.) .
12.617.
A. A.
da
Silva, Rio de Janeiro,
Brazil
Explosives.
June
20, 1901.
(Convention
date,
February
a·
1901.)
Accor?ing this
n v e n ~ i o n
guanidine is used in e x p l o s i v e ~
and
IS
combmed wtth such acid or oxygen
conta
ining substances
as are otherwise used in the manufacture of such materials. One
~ e h
p l o s i ~ e , picrate
of guanidine
(C
6 H2 0 H
(N
0
2)3
0 NSH6)
IS obtamed . m . t.be form .of
small
crystals or of very floe yellow
po\yder wbtcb.
IS almost
m s o l u b l ~ , and the
preparation
of which,
1t 1s s t a t e ~ ,
IS
not attended wttb danger, whilst the resulting
compound JS stable,
easy to keep, burns slowly
in the air,
is not
exploded by s ~ o c ~ , an? has _he remark.able ~ r o p e r t y
ol
being
o a p a b l ~ of aesomatton w1tb
sahne combustives(mtrates, cblorat
es
&c.) without danger of reaction between the ingredients, t b ~
mixture
prese
r
ving an ab
so
lute
insensibility to
sho
ck
in
the case
o nitrates."
By
the combination of guanidine with ni
tric
acid
mtrate _of guanidine (0 NS H6
N
03)
a orystalline, flexible,
stable
non-dehqueecent,
and
neutral
safety explosive is obtained, which'
when heated in an open vessel, melts first
and
afterwards b u r n ~
briskly
without
smoke
or residue
and with no
production of
corrosive or irrita.n gases. This product being soluble in cc alcohol
etberised with common ether or with
acetic ether,"
can
be in ti
mately mixed with the nitro-oelluloses, the
combination
of which
it retards and whi
ch by
it
are re
ndered
insensible
to
mechanical
shook
whilst retaining their sensitivene88 to detonation. Accepted
Octobe
·16, 1901.)
HYDRAULIC MACHINERY.
17,494. W. A. Doble,
San
Francisco,
Cal.,
U.S.A.
Impact
Water-Wheels.
[8 Figs
.]
October
2,
1900.-Tbis
invention
relat
es to impact water-wheels, and according
thereto
a r
egulating
nozzle
designed
to
furnish
a
very
solid
jet
comprises
a jet piece having convergent edges towards the orifice, and a
m
ovab
le, flexibly
supported,
self-centering
core
of
elongated
form
adapted
by means of a l
eve
r and slide to be used to re
gulate
o;
Elj.3.
-
( ,,,)
'
'
'
\
\
\
\
'
'
i-
to stop
the
flow of
water. The core is shaped as shown in the
drawing in order that it may not militate against the solid for
mation ot the jet. The buckets on the wheel may have cc curved
slots"
in
their outer ends,
through
which
the
jet
can
pass, there
being a depending wedge in the
middle
of the slot designed to
split the
solid
jet
into
two
parts which
im p
in
ge
full
on
the
hollows
ot
the double bucket in rear of that which is causing the
splitting. (.Accepted
Oct
ober
9, 1901.)
MINING, METALLURGY, AND METAL
WORKING.
21,052. S. Frank. Frankfort-on-Main,
Germany.
Case-Making.
[4
Figs.] N o ~ e m b e 0 0 . - ; A r t i c l e s such
as
cartridge
oases
are
made acco
rdmg
to th is mvent10n by means
ot a punch and die, both
formed
with clearance above the punch
ing
hoe.
The die
has a central hole,
and
the
punch
n projection
I
I
Ft9.3.
-
E N G I N E E R I N
G.
d Splaced metal
" into
the
walls
of
the hole puncb
e
d," comprise
e1ther a hollow punch and a solid bolster, a solid punch and a
.Fi;J.
I.
I1fj.3.
Fi:g.4 .
bolster having a
bole
of smaller size than the punch, a solid
punch
and a solid
bolster,
or
two
solid
punches
.
Accepted
October 16, 1901 .)
MACHINE AND
OTHER
TOOLS, SBAFTING, &c.
17.738. W. Bolroyd,
Rochdale. Lancs.
Dirt-Picker.
[2 Pigs ] October
6,
1900 . -The
tool
shown in the drawings
is
intended
to remove the g
reasy
dirt
whi
ch accumul
ates
between
the spindle and the bolster in mule or other spinning machines.
The tool is applied with the bent
prong
inserted
underneath
the
cp.ked dirt, the
straight
prong serving to hold the refuse and to
.
prevent
it from slipping
up
or
along
the spindle
whilst
the
dirt is
being broken by the
bent prong. Th
e
complete
(final) speoiflcation
terminates with the following claims: "Firstly , that with
this
improved
tool the work can
be
done
both
quicker
and
easier.
Secondly,
that
it saves the necessity of stopping the mules.
Thirdly, saves
straps and
bands and makes better
work." .A ccepted
Octobe
r
16, 1901.)
TEXTII·E
MACHINERY.
4244.
Brooks and Doxey,
Limited,
and W. B.
Cook, Manchester. Cap-Bars. [2 Fi gs.] February 27,
1901.-
This
invention is desig
ned
to provide for the
secu
rin g of
the loose fingers of cap-bars to the ring
spinning, ro
ving, and
other
frames upon which
they are mounted
in suob
manner
as to
permit of the more perfect and ready
adjustment
of the said
loose fingers which,
according
ther
et
o,
are
secut·ed
to
the sup
porting bar by a triangular key, by which they
can
be
held
in any
.
Y.-.
I
I
I
I
I
I
I
I
I
I
•
11
·
I
I
I
I
I
I
I
I
•
I
I
I
I
I
I
I
•
•
I
•
I
I
•
I
I
I
position
without the
necessity of
their
being provided with slots.
The supporting
bar
is made by
rolling
or
otherwise
with
a
co
n
t inuous flat, and the fingers are drilled or bored to fit the bar.
Into
each finger is driven a triangular key, one side of which
rests upon the flat
and
the opposite
angle
or edge of which en
gages with the interior of the finger socket and embeds itself
therein, thus flrmJy
securing the
finger in
the
desired position.
.A
cceptedOct
obe
r
16, 1901.)
4245. Brooks and
Doxey, Limited,
and w. B. Cook.
Manchester. Ring RaU Adjuster. [4 Fi
gs. ]
Feb·
ruary
27,
1901.-This
invention relates to
improvements
in the
poker or
bar
by which the ring rails or ring spinning or
doubling
Iw 4 .
-.:;
•
[DEc.
6, 1901.
screwing
in
or
out
of the screw the poker is adjusted.
The
screw may be looked by a
pinching
screw or
pin
inserted from
one side or by a second
sc
r
ew
behind
it,
with preferably a larger
h o l ~ , through which the key tor screwing
up
the first screw
may
be
mserted. .Accepted Octobe
·16, 1901.)
VEHICLES.
19,1 11. J . E. Thornycroft, Chlswtck. Motor
Wagons. [8
Figs.]
November 3,
1900.- In a motor-propelled
ro
ad vehicle, wherein the motor is mounted on the spring
supported
frame of the vehicle,
and
the main driving wheels of
th e vehicle are rotated through a toothed wheel and differential
ge a
rin g that
surround
the axle of the said main driving wheels,
aud are driveu by a toothed
driving
wheel operated from the
motor
through a flexible
co
nnection (such
as
an intermedia•e
sha
ft
and universa
l couplings),
ac
c
ording
to
this
invention,
oom.
Fr.g.2 .
bined with two toothed
wheels is a
holder
wherein a
toothed
driv
ing wheel is
mounted
to
rotate, and
which
Is
mounted
on
the
said
ax le and so
connected
wi th the said spring-supported frame that
the toothed driving
wheel will be
maintained
in
gear
with
the
toothed wheel, and will either be prevented from turning
around
the
la tte
r wheel or will be
caused to turn only
to a very small
extent around such wheel, d u r i n ~ t " vertical movement of the
spring-supported
frame rel
atively
to the axle.
.Accepted
O
ctober
9, 1901.) .
MISCELLANEOUS.
17 711. H.
Grist,
Borsham, Sussex. Wind Motors.
[11
F
igs.] October
5, 1
900.
- ln this horizontal wind motor
" wings" are mounted in pairs on horizontal rot atab
le
shafts
and are adapted
to
open and
close by wind force, over·f old·
~ - - - -
..,," \
/
'
• I
-
'
.........
I /
\ '..,. I /
\
·
- - . : -- -
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• , ~ + -
· - - ·
\
'
,
.
' .
•
, :
: . : : : : : · ,
, ,.
"•
I '
I
'
' '
'
'
'
'
'
'
, -
.
,
. I \
: '
'
I
I
I
I
I
I
: ; I \
t
I I ,
• I I \
: I ' •
\
l
. <:1 I I
.. ... f : '
~ ~ ,
I
t
I '
I I
-., I
:
;
- J • •
l
I I
- - · - · '
_
..
_......____
__
'
;
,
.......... .
...... . - -
--
t
I I
I '
I I
I t
I I
I I
I
I
I
I
~ . . .
•
' .
,
....
I
•
•
,
ing
under
exce88 of
pressure
to the desired extent should the wind
be
too
higb, a resilient yie
ldin
g device being provided
in
combina
tion with
each wing
shaft in order
to
allow of this. .A
ccepted
Oct
ober 9, 1901.)
20,268. W. Racbler, Vienna. Splicing Machine
Belts. [2 Figs.]
November 10, 1900.-
Leather belts
for power
transmission
are
according to this
invention cemented
or r1veted
----------------
--
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------- -
---
___
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---
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--
-
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---
-
-------------------
------------- --
------
---
-----
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----
-
---- ...
---·-
--·-
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•
tog
ether, and in order
that
strains may not be excessive on the
joining cement or pins the
joined
ends have
corrugated junction