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Nov.
I,
1901.]
LITERATURE.
The La w of Contract3. A Te;ct-Book for Tcchnioal S chool3
of E11gineering and Archi tectttre. By JOHN 0AS8AN
6or
E N G I N E E R I N G.
it is a ny the more a dead letter is a matter of doubt. tions by the engineer, it would have its ~ood. side.
Mr. Wait does not seem to be quite clear as to the This is a point the importance of whiCh 1s. not
real doctrine of adequacy of consid eration for con- enough insisted on by Mr. Wait. Much t1me,
tracts . He says truly that, in the a.hEence of fraud, trouble, temper, and often litigation,. would be
the parlies them seh es are left to judge of the r~la- saved if consulting engineers and arch1tects drew
tive value of the considerations which they fur- up specificativns more carefuJly _and fully. r_r:he
nish ; but, he continues, if the agreement be s uch absurdity of one contractor tendermg for one-thu_d
1hat the consideration cannot possibly be eq uiva- or one-quarter the price of another, for what 1s
lent to ~ho prollJise, the contrac~ will not hold. supposed to be the same work, would ~lso . be
Now, unless tho Roman Law d octrines as to con- avoided. Again, from the form of speCificatiOn
s ideration have got gr,.fted into the American law, g iven on page 144 (13) it seems that the contra~t or
which is improbablo, this is not so. A grossly JS r equired to make personal inspection of the SltP,
inadequate consideration may be, and often iR, &c., of proposed works, so as to satisfy himself
p1'imct .fucie evidence of fra ud or duress in the of the accuracy of the specification as far as posmaking of the contract, but the common law has sible. This is not usual here, but is a legitimate
never on~rthro " n a contract simiJly on the ground development of the tendency, noted above, to
of inadequate consideration. Again, it is surely r~lieve municipalities of respon~ibility and its conerroneous to say t hat a consideration is implied sequences. The requirement o~ a cheque on a sta~e
in a contract under seal : a contract under seal or national bank accompanymg the tender 1s
without consideration is valid, not because a another instance of this, and is, of course, not the
consideration is implied, but because no con- r.ustom here, where the only deposit required from
sideration is necessary in contracts under seaL the contractor is in payment for the drawings and
An interesting point is raised in Section 76 as specification.
to contracts for patented processes. Suppose a
It seems a pity that the frequent cautions against
contractor has tendered to certain specifications canvassing by engineers, or permission by him to
and drawings which, unknown to him, are of the contractor to alter his estimate, and other acts
patented manufactures. If he is stopped by the of this nature, should be necessary. But if they
patentees obtaining an injunction while the work is are, it cannot be said that Mr. Wait insiats on
in progress, has he any retnedy against his em- them any too strongly.
ployer '? On first principles it would seem not, since
The third part of the book under notice
the contractor's work was in itself illegal ; but Mr. deals with the employment of engineers and
Wait seems to think the question doubtful.
architects; and though it does not contain much
In Chapter IV. there is again some slight con- that is novel, it yet seta forth the relations existing
fusion between the necessity of a fact's existence to between engineers and their employers, their remake a valid contract and the difficulty of proving spective rights and liabilities, clea rly and in the
such existence. Mutuality, as is well known, is main concisely. On page 200 we find the following :
necessary to establish contractual relations. The '' An employe may have a right of action against a
parties mu~t be in substantial agreement when third person who maliciously procures his discharge,
the contract is made. But it is hardly correct to though the emr,loyer violates no legal duty in dissay that the "mental state signifies nothing ; it re- charging him. ' This is directly contrary to the
quires manifestation." True, it is difficult, may be doctrine laid down by the House of Lords in Alien
impossible, to prove a mental state wi:;hout mani- v. Flood, and cannot be brought into the exceptions
festation ; but, as was said in an old case, the state to this doctrine, to speak popularly, introduced by
of a man's mind is as much a matter of fact as the the later recent case of Quinn v. Leathem.
state of his digestion, only more difficult to prove.
Briefly, the English law at present is as follows :
The mental state is the essential ine-redient of Boycotting is illegal, but a mere intimation by one
mutuality.
~
man to an employer that if a certain employe is
The difference between English and American not dismissed the rest of the employes will strike,
law is again exemplified in the difference of doctrine does not give the employe a right of action against
as to the acceptance of a contract by letter. The the first party if the employer dismisses him. It
English doctrine and that adopted in many parts of appears from the judgments of Lord Halbury and
the States is that by maJring an offer by post the Lord Lindley in Quinn v. Leathem (17 1.'i'1nes Law
offerer permits the acceptor to make use of the same Reports, 249) that if any threats had been proved,
mode of communication, and the contract is corn- or any combination shown, in Alien v. Flood the
plete when the letter of acceptance is d elivered to result might have been diff~rent. And the Amerithe postal authorities. The Massachusetts rule, on can doctrine seems more consistent with justice
the other hand, is that the contract is not complete and common sense. Mr. Wait omits to notice the
till the acceptance is actualJy communicated to th6j important case of Vegelahn v. Gauter (167 Mass.,
original offt'rer. The importance of this distinction 92).on this point.
will be manifest wh en it is remembered that a tele'r.h e author, on page 253, recommends some
graphic withdra wal of the offer might reach the rather sharp practice as to avoiding injunctions on
acc~ptor &fter he had posted his letter of accept- t~9linical~tie~, which are hardly advisable; but on the
ance, but before this had reached the offerer.t next page he enjoins fair and honest obedience to
According to English law this withdrawal would be11 .an injunction issued by a competent court. The
of no avail [Hehthorn v. Fraser, 92, 2 Ch.J; but latter course is the more profitable in every way.
by the Massachusetts rule no contract would On the point of expert evidence Mr. Wait has some
have been created.
strong views to express. These apply probably
Mr. 'Vait has some sensible rema1ks as to the more in America than in this country, where many
necessity of reducing contracts to writing, and omit- of the most eminent engineers and scientists freting nothing that is material, which are equaJly quently appear as experts. Sufficient importance
applicable to all kinds of contracts. But he intro- also is not attached to experiments which, if fairly
duces a needless confusion in Section 130 as to inde- carried out by a well-known man, have great weight
pendent parol agreen1ents. " Parol evidence will in a court of law.
be admitted of an oral agreement entered into
subsequent to the written contract if the oral conBOOKS RECEIVED.
tract is supported by new considerations, &c." In
. unde fur Techniker, B f.rgingf.nieure 'Ulna Stu
this case it is simpler to say that if an oral agree- GesteinsJ.
dierendt der Naturtoissemchaften. V on Professor Dr.
ment is made, parol evidence may be led to supF. RINNE. Hanover: Gebr\ider J anecke. [Price 9.60
port it. This has nothing to do with the written
marks.]
~fichaet and Will on the L6/UJ Belati,ng to Gas ancl Water.
contract, which cannot be varied by parol at all.
By JOHN SumE s WILL. Fifth Edition. London:
Part II. of the book, which deals more specifica1ly
Butterwor1h and Co.
with works contracts for municipalities and other Primer
of Geomt.try. By H . w. CROO?tlE s~nTH, B. A.
corporations, will be of more inters t to the ~n
London: Maomillan and Co., Limited; New York:
gineer. And the thing which will probably btrike
The Macmillan Company. [P1ice 2~.]
him as most unusual is that it seems customary in Commeroial Knowledge: A Manual of B11 sin(SS Mtthods
and Transactiom. By ALGRRNON W ARRRN. London :
the States for a municipality to be obliged by
J obn Mu ~ray. [Price ~. 6d.l
statute to accept the lowest tender to a contract,
Die Werkze'11gm.aschintn.
Von HERMANN FISOIIER.
provided the contractor is a responsible person.
Zweiter-Band die Holzbearbeitwngsmaschincn. Berlin :
This does not seem, on the face o f it, an improveJ ulius Springer. [Price 15 marks.]
ment on the Eoglif>h practice, though the lowest Electrical Engineeri11g Testing. B_y G. D. AsriNALL PARR.
London : ()hapman and Hall, Limited ; Philadelphia:
tender is, of course, most frequently accepted
J. B. Lippinootb and Co.
here. But it must 6ure1y be a serious thing to
A Poclut-Book of Electr-ical Enginttri'11g Formtdre. By
accept a tender invariably if it be the lowest, and
W. GErPRL and M. H.AlfiLTON KlLGOUB. New and
the contractor able to carry out the work. Though
enlarged edition. London : The Electrician Printing
if it lead to more careful drawing up of specifi.caand Publishing Company, Limited. [Price 7~. 6d.]
---
E N G I N E E R I N G.
6o2
I
[Nov.
I, 1901.
THE
TOOLING OF
MACHINES.
'
'
..
FIG.
AsHFORD,
51.
M. Inst. Mech. E.
I.
:~
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,_ __
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'oo
OK
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t:-.:-I
h----- -z~_______ j ! :
:
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... i'
II
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----1
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f.- ......
iirk,l.6
pt:r Ut,
._.......,
3 4. -- ...... ~
-----:r------
rB ---------
Frg.so
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. ,_J
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tt
11
jl
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17
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p~
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---i
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l :._"='----t'~-----------=----=-~ ---
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Fig. 52.
li
-..x..----.r- - ('-----~~-----------li\,~l!
~
't-i,---------+~...j--. ..x...
:r
__,
&
Nov.
I' I 90 I.
E N G I N E E R I N G.
66j
l==IJ.
---held in a sliding holder in the turret, is brought up
t o finish the thread.
...
.51/-.
The t op part of the valve body is now finished with
-------------t he except.ion of the sixth operation, which consists
I
I
in forming the shoulder at the back of the turned
flange ; and for that purpose a form tool, held on
!
the back of the cross-slide by the side of the chaser,
is brought forward.
For the seventh operation, t he chuck, together
with the valve, is rotated through a quarter of a
revolution to bring one of the ends into position.
1--- - - The tool previously used for facing the top flange
1s
t hen brought up by the cross-slide to face and
chamfer the end.
The boring bar (illustrated in Fig. 67) held by
the turret and fitted with the cutter, is next brought
up to rough-bore the part t o be threaded, and
.
~- - .. -- - - --------- ----1 ~
~
--------?; slightly countersink the end.
~ -------------------- - 4i:'- -----t--- ~------- -,.J
I
A similar tool to t he last is, in the ninth operaI 1
r-~1---f--r----...
tion, brought up to finish the boring.
-lp--..j
l
Two more operations-the tenth and the eleventh
I : ~-: 1 ---1 ~
/.-~--~- ~ ~~ ...........
I '
~
~'
-are requisite to finish the one end of the valve
i
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ff-:u ..
,
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1
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body. They are to chase the interim thread with
I f
-----.r
:::_.._..,./-"'19
t he same chaser as was used in t he fourth operation,
~------- - -- ----------f:----.-----,-------..!
I: I
and to pass in a sizing tap similar to that used in
'
--------'
t he fifth, but somewhat smaller.
1''
-.-.M
I~ ---- -- .2f
,
"lJ.Z-,-.
,
e xplained, not only will the reader be familiar with
r(---- ~-+' I / : l
o
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I I 1,.. , .. ;<'I
1..\.,-~ ....
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..
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f
,,
w !!
'il
,_
.
~ ~q)
' 1(\
The cover (Fig. 60) has t o be screwed at both
~)
't.f! '' . ...
I' ~
ends, in order to screw into the valve body and to
I
b.~! :
it ' ...
:
r eceive a union-nut gland for the stuffing-box.
------------------I
t
V
The flange has to be machined bright, a square
t hrea.d screw cut in the interior for the spindle, and
t he stuffing-box machined out. The job is firstly
..1
h eld by the hexagon in the three-jaw chuck, and
t he large end is faced off with a tool on the back of
P.,'n . 57
t he cross- slide. The centring and facing tool
I
'
,4-v:f
.,
FlA) . S3
Fig.
68)
is
then
brought
up
by
t
he
turret,
(
f
t o prepare the casting to receive a fiat drill
which has to follow and bore out the hole. A
I
s econd such flat drill is also used for finishing t he
-- -'~
h ole. A special tool (Fig. 69) then rough-turns
'
I
t he outside and face of the flange, and it is followed
b y a similar tool to finish the turning and facing,
_______ t_,
a nd also to cut a V -shaped groove in the flange,
~.
~~:
1:1~
--~:1-~~~---.
:.1il - - f - - .:~~~-A
~
- -11- 1D
g is complete.
:
_...
I
"'~
h~
y_ ______;J
~I
'
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' _;,_ ~
*
I
I
I
For the second p rocess, the machine has to be
... -t---"'
1j.
'
~~.'l-r_ ~~==t.t l l
l
l ~-~----:~:~=~~-=t~~~~~~ r
1--..~oo~~~;~I"-'-.....J p rovided with a fresh set of t ools, or else a. second
~-+--....-..;.. ..t'" t---------------~---
-.--!
machine of a similar type must be used. The chuck
~---L-----------
__! iI
fo r this second process is illustrated in Fig. 60,
I
1l
p age 606, and it will be seen to be of t he pull-in
.;.~
~--L------~---------.J:
- --- - - - -- ------------~
I
"'
4I
.
.,
I
A set of
COllet type of rather large diameter.
t-'<"--------------------- ------- 7 it' --- ~- --- -- --- ---------->i
m ild steel liners are attached to the interior of the
already roughed-out. This tool will be seen reamer to bevel the seating ; a cutter to finish-bore COllet, and they are screwed to the same thread as
t o be built upon a bar-like shank, and t o have a the par t to be screwed, and also three other tools th e large end of the valve cover. The collet must
cutter for finish-boring the valve seat; a conical held in a cast-iron holder fitted to the bar. Of ha\e a. considerable amount of spring, t o open suffiI
t I
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I
.0.
L .
-# . . . . .
9~
Fi1J
~ --- - ----
--
~--t~
o
I.
- - - - - - - - : -- - -- - - - - -
-------------
.flJ_
I I
,.. ';2."
I I
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I o
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------*. . .
II
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11
11
11
11
11
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;;
,
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.... , I
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f
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.,
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t:
k-
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E N G I N E E R I N G.
ciently to pass over the thread. The first turning
operation in this second process is to rough-bore
and face the diameters with a flat drill, held in a
small flat drill-holder in the tun~et. A second such
drill is used for finish-boring and facing. The
formed tool (Fig. 61), held upon the back of the
cross-slide, is n ow brought forward to turn the
collar and end of hexagon, and to cut the recess at
the back of the thread. The part to be screwed
has now to be both rough and finished-turned with
a pair of simple turning and chamfering cutters
held in two box tools (see Fig. 62, page 604).
When the thread has been chased by a chaser
on the front of the cross-slide, the second process
is complete. There is still a third process to complete the job, and for this another set of collet
liners are put into the chuck, and screwed to fit
the small end. A ch9tser with a square cutter, held
on the cross-slide, is then used to cut the square
thread in the interior for the spindle, a sizing
tap being used to get it to the right gauge. The
several jobs dealt with in thi~ article are so
very different from each other, that they cover
quite a wide range, and many machinists will no
doubt find considerable interest in examining the
details of the tools. Other things there are to be
seen of this nature at the Glasgow Exhibition,
but sufficient has been put before the readers of
ENGINEERING for the present.
THE
EDUCATIONAL SECTION.
ADDRESS
was delivered on Thursday, September 12, the
first day of the Section's n1eeting.
As the r epresentative of a Government Department which controls "the larger, but perhaps not
the most efficient, part of the education of the
United Kingdom," Sir John Gorst thought the
most suitable subject for his opening address would
be "The proper function of national authority,
whether central or local, in the education of the
people ; what is the limit of its obligations ;
what is the part of education in which it can
lead the way; what is the region in which
more powerful influences are at work, and in which
it must take care not to hinder their operations ; and what are the dangers to real education
inseparable from a general national system." Generally the public instructor can only play a secondary
part in the most important division of t he educat ion of the young- the development of character.
The character of a people is by far its most important attribute. It has a great deal more moment in the affairs of the world, and is a much
more vital factor in the promotion of national
power and influence, and in the spread of empire,
than either physical or mental endowments.
THE PRESIDENTIAL
[NoV.
l, I90L
Nov.
I,
1901.]
E N G I N E E R I N G.
6os
E N G I N E E R I N G.
6o6
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TEACHING OF MATHEMATICS.
The Educational Section was the only one, besides
Section A, that met on the Saturday of the meetI
division of the latter Section, t here was a joint discussion on "The Teaching of Mathematics." This
we haYe already dealt with in our report of Sec('1011. N.)
tion A.*
SOIENOE IN ELEMENTARy S c HOOLS.
The only business relating exclusively to the
On Monday, September 16, the Educational Section was the presentation by Dr. J. H. GladSection again met in t he Students' Debating Hall, stone of the report of the Oommittee on the Teachof Glasgow University, Sir John Gorst presiding. ing of Science in Elementary Schools. This report
we shall print in full shortly.
THE
..
(To be c<mtinued.)
in Western Australia. appears to be considerably increasing, having amounted in September to 180,663 oz., as compared with 148,305 oz. in September, 1900. Of the
180,663 oz. forming the yield of September, 93,261 oz.
were exported, and 87, 402 oz. were sent to be minted atl
Perth.
Nov.
I,
1901.]
E N G I N E E R I N G.
6o7
THE ELECTRICAL EQUIPMENT OF carried out mm~t completely, right up from the iron independent engine fed by underground steam
mama.
MESSR .,, PAL1\1ER'S HIPBUILDING ore to the perfectly-finished ocean-going steamer.
The shipbuilding department and the engine
The greater part of the steam-boiler plant was
\VORK .
worn out, and the necessity for a n ew power equipment became urgent. I t was decided to adopt
electrical driving, and 1.1essrs. Clarke, Chapman,
and Co., of Gateshead-on-Tyne were called upon to
FIO. 3.
THREE-PHASE
T YPE
FIG.
5.
WIN CH.
MaCHINE
TooLs.
6o8
E N G I N E E R I N G.
[Nov.
I, 1901.
ing station. With this arrangement the economies rest on the crank-enclosing case, and on the placed at convenient centres in the department.
resulting from the change were at once apparent; upper flanges the steam chest rests, which also is The first distributing board is located alongside
although no definite comparative tests have yet a. single casting of simple form. The cylinders are the main receiving board just mentioned, to which
been taken, there is a considerable reduction in the double-walled to prevent condensation; they are it is precisely similar in its arrangement of switches.
q.uantity of fuel consumed for the power genera- smooth and free from ports or passages of any Thus there is a main switch receiving the current
tion.
kind throughout their lengths. The shaft of the at the board, and putting it on to a set of bus-bars,
The work in changing over the power system has engine is extended beyond the crank-case bear- from which circuits are taken to the various motors
been carried out well and methodically ; in the ing, at the opposite end to the valve eccen- in the machine-shop, each motor having a conarrangement of the electrical circuits there is a tric and governor wheel, to an outer bearing. tinuous main, and each having a switch on the
commendable simplicity which renders the chances This extension carries the flywheel and the gene- distributing board. There are in all nine motorof any breakdown very remote, and a total or rator armature, the engine and the generator both circuit switches on the machine-shop board, in
serious breakdown practically an impossibility.
being set on one cast-iron bed-plate. The generator addition to the main switch.
~h~ powe~ .P~ant is located in an independent consists of a field-ring having six laminated poleThe motors in the machine-shop are arranged as
butldtng, a d1v1dtng wall across the centre separat- pieces cast on the interior. The field ring. is follow:
ing the boiler plant from the engines and genera- vertically divided, and the two halves set on guideOne 30 horse power motor set on the ground
tors. In the boiler-house there are installed four plates on which they can easily be drawn apart, drives a 90-ft. length of overhead shafting. The
Lancashire boilers, working normally at a pressure leaving a sufficient space for the inspection or speed of the motor is 860 revolutions per minute,
of 150 lb. to the square inch. Three of these repair of any part of the machine. The machine is the drive being by a belt 9 in. wide on to a 5-ft. pulley
boilers are kept constantly in use for the power load. built on the same mechanical principles as the on the end of the shaft. Connected with the shaft
They are hand-fired. The two feed-pumps are of alternators described. The field-coils are wound are about twenty small lathes and slotting machines.
the vertical high-pressure type (Woodeson's patent) and insulated on formers before being placed on the One 15 horse-power motor, running at 570 revolumanufactured by Messrs. Clarke, Chapman, and Co. pole-pieces. The armature and commutator are built tions per minute, drives by belt a fan running at
With the exception of driving these pumps, and a upon one cast-iron spider which is pressed and 800 revolutions per minute, providing draughts for
small engine working the economiser scrapers, the keyed on the engine shaft extension. The armature the smithy hearths. A 20 horse-power motor, hung
whole of the steam generated at the power-house core is built up of annealed steel discs clamped be- on its side to a column of the building, drives a
is used fo'l" operating the electric generating sets.
tween end-plates, and is slotted to receive the arma- length of shafting in the machine- shop extension ;
The main electric supply is generated by two ture conductors, which are forn1ed and insulated this shaft transmits power to several large planers,
steam-driven alternators. Each generating set before being placed in position, where they are band-saws, and milling machines. In the maconsists of a triple-expansion open type marine secured by hard fibre wedges, driven in the slots chine-shop extension there is also a 10 horseengine of about 1000 horse-power capacity, operat- above the conductors. Both the spider and the power motor, driving a very large boring mill.
ing in conjunction with a condensing plant, and core are traversed by channels through which a This motor is hung on the wall and drives the
direct-coupled to a W estinghouse three - phase constant cooling stream of air is forced around the mill by belts and countershaft. A 25 horsealternator, yielding 750 kilowatts at a pressure of coils of the machine while it is running. The brush- power motor drives a length of shafting operat440 volts. A flywheel, 11ft. in diameter and weigh- holders are fixed to a ring supported by and concen- ing :;!Ome 30 machine tools in the middle and
ing 22 tons, is set on two bearings between the tric with the field-ring, t his form of support leaving lower bays of the machine-shop. There is also a
engine and the alternator; a flexible coupling forms the outer end of the commutator free and open for 30 horse-power motor, driving large lathes of from
4ft. 6 in. centres downwards, and one 20 horsethe shaft connection between the engine and the cleaning and inspection.
Each of the exciter generators installed has a power motor driving shafting. Two of the overflywheel. The normal speed of the generating set
capacity of 25 kilowatts at 250 volts, running at a head tra veiling cranes of the machine-shop are being
is 160 revolutions per minute.
Each alternator is of the rotating armature type. normal speed of 375 revolutions per minute, and is converted to single-motor electric cranes, and two
The field consists of a ring, bearing twenty-two capable of providing exciting current for the two other three-motor cranes are being installed. Just
internally-projecting pole-pieces. The pole-pieces main generators together. The main switchboard outside the machine shop is an electric winch, driven
are built up of thin soft-steel stampings, which are is located in the power house. It consists of by an 8 horse-power motor through a worm-andcast in the ring, thus ensuring the most efficient five marble panels: one exciter panel, two gene- pinion gearing. The winch has two warp ends and
magnetic circuit and rigid mechanical construction. rator panels, and two feeder panels. Provision is a barrel, and is used for general hauling purposes.
In the erecting-shop the distributing switchboard
Each pole-piece carries a coil of the field wind- made for the parallel running of the alternators.
ing : the coils are machine-wound on forms and Above the switch panels are twelve fuse blocks, has thirteen mbtor switches in addition to the main
insulated before being placed on the pole-pieces, arranged in four sets of three each ; they are placed switch. There are installed a 15 horse-power
where they are secured by lugs bolted to the field- in the generator circuits, and in the main feeder motor, driving a large planing machine and two
large lathes ; a 10 horse-power motor, driving a
ring. The field-ring is horizontally divided through circuits.
The switchboard is of similar manufacture to the large milling machine; another of 10 horse-power
the centre, giving ample facilities for the inspection of every part of the armature and field wind- generating plant, and the instruments, switches, driving by a length of overhead shafting several
ings. The armature is built up on a cast-iron and general construction are in accordance with large lathes; a 40 horse-power motor, driving by
spider. It is of the iron-clad type, the conductors the well-known principles of Westinghouse practice. belt and countershafting an electric arc lighting
The distributing circuits, with two exceptions, machine; and a 30 horse-power motor coupled by
being buried in slots below the periphery of the
core. The core is built up of soft-steel laminations, all branch from two large main feeders, one feeding belt to the overhead shaftin.g, extending through the
and its outer surface is slotted to receive the con- the engine department, and the other the shipyard length of the erecting shop; this drives, among other
ductors, which are of copper bar cut into suitable department. Two smaller independent circuits run machines, several large side and vertical planers.
lengths, insulated, and then passed through the from the engine department panel-one to an From t his board in the erecting shop there run also
slots or channels of the core, where they are held in auxiliary board in the power station, the other to the circuits for a 30 horse-power motor, driving the
position by the overhanging edges of the slots. a pair of electrically.driven centrifugal pumps whole of the plant in an independent shop, known
The end connections are made with copper straps situated about 80 yards away in a small shed by the as the top fitting-shop, and also a 15 horse-power
bolted to the ends of the conductor bars. This water side. These pumps are each direct coupled motor, driving all the machine tools in the brass
form of construction insures perfect and uniform to a 40 horse power alternate-current motor, and machine-shop. The pattern-shop is to be fitted
insulation for the conductors, since they are placed draw water from the river for the main engine con- with a 30 horse-power motor, and in the yard a
and secured in position without bending or hammer- densing plant. The lift at low water is about winch for metal-breaking is to be installed, both of
ing, and also gives facility for the easy removal or 15 ft., with a rise at the condenser of a further which are also to be fed from the same board.
Another distributing board is located in the
repair of any part of the armature winding, should 10 ft. One set is sufficient to provide for a maxithat ever be necessary, and that without disturbing mum load on the engines, and the practice is to foundry. It has five motor-circuit switches, together
any other part except the one actually at fault. run each one continuously on alternate days. The with the usual main switch. In the foundry proper
are
installed
t wo 50 horse-power motors ; one,
motor-starting
switches
are
arranged
alongside
of
Fig. 1 (page 618) gives a very clear idea of the
hanging from the roof, drives two blowers, and the
general form and arrangement of the main generat- the motors.
other,
on
the
ground,
drives
two
sand
mills.
A
The
auxiliary
board
in
the
power-house
has,
in
ing steam alternator sets.
For exciting the fields of the two larger gene- addition to the main switch in circuit with the 20 horse-power motor is also fitted up for driving
three
20-ton
cranes.
There
are
in
all
six
cranes,
feeder
from
the
main
board,
five
motor-circuit
rators, two small direct-current generators are installed. Each of these is a self-contained set, con- switches. One of these is in circuit with a. pa.ir of three in each bay, and all are to be fitted eventually
with
an
1nctependent
motor
fed
from
the
board
in
50
horse-power
motors,
each
operati!lg
a
dry-d~ck
sisting of a W estinghouse compound steam engine,
the foundry. Circuits are run to two motors in the
direct-coupled to a multipolar direct-current gene- centrifugal pump by a downward vert1cal belt-dnve copper
shop,
each
of
20
horse-power
capacity,
one
about
20
ft.
deep.
Another
switch
is
in
circuit
rator of the same make. The two sets, one of
a fan, the other the shafting. Another cirwhich is shown in Fig. 2, are of the same capacity, with a 20 horse-power motor, oper~ting a win~h f.or driving
cuit runs to a 15 horse-power motor, driving small
lifting
stern-posts,
&c.
Other
sw1tches
are
1n
~u
each engine having cylinders 8 in. and 13 in. in
machine tools in the jetty fitting-shop.
cuit
with
two
8
horse-power
motors,
operat1n.g
diameter respectively and a stroke of 8 in. The
The other main feeder from the power station
winches
for
lifting
material
aboard,
and
another
1
s
W estinghouse compound engine is not by any
supplies current for the whole of t he shipbuilding
in
circuit
with
a
portable
stern-tube
boring
gear
of
means conventional in design. It has singledepartment. It runs direct to a switchboard in the
about
8
horse-power.
These
pumps,
winches,
and
acting cylinders, and only one steam valve, which
No. 2 Shed, where all the platework is carried out.
boring
gear
are
all
located
near
the
power-ho~se
..
works horizontally across the upper ends of the
Here it is split by switches into five circuits, four
The
enoine
works
department
feeder,
whiCh
1s
two vertical cylinders.
of which pass direct to other boards at convenient
a
three-co~e
cable
0.33
square
inch
conductor,
runs
Introduced on the market about thirteen years
centres for the subdivision of the current to the
direct
without
break
or
branch
to
the
machine
ago, this engine has establishe~ a reputati~n for great
various motors. An ammeter is placed on the
shop
of
the
department.
The
feeder
ends
in
a
economy in steam consumpt10n over w~dely varyboard in each of these four circuits. The fifth
large
switchboard
panel,
where,
through
a
1~00ing loads, and for the excellence of 1ts mec~a
switch is in circuit with the two 50 horse-power
ampere
switch,
is
fed
a
set
of
bus-bars,
from
whiCh,
nical construction, as shown by the low mainmotors which operate shafting driving the punching,
through
five
other
~wi~che~,
branch
feeders
are
tenance and repairs expenses entailed by its
shearing, planing, bending, a;nd rolling machinery
taken
direct
to
the
distnbut1ng
boards.
There
are
use. The two side- by- side cylinders fo.rm a
in Shed No. 2, and also operate, by an extension of
in
all
five
of
these
branch
feeders,
the
boards
being
single casting; the lower flanges of the cylmders
j
Nov.
I,
1901.]
The distributing board in the shipyard fittingshop has eleven switches, including the main s witch.
Here a 60 horse-power motor is installed, dtiving
maohin~ry used in the production of rudder frames,
stern-posts, &c. A 30 hors~ power motor has. also
been installed to assist at th1s work when requtred.
A 40 horse-powe~ motor drives the ov~r~ead shafting for running cucular saws. In add1t10n t o these
t here are seven small motors used in this department- one of 6 horse-power, driving squeezers ;
three of 8 horse-power each, driving winches for
hauling purposes ; two of 5 horse-power each,
E N G I N E E R I N G.
driving by pinion- and- spur gearing combined
punches and shears ; and one of 10 horse-power,
driving t he fan for a small forge.
There are in all upwards of 80 motors in use, aggregating a total capacity of over 1600 hor se-power.
The motors used are all of one kind. The largest
siir.es-those of 20 ho1se-power each and upwardswere supplied by the B ritish W estinghouse Electric
and Manufacturing Company, and are of their wellknown '' C " type ; the rest were built by Messrs.
Clarke, Ohapman, and Oo., under W estinghouse
licence. This polyphase induction motor has two
main elements- the primary, which is fixed, and
r eceives current from the main supply ; and the
secondary, which is the rotat ing part, and is not
actually connected to any electrical circuit. The
windings of the primary are so arranged that t he
polyphase current produces in it a r otating magnetic field. The rotation of t he secondary is produced by t he induction of low-pressure currents in
its series of closed circuits by t he magnetic field of
the primary. This principle was discovered by
TeAla, and t he patents connected with it are under
Westinghouse con tr ol. The extreme mechanical
simplicity of the type "C" motor is one of its most
important characteristics.
The primary, the fixed part, or the stator, consists of a hollow cylindrical core of soft steel ring
stampings, carrying the electrical winding in slots
on its inner surface. The winding is built up of
coils, machine-wound, and thoroughly insulated
before being placed in the slots. In the larger
sizes of low-pressure machines, copper straps or
bars take the place of wire in the coils . The core
and winding, or shell, of the primary is rigidly
secured in a cast-iron enclosing cylinder, which
forms t h e frame of the motor. The enclosing endplates or brackets of this cylinder carry t he two
shaft bearings of the rotating secondary. The core
of t he secondary is built up of soft steel ring laminations on an open spider. R ectangular copper
bars are laid in slots in the core periphery, and are
bolted at each end to a massive copper ring. No
current is led to the rotating part ; t here are no
commutators, collecting rings, or rubbing electrical contacts of any descript ion ; the only frictional surfaces in the machine are at the shaft
bearings. The secondary conductor, being shortcircuited purposely in the end rings, cannot develop
any electrical fault, and the whole construction of
t h e r otating part is one which gives extr eme simplicity, rigidity, and durability. It is thus perfectly adapted for work in dusty and exposed positions, and requires the minimum of attention.
Of t he motors installed at Messrs. Palmar's works,
the smaller sizes up to 10 horse-power are started by
coupling direct to t he 400-volt mains ; the larger are
started t hrough an auto-starter, which consists of
a double-throw switch working in conjunction with
a pair of small t ransformers. With the switch on
in one position t he t wo transformers are placed between the main supply and the motor circuit, the
motor receiving current at a reduced pressure. The
transformers are arranged with a series of loop
wires from the winding so that the value of the
starting pressure may be adjusted to give the most
suitable starting torqu e. Throwing the switches
over in the other direction, after starting, places
t he motor d1rect on the supply circuit . The autostarter consists of a cast-iron box, containing the
transformers, on the lid of which the two-way
switch is fixed. These starting switches may be
placed at any distance from t he motor, an advantage
when motors are necessarily installed in places difficult of access. The various motors distributed
about the shops have, as a rule, their startingswitches or auto-starters placed close alongside.
The starting switches of the tools in the yard are
generally placed in a small galvanised iron box fixed
against t he standard of the machine tool.
The econ omies r esulting from the change in driving power have proved to be considerable. Oompared with the steam power as before used, the principal saving in the cost of energy is due to: (a) The
centralisation of the power plant; whereby the plant
operates economically in large units at about full
load; t ransport cost of fuel and refuse and also attendance and maintenance costs are r educed to a
minimum ; (b) t he efficiency of t he transmission of
electric power along wires; idle lengths of wire,
although coupled to the live s upply circuit, do n ot
use up any energy; (c) the current paesing into an
electric motor is pract ically in direct proportion t o
the load on the motor ; (d) motors are eo easily
started and stopped by the simple closing or open-
6og
ing of the switch t hat there is no excuse for leaving
on e running empty for oven a shor t space of time ;
(e) no export attendance and very little attention is
r equired by the motors or any part of the distribut.
ing apparatus.
It is inter esting to compare th ese economical
advantages with t he similar conditions of steam
engine distribution practice: (a) Several steam
boiler installations, each with its attendants,
and each r equiring fuel delivered, which fuel is
wastefully consumed in comparatively small steamgenerating units operating for t he most part under
light and intermittent loads; (b) the loss of power
due to condensation and the various long lengths
of steam piping required between the various
engines and the steam power-house; (c) the steam
consumed by the numerous small engines is not
by any means proportional to the work being
done by them; t he steam consumed at all loads
approaches nearer to t he maximum constant ; (d)
steam engines, especially of the type used for
workshop driving and fed by long lengths of steam
mains, are not quickly and easily started consequently they are usually run cont inuously through
working hours, whether the machines driven are
in use or not; (c) constant and, to a cer tain
extent, expert attendance is r equired by the steam
engines, and the running expenses of materials,
attendance, and repairs are, as a rule, very heavy.
It will be seen, therefore, that for such work as
the independent driving of the many machinespunches, shears, hoists, pumps, &c.-in the yard,
electric power introduces enormous advantages and
economy. Also, t hat in shops considerable saving
is sure to r esult by the substit ut ion of an elect ric
motor for each steatn engine previously used for
driving shaft ing and the several machines connected
thereto.
I t must not be overlooked t hat the motors labour
under the disadvantage of having the long lengths
of power-absorbing shafts and belts between them
and the machines to be driven, and it is here t hat
further improvements will undoubtedly be made
in the near fut ure. The principle, as adopted in
t he yard, of " one motor, one machine," could,
with judgment, be applied to give excellent results
in many instances in the workshops.
The probable r eason of the selection of the
method adopted has been mentioned in the beginning of this article ; at t he same t ime, it will be
gathered that, although the best results of electric
driving are not now being secured by workshops
so equipped, the step taken is t he most important
Nle in the advancement of an old-established concern to up-to-date methods, and that the future
steps to the p erfection of the equipment are comparatively small, involving very little disarrangement of the routine of work, and, what is, p erhaps,
more important still, the customary excess of
caution, almost amounting to fear, attending the
first use of electricity will not be present.
In conclusion, the writer wishes to acknowledge
the kindness of Mr. Christie, of Messrs. Clarke,
Chapman, and Co., in showing him the installation
described, and in furnishing many of the particulars included in this article. The illustrations on
pages 607 and 618 are respectively: Fig. 3, a three~
phase W estinghouse type C motor coupled direct to
centrifugal pumps; Fig. 4, a similar motor driving
machine tools; Fig. 6, a t hree-phase Westinghouse
motor coupled to a winch.
American
efforta to develop an increased exporb trade, the ship
menta of British rails to external markets were well maintained in September, the movement for the month being
returned at 45,277 tons, as compared with 30,305 tons in
September, 1900, and 47,077 tons in September, 1899.
The principal exports of last month compare as follows
with those of the corresponding months of 1900 and 1899:
OuR
RAILS
A BROAD. - Notwithstanding
Country.
Sweden and Norway
Egypt..
..
Argentina . .
British lodla
..
..
..
Australasia . .
.
British South Afrl o~
Oanada
..
Sept. 1901.
Sept. 1900.
Sep t. 1899.
tons
6,018
7,377
6,642
7,073
6,194
1,604
11,2,6
tons
8 tl
3191
2808
7439
9267
8466
1568
tons
7,33'
318
1,997
9,986
4,898
168
12,556
6ro
E N G I N E E R I N G.
[Nov.
I, 1901.
MESSRS.
LIMITED,
GLASGOW.
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WE illustrate above a compound vertical air compressor shown at the Glasgow Exhibition by Messrs.
Duncan Stewart and Co., Limited, Glasgow. The
machine has steam cylinders 12 in. and 24 in. in
diameter by 12 in. stroke, and air cylinders 13 in. and
22 in. in diameter by 12 in. stroke. The steam cylinderd
are supported at the back by strong cast-iron columns,
a.nd a.t the front by steel columns. The air cylinders
~re placed ~irectly above their respective ste~m
cylinders, bemg supported therefrom by substa.nt1al
mild-steel columns. The whole structure is mounted on
a. cast-iron bedpla.te. The crankshaft is of mild steel,
with cranks at right angles and webs forged solid.
The high-pressure steam cylinder is fitted with an
ordinary slide valve, with a variable expansion valve
of the ~Ieyer type fitted to the back thereof, and the
low-pressure steam cylinder has a similar attachment
for steam distribution. EacQh pieton rod is in one
forging, from the crosshead through the s t.eam cy lind~r
up to the air cylinder. From the detatl of t he atr
cylinders giv~n in Fig. 4, it will be ~een that the
inlet and dehvery valves are placed 1n t he covers
at both top and bottom ends. Elaborate precau-
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Fig.'I-:
110 11
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Nov. I, I9or. ]
E N G I N E E R I N G.
H. f.
CON TRUCTED
BY
--
6r r
VI CKER, ,
AND
'
ALFRED."
LI~IITED,
:M AXI M,
'
... .
FIG.
5.
In the K ing Alfred the armout protection is most guns, the perfection of the mechanism and mounting
effective. The main and auxiliary machinery and
boilers and the magazines are protected by a waterline belt 11 ft. 6 in. deep, extending over half the
vessel'e length, and varying in t hickness from 6 in.
amidships to 4 in. at the ends. At the after end of
this belt a 5-in. armoured bulkhead iEt fitted, and 2-in.
nickel steel protective plating is fit ted on t he bows.
Abaft the screen bulkhead is a protective deck 2i in.
t hick, affording protection to the steering gear and
after capstan, &c. Within the citadel two protective
decks are worked, the upper being l i in. thick, and
the lower 1 in. thick. The 9. 2-in. guns are protected
by 6-in. barbettes, in addit ion to gun shields. The
6-in. guns are each enclosed in a separate casemate,
these being formed of 6-in. hard-faced arm our. The
conning tower is of 12-in. armour, with an armoured
tube 7 in. t hick, affording protection to the controlling
gear, &c.
The main armament includes two 9. 2 in. V ickers
612
E N G I N E E R I N G.
[Nov.
I, 1901.
side fire totals 11,190 lb., a weight of shot which is La~hom launched and named the ship, a nd at the lunch 600-volt current. There were two main considerations
not equalled by any other type of cruiser thus far con- whiCh f~llowed the floating of the ship, at which Colonel that musb not be lost sight of: First, the system must
ceived. There is also a large number of 12pounder ~E. V1ckers, C.B., the chairman of the company, pre- be a ~afe one; and, secondly, there must l?e a ce~t~inty
and machine gtms.
stded, l\1r. 4rnold Foster, M.P., the Financial Secretary of um~terrupte? traffic. Next to loss of hfe or InJury,
The King Alfred is to mainta in a speed of 23 knots. of the Ad.miralty, referring to the admirable equipment came mterrupt10n of traffic ;. certainty of traffic, next to
The propelling machinery consists of two sets of four- of ~he V~cker~ Works, urged a fuller recognition of safety, was of the greatest Importance. This system
?Ylind~r triple-expansion engines ; each of the t wo sets thetr _nattonal1mportance; and Mr. Albert Vickers, in was perfectly manageable, as well as eafe.
The m.etho_d of regulation use~ by far the greater number
~~ ~es1gned to .devel?P 15,000 indicated horse-power, replymg, made the happy suggestion that as the law
&tvmg . a com~med 1ndicated horse-power of 30,000. of royal succession was the most cherished article in of electnc railways was the series parallel continuous current. It had been followed on the Central London Railway
Steam 1s supphed by water-tube boilers of the latest the British Constitut ion, it might not be inappropriate and
on all the important British lines, and worked welJ.
Belleville economi~er type, working at a pressure of that the _Place vac3.ted by the King Alfred should soon The difficulties in practice have been overcome, and there
?OO lb. p er square _1nch. Eac~ ~et of engines is placed be occupted by the new battleship King Edward VII. was no substantial complaint about it. Given the amount
In a separate engme-room, d1v1ded by a longitudinal
of ex~eri~nce demons~rating the ?ertainty of the system,
watertight ~ulkhead, which extends the whola length
the D1str10t were ent1bled to advlBe their shareholders to
of the enJpi?-e-rooru. Each ~ngine-room is in all THE ELECTRIFICATION OF THE METRO- make the change, the other cases giving good financial
POLITAN ANDMETROPOLITANDISTRICT results. They decided to make the alteration on their
respects s1m1lar to,. but ~ntll'ely independent of,
line.-on the 25 miles and on that part jointly owned.
RAILWAYS.
the other. The mam engtnes are of the inverted
type, supported on cast-iron columns at the back QN. Tu~day lastJ the Hon. Alfred Lyttelton commenced Owmg to the solidarity between the District and the
and inclined wrought-steel columns at the front: Slbtmg m the Lord Chief Justice's Court to decide what Metropolitan, the change must be considered as a
whole, the advantages of a uniform system being
The sole-plates or main bearing frames are of cast system o~ electri? traction shall be employed on the evident
. . But the Metropolitan showed a reluctance to
M~tropohta~
Rallways
of
London.
He
has
been
apsteel strongly bolted together, so as to form a stiff
po~nted UII~J:nre by the Board of Trade, the arbitrators adopt this system ; the system they advocated differed
fouudati?n for the engines. All the cylinders are bemg Mr. Horace F. Parshall and Mr. Thomas Parker
from this : instead of changing the current to direct curfitted .wtth separate ~iners and are steam-jacketed.
The Metropolitan Company was represented by M.r rent of 500 to 600 volts, they propoEe to keep it at threeThe dtame~er of th~ h1gh-p~essure cylinder is 43~ in., C. A. Cripps, K.C, M.P., Mr. R. W . Wallace, K.c.: phase, at 3000 volts, name!J, to use it in the cars ab threethat of the 1ntermed1ate cyhnders 71 jn., and that of and M~. ] '. G. Thomas, while Mr. Fletcher Moulton phase and 3000 volts. Now with this the danger was
the two low-J?ressure c~linders 81! in.~ all having a K.C., M.P., and Mr. J. W. Gordon were counsel fo; kept all through the traffic part of the railway. What
st~oke of 48 m. The htgh-pressure cylinder is fitted ~he District Company. Mr. Ernest Moon watched the expe~ience was there of it ? There was not one single yard
of ra1lwa.y working under this system ; it was absolutely
w_1 th one .Pis t oll: valve of t he inside type, the interme- mterests o_f the Great Western Railway.
In openmg the case on behalf of the Metropolitan Dis- untried. The system was thoroughly known, but not
dt~te cyhnder 1~ fitt~d with two piston valves, having
us~d. . It was nob a qt._Iestion _of a new discovery ; everytrict
Railway
Company,
Mr.
J.
Fletcher
Moulton
K.C.
adJ~stable packmg rmg~, whilst the two low-pressure
thmg IS known about It; but 1t has been put on one side.
st~ted
that
the
District
did
not
only
own
a.
portio~
of
th~
cylinders are fitted wtth double-ported flat slide Cucle, but a.lso a considerable section beyond it. A map T~ere is no possible comparison between the experience
valves, having a special type of relief ring.
was handed the arbi brator and the various sections were gamed in direct cnrrent, and that gained in three-phase.
Ther~ are two air pumps on each engine worked by indicated. These railways extend outside the Inner Three-phase was not used above a 750-volt pressure in
levers In the usual manner from the main engines. Ci.rcle over ab9ut 25 miles. In the Inner Circle the Dis- Switzerland, this limit having been fixed by the GovernThe main condensers are four in number, of cast gun- triCt owns 4 miles; there is a.bout 1 mile which is owned ment. It was more dangerous than continuous current.
metal, having a collectiYe cooling surface of 32,000 jointly; the Metropolitan owning about 7 miles. The The Zermatt-Gornergrat three-phase railway was a tourist
equare feet. There are two condensers to each set of traffic on all the lines is naturally very dense and on the railway, the trains crawling along at 5 miles an hour, the
being generated by waterfalls. It did not matter
. engines, one forward and one aft, bolted to the back Inner Circle especially so ; the outlying co~nections are current
whether 50 per cent. or 2 per cent. of the current was
columna and resting on a seat. At the aft end of partly feeders and partly independent traffic lin~.
wasted, or whether there were delays in the traffic.
Mr.
Moulton's
clients
had
had
under
consideration
the
each engine-room is placed an auxiliary condenser
changing of their lines from steam to electric traction There was no comparison possible between this railway
having a .c?oling surface ~f 1830 squa re feet. Unde; following in this the lead of American lines and of som~ and the Inner Circle. The Burgdorf-Thun Railway was
each auxthary condenser Is placed a combined air and of our own. But the converflion of aboub 30 miles of also a tourist line; and here also the current was
cir~ulating pump. Water is circulated through the L ondon ~raffic fr~m s~eam . to electricity was, afber generated by waterfalls. The Engleberg Railway was
ma1n condensers. by four ~i-in. centrifug~l circulating all, a ser10us cons1derat10n : 1b meanb a radica.Uy dif- also .a mountain line of 11 miles. Electricity there cost
pumps, each dnven by mdependent engmes, having, feren~ motive power an? radically different applications. nothmg; there was no need for the cost of sub-stations.
in addition to the auctions from the sea, the usual The rlBk was not comphcated by the electrical difficulties there was no trouble about loss. These lines were not
but thE\re was a financial risk, which depended on the pro: comparable to the District under any feature. Could it be
bilge connections.
dar:ed to trust this system to take the traffic of 220 Circle
bable
traffic
to
be
secured
by
the
change.
There
was
pro~'he boilers are placed in four separate comparttrams a day, and about twice the number of trains
perly
~o electrical risk, owing to (>Xperience gained.
In
ments, there being in all eight stokeholds running Amenca there were about 21,000. miles of electric lines running over a portion-say, 800 trains a day-without
athwartships. The forward group in each boiler-room not all railways, most of them of the lighter system we cali fear of stoppage and los~.
consists of a single row of boilers, and the after group here tramways, for passenger traffic. Of the21,000 miles
There was every reason to believe there would be frein each are placed back to back. There are thus 43 however, there was a large mileage of railways as op: quent stoppages and dangers and difficulties with the
boilers with economisers, viz. : Five boilers haviug posed to tramways, and Mr. Moulton referred to those ~igh-pressure cu~rent, and it would be madness to apply
lOelements, with eight element economisers; 28 boilers of Ne'! York, .Cbic~go, &c., .as comparable to this case. It to t~e Inner Cucle. There were reasons for stating that
having nine elements, with seven element economisers; All thiS electnficat10n of railways had been done during the d1rectcurrent system was far better. Ib did not
what promise the three-phase system had; it
and 10 boilers having eight elements, with six element the la~t twenty years. Largesums had been expended on matter
was a new system, surrounded with probable diffi
expenments.
Numbers
of
systems
had
been
suggested
economisers.
culties; the saving was supposititious, and it would be
and
tried
and
put
on
one
side
;
numbers
of
devices
bad
The other auxiliary machinery in the engine-rooms
folly to adopt i~. Millions have been spent in directbeen
worked
on
paper
and
lefb
alone.
There
had
been,
comprises four electric light engines and dynamos, however, a steady and gradual approach to one definite current applications; there was no anxiety with retwo steering engines, two reversing engines, two turn- type of electric traction, which had been found to answer gard to them ; and to go and give up a position of
ing engines, two hotwell pumps, four fire and bilge all requirements. Electrical engineers had unanimously safety to the pablic for fancy saving, and take a.
pumps, one drain tank pump, one latrine pump, four adopted a broadly characteristic system, with which most new experimental system, was madness; it was undertaking responsibility on behalf of the ~hareholders
feed and brine pumps, two circulating and fresh water satisfactory results had been obtained.
In a di.scussion of this nature, it was impossible, Mr. and a higher one on behalf of the public. Continuous
pumps, four sets of evaporators, two distilling conshowed a margin of profH, and the JYietropolitan
densers, two ventilating fans and engines. In the Moulton said, to avoid entirely the mention of the elec- current
wished to take an untried system.
trical
points.
In
continuous
currentthe
system
uniboiler-rooms are eight Weir's feed pumps, six air~hree-phase current required three conductors; one
versally
adopted-electricity
generated
in
one
dynamo
blowing engines for supplying the furnaces with small
mtght ~e put to earth, the others being charged with
went
through
another
dynamo,
styled
a
motor;
the
motor
jets of air under a pressure of 15 lb. per square inch, took in the current, which passes out again, and was con- alternatmg currents and placed above the cars along the
sixteen forced-draught fans with open double-acting ducted back to the generatmg station through the rails. top of the tunnels, two on each side. The space between
steam engines, and eight double-cylinder ash-hoist There were various plans utilised for driving the car; the top of the cars and the top of the tunnels was very
engines. In the outside machinery space are two coal- sometimes the motor was geared to thew heels, wmetimes small : ab parts there were girders across, and there
hoisting engines, two air-compressing engines and it was on the axle, or, again, there is an intermediate would not be more than 4 in. or 5 in. clearance. The
pumps, and four air reservoirs with valves complete; method of fixing i b, through spring connections. But all the presence of these conductors in the tunnels wou1d be
repairs would be rendered difficult and awkone ice-making machine, one workshop engine, and methods were characterised by this-the continuous cur- dangerous;
ward. At one part- Aldgate Ea-et-there would be a
rent
flowed
through
the
motor.
The
size
of
the
conductors
one hydraulic pumping engine.
special difficulty. Ab that part the trains could nob be
depended
solely
upon
the
quantity
of
electricity,
and
nob
The length of the King Alfred is 500 ft., width
sent tJuough, keeping the trolley on the line, without
on
the
pressure,
while
insulation
depended
upon
the
pres71 ft., and when in fighting trim she will displace
sure. r.rhis was the cause of a struggle between electri reveramg the current through the motorP, a difficulty
14,100 tons, the draught then being 26 fli. The vessel cians and the public: electricians wanted a small con which would not occur with direct current. With threecarries 2500 tons of fuel in her bunkers, and will ductor to save expense, while the public object to the phase. the driver would have to time the reversing most
therefore be able to steam at a cruising speed of danger, and compelled electricians to have small pressure exactly. This is a serious point which might have grave
14 knots for 12,500 sea miles, equal to a voyage from in the condu~tors. The means arrived at were practi- conseq uencee.
The danger with three-phase current was greater still
Portsmouth to Melbourne, without renewing her fuel cally universally observed and the pressure allowed was
supply. According to the Navy Estimates she will from 500 to 600 volts, a. suitable one to enable the electri- at yards and stations through the two lin&~. With
have cost when ready for sea 1,0ll,759l. Her com- cians to instal their plant at a. reasonable cost and not en. direct-current conductors in the middle, or on the side,
the track, this was not the case, as had been
plement of officers and men will be 900. She is the danger life in ordinary circumstances. A momentary touch of
proved over and over again. There were also numerous
of
current
under
this
pressure
would
not
be
dangerous.
fiftieth warship built or engined at the Naval ConIn
the
system
advocated
by
the
Distric ~, alternate- other considerations: the system of control was different
struction Works at Barrow-in-Furness.
current electricity was sent at a high pressure in very from that which was constantly in use. It t ook the conAs launched on Monday, the vessel is in a forward small conductors, insulated and buried out of the way; trolling power out of the bands of the driver ; gave the
state; all her side armour with the 2-in. nickel steel, the curre:nt was then transformed, and a low tension is train acceleration withouo his control; the driver could
had been built into the hull, and the after barbette obtained for a larger quantity. This was carried out at make up time; it was difficult to slacken in case of
and the casemates on the main deck constructed. The a sub-station, which took the place of the distant gene- danger and go on again. Ib was quite different from
launching weight was about 8070 tons, but the ways rating station; it received the current at a high tension and working on a locomotive where the driver has absolute
were of the unusual width of 6ft. 6 in., and the pres- brought the tension down. This took place with absolute control.
In the underground rail ways, delay is cnmulati ve ;
sure was thus only 1. 723 tons per square foot. We safety; the initial tension was12,000 or 15,000 volts-a fatal
have on previous occasions described the launching one; however, there was no risk of the lines being touched. there is little time margin, and delays becomes cumulative.
Traffic
working
was
particularly
com~licated,
The
current
was
then
converted
into
direct
current
by
arrangements adopted at Barrow, and need only now
rotary converters. The system was uni veraally adopted. owing to the large number of interpolated tramft, and
remark that they were again most effective. The time In
short, the current is ~enerated as three-phase, sent at the schedule must be kept to, otherwise traffic would
taken by the ship from the first movement until she a high pressure to vartous places on the track, trans- be thrown into confusion. There was no elasticity in the
was a float was 59 seconds; and the drags 400 tons of formed, and changed to direct current with a pressure of untried three-phase system.
chains-brought her to rest in 70 ft. from t he end of 500 to 600 volts in rotary converters.
Mr.l\IIoulton next gave a brief description of tbe Londrio
the ways. We reproduce this week, on our two-page
This was a great ad vantage. All the troubles likely to L ecco Railway. Its opening had been several times de
engraving and page 611, a series of photographs illus- attend high pressures w~re on the generating side; the layed, and it was nob yet open to traffic. There again
trating the la unching arrangements. The Countess of current, as far as the line is concerned, was the 500 to the motive power was water power, and economy was nob
Nov.
I,
1901.]
E N G I N E E R l N G.
==========
E N G I N E E R I N G.
PNEUMATIC TOOLS.
P neumatic Riveting, a;nd, Other Useful Applications of
Pneumatic Tools.*
By M R. J. C. TAITE, M ember, of L ondon.
TnE author, having been asked to write a. short paper
on ":fneumatic T ools," and having regard to the comparattvely recent one read by Mr. E . C. Amos t when
a. l.en~bhy discussion followed, has confined these : emstrks
prmctpally t? pne~~atic ri veting, with special regard to
the pneumatno exhtbtts ab the Glasgow Exhibition.
Shell Riveter.- With the int roduction of the '' Boyer "
long-stroke hammer for shell riveting, rivets up to l i in.
[Nov.
t , I90J.
--, .
_..
FIG. 4.
FIG.
1.
.......
Fra. 2.
A'
FIG. 6.
FIG.
3.
Fro. 6.
Deck .Ril'cting.- T bese tools have been in longer use in the same arrangemenb would be equally useful for drilling
the American yards than here, but they are now being
gradually introduced, and already on the Oly de a very
considerable amount of rivets have been p ut in with tools
similar to that shown in Fig. 4. Samples of ri veting
done with pneumatic riveter3 are exhibited, and from the
fact that a longer ri vet is required than tbab used by
band, it follows that the hole must be ruore thoroughly
filled.
Bridge Work.-For this description of work pneumatic
tools (Figs. 2 and 3) are eminently adapted. inasmuch as a.
satisfactory plant for riveting in situ, easily moved from
one place to another, has long been wanted. Ab the construction of the Godaveri Bridge ab Ra.jahmundry, :Mr.
* Paper read before the I nternational E ngineering F. T . G. Walton used pneumat ic tools, a nd a n extract
from his report is con tained in Appendix I.
Congress, G laeSgow, 1901. Section Ill. : :Mechanical.
t See ENGINEERING, vol. lxix., pages 280, 304, 335, 365, Mr. A. B. M ann ing (Missouri, Kansas and Texas Railway), in a report to the Oommittee of the Association of
398, 403, and 425.
~ ov.
r, 1901.]
615
E N G I N E E R I N G.
day for 8.12 dols. = 33s. 3.3d., or 1.62 dols. = 6s. 7d. per
hundred. M en with band power average 250 rivets per
day for 9.20 dols. = 37s. 8d., or 3.68 dols. = 15s. per
hundred. In pubbing in staging or falsework for riveters
we find the cost is less, and by doing the work faster by
air enables ~low orders, or delays to movement of trains,
to be reduced."
Mr. Edinger, of the Southern Pacific Company, member of the committee, reports :
"Two men and a heater form a riveting gang, and they
drive double the number of rivets per day that the gang
of three men and a. heater were driving by hand. With
pneumatic tools a grea.b many rivets can be readily driven
in places which would be inaccessible to hand tools, from the
Cents Cent e.
1n.
21
3
Vertical keel
4
6
W. T. vertical keel (C. K.)
1
... 12
Keel between blocks
1
5
... .. . 8
Keel seam .. .
1
... 5
Shell on bottom ...
1
... ... 5
Shell side ...
1
1~
3
...
F
rames
on
ground
...
~
3~
... 5
Inner bottom
1
...
Floors on ground
.. .
...
...
...
~~
(1-
{----
r~
I I
~ )
(J
,..
JJ
12 ::IGHCS
~c
____
sizes of compreesors employed ha-s been materially increased, and many works which have started with either
a Westinghouse air pump giving 40 cubic ftet of air per
minuU>, or an oscillating compressor ~i ving 60 cubic feet
per minube, have now compressors giviDg 300 to 350.
The fullest advantages in increased ouliput and economy
have not yet been reached in this country, owing to the
t rades unions nob having, up to the present, allowed
rates to be made sufficienlily remunerative to the masters,
bub the enormous saving (:ffeoted in other countrieR by
pneumatic riveting particularly mnst soon have its effect
10 this country.
facb that the rivets oa.n be driven where there is room to insert the hammer, which it5 about 20 in. long. The chipping
hammer is frequently useful in trimming and capping,
and with it all anchor bolt holes in masonry up to lm. in
diameter are drilled by simply inserting a. pointed drill
and hold in,z ib up to the work. Larger boles are drillE:d
with the heavier hammers. There is a saving of about 25 to
40 per cent. over the cosb of band work in drilling these
holes. In fitting up the work ready for riveting a. reamer
is used in the drills. which one man readily handles, and
which insurt>s a. full bearing for the rivet, and does not
burr and separate the plates as is the case where drifb pins
are used. 'fhie, while perhaps nob reducing the cost very
much, improves the character of the work. We also use
the air drills for boring all bolt holes in bridge floor timbers
by inserting an auger in place of the drill. This results in
a saving over the cost of hand boring of about 50 per cent.,
which would be further increased, I think, by using the
pneumatic boring machines, wbiob run at higher speed
and are more convenient to handle. The cost of fittin~
up and riveting on new steel b ridges (all rivets ~ in. )
averages to date 35 per cent. less than if the work had
been done by hand for all work done since we have bad
the pneumatic tools in us>. Work now being done with
pneumatic plant costs 40 per cent. less than on band
work, and we expect to still further increase this percentage as the men become more experb with the tools. The
character of the work is much better than we have been
able to do by hand. The amount of staging required
from which to drive rivets with pneumatic tools is very
much less than is required for band riveting, as it is
only necessary to provide seats or standing room for
two men, for which, ofbentimes, a. single plank suffices.
In ri veting viaduct towers, latera.ls in S.Pa.ns, &c., where
there are only a. few rivets to be dr1 ven in a place,
the saving on erection of staging alone is a very considerable item."
G 1 NEE R 1 N G .
~ \J
[Nov.
I, 1901.
t o be firmer in demand. F or prompt d eliveries the quo- nuts, bolts, and similar a ccessories have gone up during
t ation is about 10l. 16s. 3d. per t on f.o.b. L eith, while the lagt two months from 10~t to 15s. p er t on . o..: ome of
PHILADELPHIA, Octob er 23.
business ha been d one at 11/. and 11/. 2 ~. Gel. p er t on for the heffield tradesmen would have been put in a very
THE situation in the iron and steel industry is most Janua ry to M arch next year. L a t week 's shipments awkward po ition had there been a normal demn.nd for
satisfactor y . R~ports from all sect ions dur ing the from L eith amounted t o 599 t ons.
Swedish ilon and t eel. There ha~ be~n the se,erest
p ast few days show that a la r ge vol u me of b usiness
Fini.<~hed I?on and Steel. - There i .. much complaining drought in werlen ever known, and work haYe been
is being placed. T he most acti ve feature of the steel h ere as t o the competition which makers of fini Rhed iron practically a t a st~'Lndstill for several months. There nre
trade is the demand for steel rails. Most of the nnd steel are experien cing at the htl.nds of Continental no st ocks. n.nd manufacturer~ have been q uitP una ble to
larger r a ilway systems will, i t is believed, p lace their makers, which is said t o be as k een as ever. But prices make any d eliveries. The reRult is tha t what i..~ held by
orders for n ext year's r equi rem ents before or d uring seem to b e such as to defy all foreign competition, even local importers is less tha-n has heen known for a long time.
December.
T he orders in m ost cases will be for the increasing landing of material from the Canadian
South Y o1kshi1e Coat T1ad e.- There is no p ercep t ible
ch ange in the coal trade of the district. A steady busiT he r a ilmaking competitors .
l arger qu a n t it ies t han last year.
cap acity for n ext year will b e crow d ed. P rice is still
E x ten:;ion of H yde P alrk L oc01notivc W01ks. -~Iessrs. ness, al though on the small side, is being done with
28 dols. p er ton. The great a cti vi ty in pig iron con- Neilson, R eid, and Co., of the Hyde P ark Locomotive forei!P1 marke ts, m ore p a rticularly in the M editerra.n ean,
t inues, especia lly in basic and Bessem er. T h e United Works, Springburn, are just completing some large ex- and m the inland demand is maintained, railway companies drawing full supplies under their contract . The
Sta.teR Steel Com pany h as purchased 50,000 tons for t ensions of their works which should add materially to average price for bards now being secured is 9s. 6d. per
November delivery. Rods h ave advaneed in p r ice, their capacity. Additional ground h as b een acquired, t on, but some special lots have made up t o lOR. 6d. per
but wire rails h ave declined . T h e b illet production and new buildings of the most moden1 description have ton. Although the demand for house qualities lu.ck the
is overta.xed, and urgent b u yer s a r e again obliged to been erected thereon by Sir W. Arrol and Co. That does strength of a fortni~ht back, a good business i still
n ot look much like succumbing to Lord George Hamilp ay p r emiums for prompt d eliveries.
T he extra- ton's German competitors in the locomotive trade.
being done. L ondon 1s proving a good customer for the
higher qun.lities of coal, but inferior sorts are not_fin~ng
or dinary ca.pacity is ever ywhere f ully engaged , and
Royal S odety of E clinbwrgh. - The annual meeting of such a ready market. Froml3s. 6d. to 14s. per ton lS bem g
each week w i tnesses new cap acity fa lling into line.
The volume of incoming cn.paci ty is e noug h to a l arm the Royal ocie ty of Edinburgh h as just been held, when paid for best Silkst ones, and Bunsley house stands a t
office bearers for the new year were elect ed. L ord K elvin
a ll except t h ose who are in close touch with the was elected for the fifth or sixth time as president, and 12s. to 12s. 6d. p er ton. Gas qualities are also selling freely,
both on contracts and in the open markets. Engme fuPl
phenomenal requ irements of t h e dll.y, and t h e great the vice-presidents were numerous. They included Sir is becoming a drug, there being but a small d emand with
exp!l.nsions contemplated in a ll lines. New r a ilroad Arthur ~Iitchell, LL.D. ; Sir vVilliam 'Turner, M .B. ; supplies unusually hwge. aScreened lack is quoted at
requiremen ts are la rge. I n California 500 miles will F.R.S. ; Professor Copeland, A stron omer-Royal for Scot- 5s. t o 5s. 6d. p er ton, and pit slack at 3s. to 4s. per t on.
be con structed, and a. 700-mile line is to be buil t as land ; the R ev. Professor Duns ; Professor J ames Geikie,
~oon as p ossible in the sou t h-west, b egin n ing i n Kan sas LL.D., F.R.S. ; and the H on . L ord M cL aren, LL.D.,
a n d extending to Mexico. The present expan sion of general secretary, Professor .G eorge Chrystal, LL.D.;
NOTES
FROM
CLEVELAND
AND
THE
secretarie
to
ord1nary
meetings,
Professors
Crum
Browne,
capacity cannot cer tain ly cont inue i ndefini tely. A
NORTHERN COUNTIES.
t u rni ng-p oint m u st come ; but t h ere are at present no F .R .S., and Ramsay H . Traquair, M .D., LL.D., F .R.S.;
MtDDLRSBROUGB, Wednesday
Mr.
Philip
R
.
D.
:tviaclagan,
F
.F.A.
;
cura
tor
of
librar_:y
evidences of over -production. T he gr eatest mining
The Cleveland I1on T1ade.- Y est erda y the attendance
and museumh Alexander Buchan, 1\ILA., LL.D., F.R.S.
activity prevails in every d irection. Compla ints of Twelve of t e fellows were elect ed to form the new on 'Change was fairly numerous, but there was not much
car shortage a re u n iversa.l. Vessels are in d em and a ll council, and include as new m embers Sir J ohn Mmray, business doing, buyer being backward and sellers being
a l ong Lak e and Atlantic coast p orts. The r ush of LL.D., F.R.S., Mr. R. T . Omand, :Mr. li'. Grant Ogilvie, very un.willins- t o reduce tbeil rates. Produce1. of
most descript10ns rep orted tlu~.t they were ~ell off
anthraci te is heavier than last year. P repar ations a r e :tvl.A., B.Sc., and Dr. George A. Gibson, F .R .O.P ."E.
work, and not a t n.ll necessita ted to pre..c:;s 1ron on
being entered upon t o meet t he heavi er Med iterranea.n
0 1d e1 j o1 N ew T u1bine S tea1ne1. - It is st ated by the for
dem!Lnd for bituminous . Coke production is expa.n d- Dumbarton pa_per that M essrs. D enny Broth ers, L even the market. N o. 3 g. m. b. Cleveland pig- was weak a t
ing, and there are markets for every ton that can b e Shipyard, are building, t o the order of Cn.ptain Wjlliam- 45s. for prompt f. o.b. delivery, but the oth er qualiti~
of Cleveland n on were strong in price, and the . upply
produced as fast as i t is cool e n ough to load.
son, the present manager of the turbine steamer King was not at all plentiful. No. 4 foundry wa 44s. 9d . ;
Edward, an improved steamer on the sn.me principle for grey forge, 44s. Cid. ; mottled, 44s.; and ,,,bite, 43.~. Gd.
the further d ev el~.pm ent of the passenger service t o Eas t Coast hema tite pig could not be bought for delivery
Campbeltown v id, ] airlie n ext summer. '!'he dimensions before D ecember, the whole of next mon t h' out p ut
NOTES FROlVI THE NORTH.
of the new st eamer will be considerably g reater than the having been fully di. po. ed of. 'l'here were buyers
GLASGOW, W ednesday.
Glasgow P ig-Iron .Llfar ket.- Only a small amount of King Edward's-n am el~, 20 ft. longer, 2 ft. broad er, and read y to pay high rat es for early delivery, but they
business was don e in the pig-iron warrant market on 1 ft. gr eater draugh t. The vessel is to st eam at the rate could not find any body in a p osition t o sell. N ?S 1,
Thursday foren oon, but t h e t one t owards the finish was of 22 knots. The route, in fine weather, will on the 2, and 3 were put u,t GOs. for D ecember deh very.
strong. Scotch, on L ondon buying, rose 1s. 3d. p er t on, outward journey be vi{i the sou th end of Arran, re- Rubio ore was steady a t 15s. 9d. ex-ship T ees. T o-day
whicn was one of the smartest advances that had been turning by Kilbrannan Sound. Owing to the increased there wa.s very little new in the mn.rket, and whn.t change
m ade far som e time. The settlement prices were : Scot ch, speed p assengers will have considerably longer time t o there was wM not for th e b etter. The general marke t
52s. 10~d. p er ton ; Cle vel81nd.A 45s.; Cumberland hema- sp end at Campbeltown and Machrihanish .
quotation for prompt f.o.b. delivery of No. 3 g.m.b.
tite iron, 50s. 6d. p er t on. un Friday forenoon, in the
I nst itt,tion of Ert{Jineers and Shipbt,ilckrs i n ScotlancL.- Cleveland pig was 45s., ttnd several sellers adhered veyy
warrant market, some 3000 tons were dealt in. F or Scotch The op ening meeting of the forty-fifth session of this firmly to that figure, but buyers would not pn.y 1t.
iron the d emand was quite pronounced, and with n ext Institution was h eld last night. ::Nir. William Foulis, Tr.:..nsactions were recorded a t less, and in a t least
t o n one offering, the price rose 10~d. per ton. _At the C. E ., the new president, occupied the chair. The annual one inst ance N o. 3 was bought a t as low as 44s. 9d.
afternoon market about 12,000 tons were dealt m, and report of the Council was read by the secretary (~lr. The lower qualities were st ead y at yesterdn.y's rates,
prices were easier, Scotch giving wa y 8d. p er t on, and E . H . P arker), and after some rem arks upon it by but foundry 4 was not quite o firm at 4.-ts. 9d. a
Cleveland 3d. p er ton from the forenoon quotation s. The Professor Barr, it was unanimously adop t ed. Then fol- it was yest erday, owing to N o. 3 h aving been bought at
closing settlement prices were: 54s., 45.s. 1~d., and lowed the tre~urer's financial statement, which was that figure. Grey forge wa very stiff, as it was needed
59s. 7 ~ p er ton . On M onday forenoon the Glasgow pig- also ad opted. Two premiums of book , which were for purposes for which neith~r foun~ry 4 or. N o. 3 .are
iron warrant marke t was moderately active, and from awarded last session for p ap ers read by Mr. A. B . suitable. The month closes w1th affau-s certamly qmet;
12, 000 to 13,000 tons changed hands. Scotch warrants M cD onald. :NI. Inst. C.E., and Mr. D avid Cowa n, for - but a lot of work is being turned out, and it is satisfactory
were st eady at 54s. 9d. p er t on cash buyers, but Cleve- merly of Carron, were presented to those ~entlemen. to be able to state that a good few firms have contracts
land, a fter being ld. p er ton up at 44s. 11d. p er t on cash, Subsequently the new president d elivered lus opening secured which will keep them busily employed over the
left off at 44s. Bd. p er t on buyers ; Cumberland h ematite address, which was largely devoted t o t he gas manufac- winter.
iron t o the ext ent of 59s. 8d. p er t on cash, len.ving off ture, the development of heat and light from it, the
!Yla;nuj actwrecl I 1on ancL Steel. -~lanufactured iron and
at 59s. 7d. pH t on buyers. Only 2000 t ons of iron gas e~ne, 1\tiond gas, and other forms of producer steel prices keep steady. D emand is only quiet, but prochanged hands in the afternoon , the quotation closing as gas. The address was most fa vourably received b y a ducers of ruost descriptions hu.ve well-filled order books,
in the morning at 44s. 8d per ton cash buyers. The settle- large meeting of members, who, by the way, n ow amount and they a re reluctan t t o make concession s in order to
m ent prices were : 54s. 9d., 44s. 9d., and 59s. 7~d. p er to practically 1400 in the various grades. ::Nir. A . Mar- secure new work. Common iron bars are 6l . 5s.; best
ton. A fairly brisk business was done on Tuesday morn- shall Downie, B .Sc., rea,d a p aper on "The D esign and bars, 6l. 15::;. ; iron ship-p lates, 6l . 17s. 6d.; st eel shiping, when some 10,000 tons were sold in the forenoon. Construction of Flywheels for S low-Speed Engines for plates, 6l. 5s.; st eel boiler -plates, 7l. 15s.; st eel ship angles,
S cotch was unchanged in price, but Cleveland left Electric Lighting and Traction Purposes." A paper by 5l. 17s. Gd.; iron ship angles, 6l. 5s.; iron sheets. 8l. 5s.;
off 1!d. p er ton. In the afternoon about 3000 tons ::Nlr. George Johnstone on ' 'Not es on the S erious D eterio- steel sheets, 9l .; and heavy st eel rails, 5l. 10s. - all less the
changed hands. Scot ch was st eady, but Cleveland was ra tion of Steel V essels from th e Effect s of Corrosion " was customary 2~ per cent. di count, except rails, which are
a shad e off. The settlement :Qrices were : 54s. 9d., held as read.
net at works.
44s. 7~d. and 59s. 9d. per ton. The market was quiet
The Douglas Coalfield.-It is stated that the lessees. of
The W ea1'Clale bon, S teel, ctnd Coal Company.-It is a
and st ead y t his forenoon, and only about 3000 tons were the Carmacoup section of the Do ugla~ coalfield, havmg
d~alt in.
cotch left off at 54s. 8d. p er t on cash . proved it by numerous bores, have now commenced genera.lly accepted fact that the W eardale Iron, t eel,
About 4000 t ons changed hands in the afternoon, and the sinking op erations ; and they h ave just struck the and Coal Company intend removing their Tudhoe Iron
t one was better. Scotch closed up 2d. p er ton on t he d ay valuable 4-ft. seam . This seam is a bright lustrous Works from 1p ennymoor t o Middlesbrough, notwitha t 54s. 10d. p er t on cash. Clev.eland finished up ld. better coal, a nd t est s of the samples t aken aro said t o prove it standing that the statemen t hns been contradicted. The
Cargo Fleet Iron W orks at tl~is town b~lo?g t<? the same
on the day. The settlement pnces were : 54s. 9d., 44s. 7, d., to be a coking gas coal of consirlerable value.
firm as the Tudhoe undcrtakmgs, and 1t lS rund that the
and 59s. 9d. p_er ton. The following are the quotations
works at Spennymoor will be transferred to a si te ad current for No. 1 mak ers' iron : Clyde, G6s. 6d.; Gartjoining the Cargo Fleet furnaces. The cl~rks and SOJ!le of
sherrie, 67s.; Langloan, 69s. 6d.; Summerlee, 71s.; Coltthe workmen at Tudhoe are under not10e to t ennma te
NOTES FROM SOUTH YORKSHIRE.
n ess, 72s.-all the foregoing shipped at Glasgow i Glengar
their engagements, and t he firm are going to make Rn
SHRt-'FIELn, W ednesday.
n ook (shipped at Ardrossan), 66s.; Shotts (snipped at
N ew llfanui actwrcr of A 1"ntO'!JA'-Plates.- It is announced early start t o dismantle the works.
L eith ), 70s. ; Carron (shipped at Gra ngemouth ), 67s. 6d.
p er t on. A fain t show of inter est h as b een imparted tha t among tbe manufacturers who will submit armourM ess1s. Riohcvrdson.~ , W estga rth, wnd Co., L imited. to the m arket by the action of the London holders of plates t o be t ested shortly by the Admiralty, is a new Sir Thomas Richardson who presided at the annual
Scotch warrants, and prices have fluctua ted between 53s. maker in the person of Mr. J . B edford, of Meadow Steel meeting of shareh~lders: in th~ course of hi remark ,
and 54s. p er t on. These fluctuations are due entirely to W orl<s, Sheffield, and other local firms will be M essrs. said that the directors cons1dered that the sharem anipula tions by holders, or to the n ecessities of the Vickers, Sons, n.nd :tvlaxim, and M essrs. Cammell and Oo. holders had every reason to be ~ery w~ll satisfied
b ears and not t o trade requirem ents. D ealings in CleveI1on Q/IUL Steel.- Business in the large iron and st eel with the result of th e first year s workmg ?f tl~e
land 'wa rrants have been dull, fluctuations varying very works at the east end of th e city is t ap ering off in a very company. All the work~ had been fully occup1e~ ; m
little. W est Coast hematite iron has been scarcely m en - m arked manner, and considerable numbers of men are fact each brn.nch had had such a continuous success10n of
tion edl-nand the price remains nominally a t 59s. 6d. p er b eing discharged. Practically all t he earlier work in con- ord~rs that bu t little time had bee~ availa~le for inte,r
t on. The continued arrivals of Canadian iron are exert- nect lOn with the product ion of armour-plates ordered ome working and standardising, but tlus wa. bemg ta.ken m
ing a d epressing effect on local dealm~. The number time ago b y the Government has been complet ed, and hand as rapidly as p_ossible, and econom1c results would
of furnaces in blast is 83, against 80 a t th1s time last year. although there is still plenty t o do in the finishing shops, gradually follow. N o doubt many ba.reh~lders would
From America t he advices continue strong, a nd latest further contracts are urgently needed if t he steel furnaces, t hink that, wi t h a total profit of 84,47ol.,_ ~ larger
cabl~ rep ort active ma rket s. The stock of pig iron in forging presses, and other plant is to be kept going. The dividend might be declared, but h e wa~ of opim<?n tha t
M essrs. Conna l and Co.'s public warrant stores st ood at wood.en-wagon builders are complaining of v~ry sev~re on con ideration they would agree with th e dnectol'~
57 108 tons yesterday a fternoon, as compared with 58, 028 scarcity of orders, the run a t the present t1me bemg that the wisest course, and the one that would be the
to~s yesterday week, t hus showing for the pas t week a rather for st eel wagons.
ome excellent orders for best for the ult imat e interest of t~e company, was t_o
d ecrease a mount ing to 920 tons.
these h a ve been placed both on b eh alf of home railways begin a t once t o adopt a conservatlVe poh cy, and th1s
Sulphate of A mmonia.- Tru s commodit y is rep orted and South Africa, and the res\.llt has been tha t prices of they had d one by allowing 20,000/. for reser ve and depre -
Nov.
I,
1901.]
E N G I N E E R I N G.
MI 'CELLANEA.
617
by Mr. F. R. Coa.tett, of the Chicago and Greab Western
line. He states that his experience is thab these long rails
are more costly both in the first instance and in maintenance. He quotes a ma nufacturer to the effect thab
these long rails are also troublesome in the rolling mills,
since whilst one man will straighten a 30-fb. or 33-ft.
rail. four are needed to handle a GOfb. rail, and it is
difficult in the end to say whet her it is straight or
nob. When in the track, Mr. Coa.tes states thab unless
special care is taken the " expansion will run in bunches;"
that is, ab some points there will be very wide joints, and
ab others t ight ones. In cold weather bolts are broken
by the contraction. S umming np, he states that, in the
first place, rails more than 33 fb. long cosb more per ton
to handle and more to maintain, these conclusions being
the reaulb of experien ce on 100 miles of 60-fb. rails.
In cold countries double glazing is sometimes resorted
to, in order to reduce the heat losb from a room to the
exterior through the windows. Some experiments made
by H. Schoentje3, of Ghenb, show thab there is a certain
dtsbance of separation between the glasses, at which the
heat lost is a minimum. The glass used in his ex periments was 2 millimetres (.079 in.) thick, and the loss wa.s
least when the d istance between the opposing sheets
was somewhere between 67 millimetres and 117 millimetres (2. 64 in. to 4. 61 in. ). The loss in calm air
through one thickness of the glass was at the rate of
about .415 British thermal units per square foot p er
hour for each degree Fa.hr. of the difference of the
tem perature on the opposite sides of the sheet. The
experiments were made over a range of 12.6 deg. to
40 deg. Fa.hr., and the rate of loss was somewh at greater
as the differences of temperatures increased, hub the
mean was as stated. With d ouble walls ab the best
distance aparb, bhe rate of loss was aboub halved. Wetting the outer surface of the glass increased the rate of
loss by a bout 39 per cent.; wh1lsb if, ab the flame time, a.
current of air was directed over the outer surface the rate
of lo:rs was still further increa-sed up to about. 93 British
thermal units p er square foob of glass ~r hour. The
utility of bhe second layer of glass wbtch can be kepb
dry and in still air would, in such a oa.se as this, be very
marked. Similar experiments on the rate of transmission through wood 3 centimetres (1.18 in. ) thick, showed
thab for the ordinary range of atmospheric differences o(
temperature the loss of heab by transmission was at the
rate of .23 British thermal units per degree per hour for
mahogany, .20 British thermal units for oak, and .18
British thermal units for pine.
PERSONAJ.~. -The
British Electric Car Company, Limited, announce that they have moved their offices from
18, S b. Swithin's-lane to Oxford-court. Cannon-streebMr. J. G. Fiegehen, of the Bedford E ngineering Company, informs us that be has taken into partnership his
son, Mr. E. G. Fiegehen, and M r. B. W. Preston. The
business will be conducted under the same style a.s
hitherto.
THE SUEZ CANAL.-The transit revenue collected by the
Suez Canal Company in September was 346,400l., as compared with 331,200l. in September, 1900. The number of
ships which passed through the canal in September was
307, a.s compared with 310 in September, 1900. The
aggregate transit revenue collected in the first nine
months of this year \Vas 3,019,010l., as compared with
2, 693, 270i. in the corresponding period of 1900. The
number of ships which passed through the canal from
J a.nuary 1 bo September 30 of this year was 2795, as compared with 2576 in the corresponding period of 1900.
HAMBURG.- The number of ships which entered the
port of Hamburg in bhe fi rsb nine months of this year
wa-s 9937. of an aggrfgate burthen of 6,418,593 tons, as
compared with 10,121 ships, of an aggregate burthen of
6,099,687 bone, in the corresponding period of 1900.
Steamers figured in these totals for 5, 722,246 t ons and
5,460,647 bona respectively. The number of ships whioh
cleared from Hamburg in the firsb nine months of this
year was 9824, of an a.ggre~ate burbhen of 6,355,813 tons,
as compared with 10,106 sbtps, of an aggregate burthen of
6,140,234 t ons in the corresponding period of 1900.
Steamers figured in these totals for 5,670,599 t one a.nd
5,483,174 tons respectively.
THE M oRRAY TELRGBAPH.-Mr. Douglas Murray has
j usb completed a series of experiments with his "longdistance high-speed page-printing telegraph system," with
which be has been conducting trials on an English postoffice wire between London and Glasgow. He expresses
himself well pleased with the results, having obtained
a speed of 120 words per minute under highly unfavourable conditione. This is only ten words less than
the highest speed claimed for the invention. lb was found
that the automatic typewriting transcriber, although
capable of a. speed of 110 words per minute, showed a tendency to drop letters ab thab speed ; and ib wa.s decided to
employ two transcribers workmg at 70 words per minute,
and transcribing alte rnate batches of messages. This
arrangement gave excellent results. Mr. Murray claims
that his demonstrations prove the superiority of his
system over those ab present in use, on account of the
mechanism being more simple, durable, and easy to keep
in order. There are only seven electrical contacts in the
whole receiving apparatus, including relays. In addition,
the messages are more legible and reliable, and the
amount of skilled labour is materially redu ced. The
postal engineera are said to be very pleased with the
a~pa.ratus. We understand bha.b Mr. Murray is taking
hts system to Vienna for trials on the Government wires
there, as soon as the English experiments ~re completed.
E N G I N E E R I N G.
EQUIP~1ENT
THE ELECTRICAL
[Nov.
I,
1901.
'
..
'
t"
Frn . 1.
~ ..
AND
F.N G IN E D
BY
ME SS R S.
\ I C KER S,
SO N S,
AND
KAYAL
CO N S TRU C T I ON
W OR K S,
.,,
f
....
Fw . 1.
Bow CRADLF..
li'JC. 2.
Sn:nN C ltAIIL~: .
F IG. 3.
'l'uE Snm.N.
Fie. 4.
TW!
LA ~ca .
Nov.
I,
E N G I N E E R I N G.
1901.]
PAn E
Tho Juntr Clrolu ........ ...... .. 129 Berlin Tl"'\lllWI\)'11. By .J. ZJ\oharltl.'\ 171
The lconomlcs of Street Railways.
1 Tbo J{l'l~gor J~ l~otromohllo. By
Robert P. Porter :
Comnd W. Cook e. M. r. E. E .
(P IIlto XLI. , XLII. ,und l lluatra
H . -Rnpld 'J'n:m~lt of Now
York (Pinto~ XXXIV. t.o
tlou a In 'l'oxt) .............. .. ..
XXX VJI I., nod Jll ustmtlon
Now Locom otive tor tbe <.:entm l
In Tuxt) ................ 140
I,ondou lltdlwi~Y (Plates XLil I. ,
H hthSt>rod Electric 'rn1ctlou In
XLlV.. llUd XLV.) ..............
l'h e Now Rlootrlc P nwer Plnu t for
Oonnuny (Plates .xxrx., X'L. ,
and l llustrntlons In Tex t ) ... ... 1152
t he llro<1klyn R:\phl Tm1111lt Com.Munlcl pal Trndlng:
pao y (Pill to XLV I . ) ... .... .....
(I) B.r W. Valentine Ball. ..... lGO T he Gold11ohmldt Process (I f
(}) By r\ notber B orough E ngl
Electrlo llnll Welding ( Pinto
tleet ........... ...... 1&:&
X LVII.) ..... ......
(k) Th ~ Newca.:stleon-Tynu h n
Tho Croyclou Electric 'l'11unwnys
hrogllo .................. 100
nnd Llgb tlug Sy11te111 IPinte
The hlluu:h eshr 11nd LIYerpool
XL VIll., nnd Dlu t m t lona ln
F.leotrl c ExpreM Railway .... .. JGS
T ext ) .........................
J~y t h e H on.
17!l
180
le2
1S.'5
JSS
ENGINEERING.
FRIDAY, NOVEMBER 1, 1901.
EDUOATION.
E N G I N E E R I N G.
[Nov.
I, 190I.
not know they were carried to the extent which cedure has been encouraged to grow without
On page 604: we give as many passages from
Mr. Haldane tells us is the case. That a not very form or plan ; something added here, something
large,. although r.apidly increasing and doubtless there, as the fancy struck its creators, or as the Sir John Gorst's presidential address as our space
lucrattve, trade hke that of the making of explo- loudest shouting of the public insisted. An engineer permits. We think our readers will admit that
sives should be able to collect for t he purpose of who designs a ml\chine, a surgeon who performs an the views expressed are worthy of all acceptation
research such a handsome sum as 100, OOOl., and operation, or a lawyer who argues a case, has to indeed, the address throughout was so sound, and
then add the equally important subscription of consider each point in its bearing on t he rest, and, so full of enlightened sentiment, that it was a
12,000l. a yoar, speaks volumes for the liberal- to succeed, must so plan that every detail con- pleasure to listen to it. But though this is true, yet
minded enterprise of German manufacturers. It is tributes to the harmonious structure of the whole. on reading it again, with leisure to ponder on what
it indicates, .a feeling of disappointment, if not of
the more surprising because the makina of explo- That is the true scientific method.
despair, is aroused; and this is strengthened by the
sives has always been one of the most ~e01et arts
The educationists have worked on a different further proceedings in the Section. Sir John Gorst
and it might well have been expected tlat mutualj ea~ plan. They have accepted what they have inlousies would have prevented the successful forma- herited as an article of faith; patchina a nd is Vice-President of the Board of Education. The
tion of the Central Stelle. Mr. Haldane in his piecing with blind persistence, and hav: pro- vote for education, science and art for the United
Liverpool address, went on to say that ~e have duced at last that amorphous mass of procedure Kingdom for last year was over 12t millions (the
nothing of the same kind in this country. That is which we call education. The teaching of the G~r~an vote w:a.s 25 millions), and in the approtrue, but it is to be hoped that before Iona a few thoughtful men who have had visions of better priatiOn of thlS enormous sum the President
commencement will have heen made in this dir~c things has been ignored, with the result that of Section L of the British Association played
tion. No doubt our readers will remember that at educ~tion, so called, too often becomes a gift of the chief part. When one compares the sentithe summer meeting of the Institution of Naval doubtful value, and may be less of a blessing than ments expressed in the address with the actual practice
of
public
educationthe
liberal
and
scientific
Architects held in Glasgow this year'*' a proposal the reverse.
spirit of the one, and the narrow empiricism
was m~de by Mr. Yarrow thll.t an experimental
If this appears to anyone an extravagant thing of the other-one can only conclude that it is
t~nk for testing ship's models, of the same nature to say, let him consider how far the average School
as that owned by the AdmiralLy at Ha.slar, and by Board education has benefited many of its recipients, something far beyond want of knowledge on the
part
of
the
ultimate
educational
authority
that
the Dennys at Dumbarton, should be established to what extent it has helped them in their daily
by subscription amongst those interested, and task, and how largely the time spent at school has allows of such enormous sums being annually
our
imperfect
system
of
public
educawasted
by
should be available not only for shipbuilders of this hindered the gaining of handicraft skill or has
tion. If our rulers did not know, if they were
country, but for all willing to pay for the informa- checked physical development . Let t hose who
simply ignorant, one might hope t hat procedure
tion obtained, irrespective of nationality. We think that the ability to read and write is neces- would be improved ; but when one reads in the
believe the preliminary steps for puttina Mr. sarily an unmixed blessing make themselves ac- address so admirable an epitome of what should
Yarrow's suggestion- which arose out of o some quainted, by personal observation, not by hearsay,
be, and, moreover, when one finds sound educaremarks made by Dr. Elgar-into practical shape with the uses to which these accomplishments are tional doctrine common to a large number of
ha.ve already been taken, and that there is every often put; above all, let them follow the squalid persons-as appeared by the subsequent papers
prospect of the scheme being brought to a success- literature that forms the chief, if not the only, and discussions- one loses hope of amendment.
ful issue. It would certainly be a shame to us if reading of a considerable part of the lower classes. What can be done with those who are not
we could not do for our chief industry- on which,
It will not be thought, we trust, that because the even wilfully blind, but knowing the right, reindeed, the fabric of our commerce chiefly depends teaching of the primary schools is often wasted, fuse to follow it ~ No doubt Sir John Gorst's
-what the Germans have done for a relatively and sometimes harmful, that we advocate national actions are tramelled by political considerations.
minor branch of manufacture.
education should therefore cease. We have pro- There i'3 the Treasury, with its thought of the
These matters may seem a little aside from the gressed too far in ci vilisa.tion for that. No country voting mob; there are the permanent officials,
educational q uestion, but i& may be said that the that aspires to be in the van of nations can afford the reactionary schoolmasters, l"ested interests ;
German Central Stelle would be impossible were to throw away chances, and we, like others, must there is the indifference of Parliament and of
not the system of technical education in that coun- sift finely to let no considerable quantity of native the public. But surely Sir John Gorst's hands
try sufficiently well organised to give a staff of genius or talent go to waste. National education are not altogether tied. Has not the Vice-President
competent investigators and assistants. We would ought to do this, and it is not because our system of the Board of Education some influence ? Seeing
also like to further point out that the admirable is defective that we should have no system at all.
his way so clearly, has he no power to choose the
instruction given in one of the earliest and most
The task Section L, the new educational right path 1 One wonders whether he has any
admirable technical schools-the school of naval section, has before it is to so improve the teaching administrative functions, or whether he is simply
architecture-produced a class of ship designers system of the country as to make it, firotly, an effec- an amiable gentleman who makes an ornamental
that placed England in the front of nations in this tive net for gathering in those who give greatest figurehead in the Commons, with a companion
field. In a past era, it will be remembered, we assurance of usefulness in various spheres of effigy in the Lords.
were dependent on the French for our best models, aetivity; and, having secured the most promising
If its first president would have told Section L
and that, again, was due to the then superior tech- subjects, to offer them knowledge chiefly useful in where the break existed between his admirable
nical education of our neighbours.
their walk of life, imparting it in a way that will theory and his department's very indifferent pracReturning to the proceedings in t he new develop their mental faculties to the most advan- tice, he would have been rendering a. service to
Educational Section of the British Association, tageous degree.
education that could hardly be equalled.
we think that the Glasgow meeting of 1901 is
No section of the Association has a more serious
likely to be notable from the addition of this and more difficult task to perform. Prejudice,
Section, which will, if properly conducted, become self-interest, and public indifference will have to be
OVERHEAD WIRES.
one of the most valuable of all. Certainly there encountered and overcome. The last will doubtless
THE case of the Finchley Electric Light Comcan be nothing more strictly within the province of prove the chief obstacle to progress ; in fact, if the pany, Limited, v. the Finchley Urban District
an association devoted to '' the advancement of Section can enlist the active sympathy of the public, Council, which was heard by the Lord Chief
science, than the t raining of t he young; indeed, its work will be more than half done. Perhaps the Justice in the V a.cation Court on Octooer 16,
scientific investigation is so dependent on aduca- greatest danger ahead is that the Section may be raises an interesting question with regard to the
tion that one is to the other what vict uals are to a captured by a class of schoolmasters, who- right of a district council to interfere with a private
meal. Now that we have the Section, we wonder wedded to stereotyped methods- are less able electric supply company who have erected overhow the Association has gone on so long without it ; to judge of the value of ways of teaching than head supply wires across the highway. It appears
and, being wise after the event, are apt to think most other persons, for they see little of the that the plaintiff company were incorporated in
that had the early fathers been so systematic in results.
Moreover, those schoolmasters w:ho 1900 with the object (inter alia) of carrying on at
their plan as scientific methods should have made have the control of affairs are generally men Finchley and elsewhere the business of an electric
them, they would be given an educational, and not fairly well on in years, and have a natural light company, and to supply electricity. The
a mathematical, division the first place, as Section disinclination to change their methods at the company never held any license or provisional
A, in the programme. Instead of that, the Educa- bidding of others outside the profession . In addi- order under the Electric Lighting Act, 1882, nor
t ion Section follows eleven elder sisters in the tion to this they hold their office in virtue of what was it vested with any statutory powers. It
family of science, and is just 70 years younger than they have t hemselves been taught, to the educa- has, however, been served by the Board of Trade
tion they have received. To render their present with a copy of the regulations is3ued under Section 4
the seniors of the group.
If, however, we are inclined to sit in judgment knowledge and acquirements .non,-prod~ctive by of the Electric Lighting Act, 1888, and with a
on the great founders of the Association, we may be changing the course of educatwn IS equtvalent to notice to comply with such regulations. The dereminded that in t heir time education as a science taking away their occupation or sending then1 to fendants are one of the numerous local authorities
was little thought of in England; even now it barely school again. The vested interest of the class most who hold a provisional order from the Board of
exists, at any rate as a practical factor in our indus- concerned will therefore probably be often arrayed Trade for the supply of electricity in their district,
t rial system. Instead there has grown up a vast un- aaainst reform. There are, of course, many school- but have never exercised their rights ; but in this
systematic methodless method of teaching lessons, ;asters so naturally wide minded as to see these instance the local authority have not only failed to
and of late years we have spent on it millions in a. dangers, and there are very many conscientious exercise their own right of supplying electricity
to ignore personal considerations; but one in the district, but have endeavoured to prevent
haphazard at;td piecemeal fashion. Through ~he enouah
0
action of Parliament there has t hus, by the Educatwn must not expect t he combination to be over the present plaintiffs from meeting the publio
Acts, been erected an imposing enough edifice, but plentiful in a profession that does not tend to needs. Thus in an action in the Chancery Division,
it is built on no good foundation. Those who broaden the mental horizon by bringing its in which the present plaintiffs were defendants, the
have been entrusted with the carrying out followers into contact with their equals. The council sought an order to restrain the company
of the programme have been chiefly anxious teaching profession, moreover, is in close alliance from breaking up any streets within their district
to teach something of a stereotyped form, little with, and largely forms a part. of, another pr?fes- for the purpose of laying thereunder electric cables,
caring, hardly thinking, w~at would be .the value sicn in which, at times, one may fancy there Is to wires, or pipes, or for any other purpose without
of the instruction. In t hts way educatwna.l pro- be traced an echo of the claim to infallibility which their consent. The company, without admitting
is still advanced by the hierarchy frotn whence the t hat they had threatened to open up any road, undertook no~ to open up any ro~d WJthout the
Church has sprung.
See page 4 ante.
Nov.
I,
1901.]
E N G I N E E R I N G.
621
NOTES.
THE LIABILITY OF MoToR-CAR DRIVERS.
FROM a recent case in the Bungay County Court,
it seems t hat motor-car owners cannot be held
responsible for the remoter consequences of their
user of automobiles on the high road. It appears
that, on October 9, Robert Murton, a farmer of
Lowestoft, sued the Hon ..John Mulholland for the
sum of 19l., by way of damages ari')ing from injuries sustained by hi9 horse and cart, due, it was
alleged, to the negligent and furious driving of a
motor-car. The horse and cart were passing over
a narrow bridge across the Waveney at Oulton
Broad, when the defendant , who was in a motorcar with two ladies and a little girl, being unable
to pass the other vehicle, sounded a horn twice.
The plaintiff's horse was frightened, and broke
away from the driver, striking a gateway and up
setting t he cart. It was urged on behalf of the
plaintiff that the speed of the car was excessive,
that the blowing of the horn was unreasonable,
and that the defendant dicl not use proper care
and caution in the circumstances. Without calling
ing on the defendant's counsel, J udge Eardley
Wilmot gave j udgment for the defendant. He
said : '' Motor-cars are now recognised by the
Legislature, and they have as much right to
use the highway as any other vehicle. Horses
must get used to them. It is q uite clear that
in the present case the horse was frightened
by the horn ; but sounding the horn is exactly
what the law says drivers of motors must do, and
I fail to see any evidence of negligence. ,, It will
be noticed that the learned juclge was apparently
satisfied, in this instance, that t he speed of the
motor was not excessive.
FRENCH E NTERPRISE IN Y UNNAN.
The agent of the French Government, and also
of French capitalists, is endeavouring to push on
his pet scheme for a rail way from Laokai to
Yunnan-fu, for which he has already secured the
approval of the French Cabinet to the convention he has made with a syndicate of P aris bankers
to b uild the line at a cost of 70,000,000 francs.
At present the greater part of the export and import
trade of Yunnan is carried through the open town
of Mengtse, about 160 miles south of Yunnanfu, or Yunnan-sen-as the French call the capit~l
and quite near the Tonkin border. Mengtse is distant
from Yunnan-fu eight easy stages for pack-horses,
over a table-land sloping up to northwards. Ita
climate is excellent ; but a day and a half,s journey
to the south from Mengtse brings the traveller into
the low-lying and tropical valley of the Red River
at Manhao, whence t here is direct communication
wit h the sea. Goods are brought from Hong Kong
to Haiphing on the Tonkin coast, and thence up
the Red River in junks. Small stef\mers can reach
L aokai on t he Chinese frontier, where M. Doumer
---~
THE
CHEMISTRY OF PRODUCER
GAs.
It has long been known that at certain temperatures carbonic acid gas in contact with carbon is
unstable, and, taking up an additional atom of
carbon, becomes carbon monoxide. It is less generally known that the latter gas is also unstable
under certain conditions, reverting to C02 with
deposition of carbon. These cases of dissociation
and combination have recently been carefully studied
by M. 0 . Boudouard, who, in a recent issue of t.he
Bttlletin of the Paris Ghemical Society, discusses the
bearing of his researches on the metallurgical industries. He has ascertained in what proportions the
two gases form stable mixtures at different temperatures when iri contact with fue1, and claims that a
comparison of his results with analyses of producer
gas, will, in any case, give useful information as to
the working of the apparatus. His results show
the maximum proportion of carbon monoxide which
can be obtained with a producer working at a given
temperature. These maximum results are in practice
never attained. The ideal producer should yield
merely CO and N in the proportion of 24.3 volumes
of CO to 65.6 of N. Owing to dissociation of the
CO, the 8QS in practice always contains 002, and in
greater proportion as the working temperature is
lower. In fact, the conditions of working can be
so arranged that the whole of the carbon is obtained
as 002 For instance~ a high velocity of the air
through the furnace is favourable to the production
of 002, since insufficient time is given for its reduction, after formation, to CO by taking up more
carbon. A porous and finely-divided fuel, on the
other hand, promotes a good yield of CO, as does also
a high tem~erature of working.. In Ia:boratory experiments 1t was found that 1n passmg 002 over
carbon at the temperatures noted below, the following proportions of CO were obtained:
Deg. Cent.
E N G I N E E R I N G.
[N ov.
First prize
.. .
...
...
. ..
. . . 1000
...
...
...
. ..
750
Second prize . ..
Third prize . . .
...
...
. ..
. ..
500
To eaoh prize will be adde~ ~ bonus of 10.l. for e':ery
complete mile beyond the mmimum of 40 mtles requued
by paragraph' 2 of the "Requirements," tha~ ~he tractor
awarded such prize can travel under th~ cond1t10ns therein de~cribed. The total amount of this bonos shall not
exce ed the value of the particular prize to which it may
be added.
2 The trials which will be conducted by the War
office Committ~e on Mechanical Transport, will commence
in the spring of 1903, and will extend over a considerable
period so that the tractors may be thoroughly tested.
The e~acb nature of the trials will be determiJ?-ed upon by
the above Committee. A g~neral scheme will b~ drawn
up a.nd issued to all compe t1tors, but the Committee r~
serve to themselves full powers to carry out any ad~I
tional t e3ts that they may deem necessary, w he the~ meluded in the general programme or not. The Commtttee
reserve to themselves the power of rej.eoting any tr!lotor
which does nob comply Wlth the requuements pu~hshed
herewith or of suspending, ab any stage, the. trials of
any tractor which in their opinion has proved Itself unsuitable.
.
3 The decision of the Commtbtee on all matters connec.bed with the competition shall. be final. . .
4. Forms of entry will be supplied on ~pphoa.t10n to the
Secretary, Mechanical Tranapor~ Commit.tee! Y'ar Office,
Horse Guards Whitehall. Fums or tndtv1dua.ls who
intend to ent~r must send in these forms, duly completed. to bhe Secretary, not l~ter than J anu~ry 1, 1903.
5. No tractor will be a.dm1t~ed to the tr1als .unle~ a.
fully-dimensioned seb of draWinga.. and ~ speorfioatt?n,
giving complete details, exactly as Elubmit~ed for trial,
together with a statement of the puro.hase priCe, have been
lodged with the Secretary, Meohamcal ~ransporb Commiotee before the commencement of the trtals.
6. A firm or individual may enter more than one traotor,
bub the conditions of paragraphs. 4 and 5 musb be complied with for each separate maobme entered ..
7. His Majes ty's Government to have bhe right of pur-
I' 190 J.
. ..
...
. . . 20 f b.
Length ...
18. No restricbions are placed on nature of fuel or class
of engine, whether ~team, ~nternal comb';lstion, or otherwise, except tbab 01ls havmg a flash pomt of less than
75 deg. Fahr. (Abel's clOf!e test) must not be employed.
19. As the tractor is intended primarily for hauling
purposes, ib is no.t ~senti~l that a flyw~eel should be
provided from which machinery can be dr1ven by a belt;
but if a flywheel is fibted. it must be made of steel.
20. No armouring need be arranged for.
21. In the case of steam engines :
(a) The boiler may be of any form or materia.), hub
the construction musb be such that ib will comply
with the requirements of the Manchester Steam
U sera' Aesociation. Boilers normally working a.t
exceptionally high pressur~ are not des~rable.
(b) The boiler mnso be so designed thab 1b can be
easily washed out.
(c) An efficient a~ra~gemenb must be fitted f?r preventing the emiSsion of sparks from ~he cbu~ney.
(d) The boiler feed apparatus must be m duphoate.
Nov. r, rgo1.]
E N G I N E E R I N G.
forei~n
E. F.
CASSEL,
'
E N G I N E E R I N G.
[Nov.
disaster. My friend added thab Sir Hiram Maxim alone tended to represent an indefinitely small angle, the verhad replied to the letter ; ' bu b he does nob understand it." tical straight line B H is taken instead of the arc B H .
I have now read the correspondence, and I assure my Similarly, at N at the end of the intervc~.l the upward
friend that, to my thinking, the letter of Sir Hiram velocity is B J = C N, and the onward velocity is
Maxim shows that he has a very full and clear under- J M, parallel and equal to H N, and therefore the
standing of the action of the gyroscope. He does not, actual velocity at N 1s equal to t he straight line from
indeed, gratify the reader by wheeling him jn a B to M and parallel therewith.
The difference of
perambulator through a maz9 of mathematical analysis; the two velocities at B and at N is the upward velocity
but, ~aided intuitively by that remarkable "horRe E M . This is the whole acceleration for the inte rval,
sense' with which he is proud to have been endowed, and it does nob matter where the bullet is in the barrel.
he strikes out and ab once hits the right nail right on the If d t is the intercval of time, H N = u d t and the arc
head.-The gyroscopic action was in the Cobra on the EN = mud t, the acceleration is therefore E M = 2 mud t,
whole nil, because ' the two sets of screws that were em- or the accelerity is 2 mu. As u = n x we have therefore
ployed in the Cobra revolved in opposite directions at the the accelerity = 2 m n x for any point in the disc. If the
same speed," and therefore the gyroscopic couples of the weight of a particle be w, and if g = the gravitation accelerity, the upward force of the inertia of the particle
one sen would j usb cancel those of the other set>.
This statement of Sir Hiram Maxim ought to satisfy is 2 m n x '!!!, and as its point of application is where the
any one in regard to the question of gyroscopic action
g
in the Cobra. AP, however, many of your readers particle is, the arm with which ib acts in the gyroscopic
are k eenly desirous to have this, their firstl mecha- couple is also x, therefore its contribubion to that couple
nica.l paradox, explained to them-in England. "Why
2
Her~, perhaps, some reader
does a top stand whipping when spinning?" iu Scotland, has the moment 2 m n x .:!!.
g
"Hoo di z a peerie sta.und up whun itl's soondin ?" and as will be thinking the arm is y, the distance from the axis
the lack of this knowledge cost a London syndicate, prin- of tilting. He is quite righb in that thought for resistcipally engineers, a quarter of a million sterling jn 1874,
and it is probable that those of them who are still on this
PiA). 7. )>>-i"'"~
side-I cannot speak for the others-may nob even yet_
have come into possession of the knowledge for which
they paid so much, I will in this letter give a somewhat
elaborate ex,Plana.tion of how the gyroscopic couple is
set up, and 1ts magnitude.
Other remarks by me on this subject are in this
journal ab pages 307, Octobqr 16, 1874 ; 347, October 30,
1874; and 421, l\IIay 21, 1875. In the second of these,
W uv ought to read W uv.
i%
Fig. 1, let R QS T te a disc rotating in itEl own plane
in a frame mounted on gimbals, free to be tilted in any
:&
a r cos ~ - h sin { = B H - F G,
At limit E M =
F0.2.
E p
-- A"
(111&8)
c
M
J.
m
~~
dz
...
.B
'
F
p
...... b.
.J.1
+ 2h ~
2
--.N
Jj
::::::..
-A
tion acc)rdin~ to Fig. 3. in which the respective velocities are strictly plainly represented. In the jnterval
d t the barrel describes the angle CAN = m d t = a,
and the bulleb travels BC = u d t, arriving a~ N at the
end of the interval. Draw B D perpendicular to AB,
and equal to the arc length B H; draw D F equal and
parallel to B C. The actual velocity of the bullet ab B
for the timed t is the straight line which would join B F.
Next dra.w B J perpendicular to AN, make B J equal to
the arc length of C N, and draw J M equal and parallel
to H N. The actual velocity of the bullet at M is the
straight line equal and parallel to the line which would
join B M. We want now the difference i n upward
velocity for the two instants. Draw the horizontal lines
J L, D G, E F, and the verticalline3 B K, ME, G F. The
difference of upward velocities at B, and at N is E M
in the time d t.
Analytically Fig. 3 gives, collecting the symbols,
m= angular velecity about Q T,
n = angular velocity about spindle axis,
u = linear' v~looity of bullet m the barrel, or along UB.
x = distance from centre line R S,
y = distance from centre line 0 T,
a = indefinitely small angle CAN,
r = distance AB at the commencement of interval,
h = BC the distance travelled in the barrel in the
mtervaJ,
d t = the indefinitely short interval of time.
Then we have
a (1 + h) cos~ + h tin !! = B K + L M,
Fig.3.
I, 1901.
-0
.
nxsmmt
ctt
d2 z
- .; = - n 2 y sin m t
d t.
+ mycoamt
1n
. ..
monstratwn.
Some reader may dislike the liberty with which limit has given some interesting fig.ures under the ~hove headconsiderations have been applied to simplify B J and ing. Will you allow me t o pomt out the actwn of some
J M in Fig. 2. I shall therefore repeat the demonstra forces which must break the monotony of those figures by
Nov.
I, I 90 I.
E N G I N E E R I N G.
11
'fo
'1' 11 11:
Emron
Oil' BNOINJ1:EUtNo .
"r
I
I
J '
'v
n .
E N G I N E E R I N G.
diameter and 19 in. thick. Assume about 1000 revolutions
per minute for the turbine, say 100 ra.dia.ns per second
~nd a.. rate of pitching <?f about 6 deg. per second, sa.y
TlJ ra.dtan.
The gyrosta.btc couple would then be
4480 X 12 x 100
x
= 1400 foot-pound$.
32
10
which can speak from actual experience concerning threephase traction, and we believe tbat some practical results,
although not bearing directly on the question raised by
uez, may be of interest to your readert~.
The B.urgdorf. Thun Railway has now been running on
fuJl serv10e for two years a.nd a half, and during this time
no repairs whatever have been necessary on any of the
motors. The windings a.nd slip rings are as good as new.
We have not ha.d to replace a. single bearing bush, and
the small air gap, which everybody declared would turn
out to be a. continual source of trouble, has caused none
whatever-not even a minute's stop.
In fact, the wear and repairs of the whole equipment
are so insignificant that many of the continuous-current
traction engineers, who frequently visit the BurgdorfThun Railway, are absolutelf incredulous when given
data concerning the cost of mamtenanoe.
Yours faithfully,
Aktiengesellscbaft BROWN, BoVERI, ET Cm.
Baden, October 26, 1901.
[Nov.
I, 1901.
E N G I N E E R I N G.
the miners' secretary. The object is t o r estrict supplies, and thus force up prices. As a matter of
abstract right, t he working miners have as much r ight
to restrict p roduction as coa.lowners have, or merchants
to produce an a r t ificial scar city in order to maintain
or increase prices. But t he policy is a very questionable one, m or e esp ecially so on the part of the men.
Others may be able t o exploit t he ma rket wit h impunity ; the men cannot d o so. If the ooalowners take
no action, the suspicion will be that t h ey wink at the
cour se t a ken. The manifesto puts it as a protest
against t he making of contracts at lower rates than
the average prices declared at the last sliding-so~le
audit. But if the coalowners and miners, as represented on the sliding-scale com mittee, endeavour to
use that committee as a monopolist organisation to
rule the markets, in what sense a re they better than
the great American t rusts, except in name? Truly,
some of the present labour l eaders take a strange
view of the situation. Their action invites legal r estraint, and yet t h ey loudly complain if r estraint is
applied. Here is a case of alleged breach of cont ract
by thousands of men, but numbers cannot sanctify
such a n act, or justify it.
--
The iron trades in t he Wolverhampton district continue fairly brisk in both . cr~de a nd . rolled iron.
Quotations are also well mam tamed, owmg, perhap~,
to the fact that the output a t t he blast-furnaces IS
little more than sufficient to cover existing COJ?-tracts.
Consumers find it difficult to obtain fresh supphes, and
those whose stocks are low have to ma k e an ad vance
on quoted rates to secure early delivery. Marked bars
a re firm at full rates, and the leading makers of unmarked bars can command full list rates. U~marked
iron generally is in active. demand. qa~ v~msers are
r eported to be buying h eavily. Gas stnp I S tn demand
at advanced rates. Hoops and r ods are also firm.
Steelmakers report active inqui~y, and q uotations are
somewhat higher. Generally, 1t woul~ seem, both
crude and finished iron and steel show ant~prove~ent.
In the engineering and allied trades t~ere 1s c_onttn:ued
activity. E lectrical engineers are. st1ll W?rkmg ~1ght
and day shifts. Employ~ent w1t~ engm eers, u on
moulders, boilermakers, b rtdge ~nd gtrder co~structors,
t ank and gasholder makers, sm1t~s ~nd .str1k~rs, continues good ; with motor mak er s It Is. fatr ; w1t h cycle
makers not quite so good. In the rall~ay sheds there
is con tinued activity. The malleable- ~ron ~or~ers at
Walsall are fairly busy ; but the engmeermg mdustries at Coal brookdale and Madeley are reported to
be slack. In the h a rd ware industries fourteen branches
r eport employment to be good, eleven r e port t rade to
have improved, fifteen report t rade as moderate, fo_ur
as quiet and five as slack. Nearly all the ch1ef
bra n ches' a re busy ; i t is only in ~he s~all~r that ther_e
is any complaint. In the l?ottor1es d1strwt the engineering trades report a declme. At Crewe all branch es
are busy, as are the bra~s and copper workers at Oakamoor and Froghall. On the whole, t he reports are
encouragmg.
In the Birmingha m di~tri?t busi.ness in the iron
trades is re ported to be st1ll.1mprovmg. M~kers are,
it is said, well supplied _w1th o~ders. Prtces have
been firm, new business bemg dechned at rates below
the standard lists. In unmarked bars .a k een cometition by Belgian and German makers 1s reported at
~onsiderably b elow the standard rates. There haCJ
been a steady demand for marked bars at full rates.
Good inquiry is r ep orted for . bl9:ck sheets ~nd
alvanised iron. Makers of strip Iron are bus1er,
~bile tinplate makers h a.ve orders on hand to last to
the end of the year. There has been also a moderate
demand for steel. In ~he gene~al branches of trade
employment shows a shgh t declme. In branches of
trade unions, with 18,653 members, 641, or 3.4 per
cent., were reported to be unemployed, as compared
[Nov.
I, I go I.
--
Nov.
I,
190 1.]
E N G I N E E R I N G.
parison of. the pl.atinum and air scales has a.s yet been
ma?e, ~amly owmg to the almost insuperable difficulties
wh1ch a1r thermometers present when used a.b high temperature. Much indirect evidence has been accumulated
and strengthens the belief in the accuracy of Oallender'~
formula., ev~n when exterpolabed beyond the range of his
own. exp~r1ments. If th~ resist.anc~ of a piece of
pl~t~num lS measured both m melbmg 1ce and 10 steam
b01hng und~r a pressure of 760 milhmet!es of mer<?Ul'Y
and the ~es1stancea be R 0 and R 1 resp ectively, and 1f R
be the res1stance ab a.ny other temperature, than the plati..
R- R 0
num temperauure Pt =
IS defined in the same
Rt- Ro
F~ . 7.
Section of PyrontR.i:er
Jtp-ll), CXJUar 3crund ih.~~
kb&rlol and
rooc::u~ Cap
{UU.t
Fig 8
9/A.n.LL
Jfi,cQ, wa.rlr.~t.('W
J){ain, ~1$
F'9.10.
CcntaetMaker
Scale J4 c.\,
----
La Shaft
APPENDIX I.
TABLE I.-Analysis and P -roducts of Combustion of Coal
Gas by Volwme.
Mean of Eight Samples.
Oxygen, 0
..
..
Carbon monoxide, CO
Marsh gas, CB4
Hydrogen, H ..
Nitrogen, N . .
Totals
0.16
0. 16
4.48
0.13
9.46
88.67
43.40
8.70
13.43
100.00
56.72
9.46
33.67
--
20.93
4.78
67.34
21.70
15.0
eo..
0.16
4.48
0.13
9.46
83.67
43.40
8.70
CsBi1
0
CO
CH4
67.3!
43.40
114.70
125.74
Total
100 00
calories
oalories
20,090~
900
2,878
8,030
2,440
272
2i04
4850
974
One volume of coal gas requires 6.49 volumes of air, and produces 0.5672 volumes of CO! and 1.257 volumes of steam. After
* Heating value of 1 cubic metre of C3Ba1 = 1000 + 10,500
combustion the volume dry is 4.996.
Weight of 1 cubic metre of gas dry at 16 deg. Cent. 760 milli- d = 20,090.
d = densi~y being 1.912.
metres = 0.600 kilogrammes.
Hea ~in g value of 1 cubic metre of coal gag = 4850 calories.
Weight of 1 cubic metre of air dry at 15 deg. Cent. 760 milli
,
,
1 cubic foot
.,
= 553 B. T. U.
metres = 1. 290 kllogrn.mmes.
[Nov.
E N G I N E E R I N G.
I, 1901.
ClearRatio :
...
current ~a.s supphed by a. secondary cell, with a
Stroke
Olearanoe Surface.
ance
Olea.r.
Vol.
..0
added resistance ?f about 50 ohms. The results of ~ Vol. io Vol. in
Compreesioo.
8
Ge.s per Hour.
number ?f exper1ments are shown in the three Tables Litres. Utres. Oyh. Vol. Total. Jacketed.
::s
{Appen.d1x VIII.). In those headed X the measuring wire
- - - - -sq.-om.
- - sq.
-- - - - - z.,
om. kg. per 1\b. per
had a. dtameter of 0.0025; in Y of 0.002 and in z of o 0015
sq. om. 3Q. in.
~
The length of the mea.suring wire w~ about l in th~
Absolute
compensatoro being joined by a small length of a.bou't 1in
cub. ft. cb. m.
about 1'\bout
Repeated attempts were made with wires having a dia:
27.2
1.03
35.0
1.33
18.6
1
139
3.94
3.146
6.52~
0.67
1680
1200
3 as
65
0 99
3&.8
1.32
17.4
26.1
122
meter of 0.001 in.,, but the wire wa.s always fused after
2
8 45
TABLE II.
0.96
84.7
1.32
25.3
114
3.23
17.9
3
a very few explosiOns. In Plates 5 and 6 (bo be given
0.95
1.17
110
3.11
24.9
18.7
80.9
4
l ater) the full line is a line drawn throu h th
Per Cent. of
1.25
per Explosions per
0.9.&
98
18.7
2.77
24.8
82.8
5
a~tual o~served points, while the dotted line g is th: T<st No. Revolutions
Minute.
Minute.
Full Power.
0. 9.&
1.39
18 3
36.6
24.8
105
2.97
6
hne obtamed by assuming that at some fraction of the
0.)3
1.32
24.6
3~.9
18.9
95
2.69
7
191.5
9.J. 7
stroke the thermometer has actually reached the exact
1
100
1.43
37.6
17.7
96
2.72
8
2s.6 I 0.97
2
190.3
9,.4
99
temperat.ure _of the charge. In the case of the X test
- -- --- 3
200.6
96.2
96
the fr~ct10n IS 0.3, for Y tests 0.5, and z 0.6 of the strokes
T ABLE IX.
4
201.5
95.7
95
As Will b3 expe.cte~, the lines show that for the first
87
5
207.5
89.9
..ra str<?ke the ~Ire IS probably re&ding too low, at an
96
6
197.1
9:1.3
Calories
rate With. the thwkest w.ire ; towards the latter end of th~
Weight
!
96
206.8
99.2
7
Air Exhaust RPjeoted
Weight Air +Ga.s
of
Air
91
&troke with the finer wires the coincidence between the
201.3
91.7
8
per
TemTemof Gas
to
Test
per
measured t~mpera.ture and that obtained by calculation
pera- Exhaust,
ExploperaNo. Explo per ExTABI.E
III.
sion.
tu re.
tu re.
per l!:xplosion.
on the ordma.ry gaseous laws are remarkably closE', and
si on.
Q)
Cl)
Suction
Suotion
TemperaPressure.
Pressure
ture.
Test
No.
kg.
Cen~.
3
4
5
Temp. at
i'nof
stroke.
714 def'.
Cent.
153
140
130
121
111
102
99
85
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
7
8
n io
Tempera.- P Vn = Const.
ture.
kg. per
sq. cm.
3.82
3.75
3.85
3.98
4.07
3.67
4.32
3.67
sq. cm.
Temp. at
,:'h of
stroke.
977 deg.
plosion.
Compression.
1
2
deg. Cent.
5
6
7
8
1.322
1.3( 3
1.331
1.863
1.386
318
290
291
286
295
227
311
204
1.445
1.284
8
::s
8~
~~
~.
;:a~E
- - -1
765 dflg.
Cent.
1
2
3
4
5
6
7
Exhaust.
i>
~Cl)
litres
3.97
3.85
3.71
S.98
4.00
3.91
4.60
8.93
1.501
1.49 1
1426
1.400
1.328
1.405
1.347
1.410
.....
I .H.-P.
~z
5 ~9.9
6 94.3
7 99. 2
8 91.7
~~ ~ ~ ~~ ~ ~ ~~
..:
..:
Q) Q)
~Cl)~
.;
ce -
litres
O.f\86
0.610
0.561
0.540
0.510
0 527
0.4 60
0.493
1
2
3
4
5
6
7
8
---- -----( -~
'
litres
3. 76
3.93
4.03
4.25
4.20
4.28
4. 62
4.24
4.993
4.993
4.993
4.864
4. 864
4.993
4.861
5.5
6.4
7.2
7.8
8.2
8. 1
10.1
8.6
4 993
--
.,
s:l
Ql
1
2
3
4
6
6
7
...
Ql
~
e::s
...
Q)
~
C't
..
Q
Q)
...
Q)
.2 8
~
P! -
ce
Ql
0
~
0
0
- - - - - 1- - -1- - -1
59
5.98
5.'85
10.38 1.64
7.0
7.07
6.87
8.71 4.. 74
7.9
8 05
7.72
7.69 6.84
86
8 66
8.62
7.28 8.67
9.5
9.49
9.43
6.64 9.70
10.3
10.30
5.71 10.07 10. 22
10.6
10.79
5.83 11.11 10.58
11.8
11 96
4.94 11.64 11.73
T
T
T
T
T
T
T
T
+> ~.ci
- o
-Cl)
0
.b4
... ~
~~
'
32
29
30
XI.
calories
0.10
009
0.09
0.09
0.11
0.10
0.09
0.11
. ....
. , Cl)
+>QIO
~
4>ce>C
ce ..:.: -
=~~
...
~ ~ c:'
.... - 0
..,..,o
~~> -;:::
~~~
~~
~ ~
.........
.,
....
~ci
c:
o
0
-
. <11
....
>< Q)
~
~g
.....
Cl)
't:S Ci)
QIO
~0
~
OO><
aS -
- --
""'i
---
00 -
. , .... ,...
ce ... )(
~~
Ql.
9
...
- - -!- - -
Ql
"'
.0719
.0713
.0710
.0709
.0706
.o1o5
.0705
.0703
Weights.
_.,
...
o ce
!:ID .. ce~
Q)
~Q
+'10
Q) CD ...
..0
~
.1 856+ .000115
.1827 +. 000111
.1807 + .COO LOS
.1795+ .000106
.1781+.C0010 l
.177t +.C.001v2
.1767 + .000102
.1757+.000100
so
T ABLE XIII.
Kr.
1
2
...
.,... CID
c<l
.. 0
~ci
o
0...
1- - -1- - - - - -
------------
~0
T ABLE VII.
z.,
...
0.768
0.675
0.609
0.668
0.529
0.549
0.438
0 520
CO
58
64
6!
42
42
39
29
TABLE XII.
Ql
- - -1- - -:- - - -
Calories
Heating
per
Value of Gas
Litre of
Calories
Mixture.
per Litre.
Per Oent
calories
1.43
1.29
1.10
.78
.74
.83
.64
.74
deg. Cent.
1497
1327
1187
1127
1052
1027
9152
897
Per
Explosion.
6
6
1-
VI.
Ratio
T est
Gas
Air
Number per ~xplo- per ~xplo- of Air to
Gas.
Ston.
ston.
calories
1.35
1.18
1.13
1.1Sl
1.18
1.02
1.08
0.84
66
16
11
16
..:
w~
4.10
3.89
3.81
3.63
3. 71
3.22
3.38
TABLE
.._..,eo
s:IQI
cew
QI ::S
0.10
0.11
0.11
0.13
0. u
0.11
0.12
5
6
7
1
2
TABLE
IB.H. P. ~ ~
59.7
66 9
56.7
63.5
54.3
47.4
49.8
-c cCl)
Ql Q)
:alii
2 94.4
8 96.2
4 95.7
deg. Oent.
63
64
62
Test No.
Mean Pressure,
Gross.
deg. Oent.
15
15
15
V.
Ql
~~c
Cl)
624 deg.
Cent.
- 11 ..
- - -1- - - -1 - -- - _ _ _ ,_ _ _ _
Outlet.
CO
Temperature
sure.
TABLE
904 deg.
Cent.
......
~0
8~
Inlet.
p.$
.000299
.000265
.l00280
Test
Number.
s:l
a~O
G)8QI
S~ .
X8Q)
~ e f! - ::s~ Qlo... Pres-
~ ~
~..o
1110 deg.
Cent.
s::s~~
8 Q)
::s..
~8J4
::Sa.
.0002e9
Jacket Temperatures.
.005166
.006258
.005517
.005439
.005549
.006795
.005480
deg. 0.
1097
982
937
947
9a2
847
857
737
TABLE X .
TABLE IV.
.00j999
.000389
.000346
.000318
.000307
1.28t
,Cl)
Cl) Cl)
d eg. 0.
15
15
15
16
16
16
15
15
kg.
kg.
.00461
. Oo482
.0049!
.00521
.00515
.00525
.0055.&
.00520
>.bt.::SCI)
e~0~~
t~~
3
4
6
6
7
8
klr.
.0046l
.00482
. 0049~
.0062 l
.00516
.00526
. 0055.
.00520
k~ .
.000389
.000346
.000818
.000307
.000289
.000299
.000265
.000280
kg.
deg. 0.
153
.00143 .006429
140
.00164 .006706
130
.0016'1 .006918
12 l
.00159 .00710':'
111
.00188 .007319
102
.00195 .007499
99
.00182 .007615
85
.002U .007890
k~.
de~.
0.
1097
982
937
947
932
8&7
867
737
1.66
1.38
1.33
1.39
1.40
1.26
1.80
1.12
Nov. r, 1901.]
E N G I N E E R I N G.
APPENDIX III.
Jacketed. Absolute.
Total.
6.622
0 46
Eq. om.
1490
TABLE II.
1086
Test No.
8
4
6
6
7
8
9
Compression.
Suction
Test Suction
'n lD
No. Pressure. TemperaP Vu = Oonst.
Temperatu re.
Preesure.
tu re.
kg. per deg. Cent. kg. per deg. Oent.
sq. om.
sq. cm.
1
1.00
156
4.96
302
1.376
2
1.00
tl.99
143
376
1.382
8
1.00
138
4.92
860
1 36S>
4
1.00
136
4.86
347
1.359
6
1.00
123
4.90
384
1 3o6
6
1.00
119
4.86
323
1.359
7
1.00
108
6.05
329
1.892
1.00
8
99
5.29
842
1.431
9
1.00
90
5.86
336
1.443
TABLE IV.
a1:1
a a>
1:1 ...
..
-~f~
a>,.o
sp.
:s ~
1
2
8
j
5
6
7
8
9
cG
::s ...
Q)aQ)
a::
<GQ).B
~~
cG
8 ~ SQ)
p.
='
~:a~B
=
= .~
t:3:;s
0
1
2
3
4
6
6
7
8
9
...
:ag
t: ...
oo
o-
~~
.....e O
~
Ql
Q)
. <D ~
.p
Jitres
3.65
6.4
3.84
5.9
a.s9
6.8
4.07
7.0
4.22
7.7
8.1
417
8.7
432
9.8
442
10.6
4.29
TA BLE VII.
litre
0.680
0.650
0.569
0.677
0 560
0.512
0.490
0.460
0.410
1
2
8
4
6
6
7
8
9
=
0
...Q)
p.
...
<I
\)
Ql
Q)
.p
0
0
g
Q)
..
Cl)
p.
~..~8
El
0
... ,
........
fl
l:
~
1 10.55 1.06
6.47
2
8.60 5.07
6.69
8 8.00 6.26
7.04
4
7.80 6.65
7.21
6 7.40 8.11
8.89
6
6.44 9.19
8.62
7 1 6.~ Q.98
9 80
8 6.78 10.85 10.61
9 5.36 11.78 11.41
~I
cub. f t. ob. m.
135 8.82
125 3.64
115 3.26
107 3.03
108
3.06
99
2.80
2.80
99
91
2.58
84
2.88
1
2
3
'6
6
7
8
9
...
Ql
a='
z
.,
Ill
Ql
kg.
.00447
.00471
.00477
.00499
.00617
.00511
.00630
.00512
.00526
1
2
3
4
6
tS
7
8
.~ I
~"a
..
0
:s
...
0
fi
;a
Ql
~
5.6
6.64
6.7
6.93
7.46 7.2
7.4
7.6<1
8.4
8.37
8.9
9.19
9.72
9.8
10.58 10.6
11.49 11.4
kJt.
.000386
.000869
.000328
.000327
.000312
.000291
.000278
.000265
.00!86
.00508
.00509
.00532
.00548
.00540
.00558
.00567
.00549
.0002~3
Test
Number.
Inlet.
3
4
6
7
8
9
Q)Q)
~ o
19.0
18.7
19.4
20.0
20.5
20.7
20.6
20.7
21.2
-
1.31
1.20
] .07
1.19
1.19
1.29
1.17
1.2l
1.27
33.6
Calories
Air Exhaust Rejected
to
Tem- Tempera pera- Exhaust
tu re. tu re. per Explosion.
deg. C. deg. 0 .
1027
15
1007
15
922
16
9\l'l
15
987
15
829
15
877
15
817
16
747
15
calories
1.21
1.21
1.08
1.14
1.24
0.98
1 07
1.00
.86
Per Oent.
calories
1.43
1.30
1.08
1.07
0.88
0.92
0.77
0. 76
0.59
44
4l
39
38
38
37
~2
35
29
TABLE X I.
Test
Number.
Temperature at End of
Adiabatic Expansion.
deg. Cent.
1567
1402
1237
1372
1217
1187
1062
932
852
calories
0.06
0.06
0.06
0.055
0.06
0.06
0.07
0 07
0 08
1
2
.... t:3
t:3 Cl)
ce -
4
6
6
7
8
9
T ABLE XII.
...
Cl)
0
z
...,
c:l.Q
.,.,Cl)
~s
~
~i
till-)
,!d-
0 ...
_..,CI.Ic:i
0
.,...
1
2
3
4
5
6
7
8
9
~:lo o
. ... g
a>
~ c:lo
.....
- .s .... o
CI.IO
cG ,!dCl)
11)
~~~.,::se<GIG
Q)..Qr;a;l
...Q)
...
IQ)
P. .
Xp. '
c
0:si1J
~~
c;
.,
0
E-4
"0<o
a;
.,"0-a
Ql
CJ
cG
<Gt:3 ;.;
-;;
Q)Q)~
~~
Weights.
.,
sI
Q)
='
~
.1865+.000117 T .0721
.1834+ .000112 T .0715
.1822+.000110 T .0712
.18t7+.000109 T .0711
.1798+.000106 T .0709
.1790+.000105 T .0708
1777 +. 000108 T .0706
.1767+.000102 T .0706
.1760+ .000LOO T .0708
- --
o a.
Q)' . .
3~.0
Outlet.
...
Ku.
34.4
81.7
28 2
3L.3
31.3
3!.0
30.9
le;uo;:.:,
.,
.......
- 0::s
..0
...
cG
o='Cl)~
s:l. 00~~
o s:l.
.94
.96
.92
.89
.86
.87
.86
.85
.83
:J o
I:'
..0 ... 0
Jacket Temper"ture.
1.483
1.461
1.425
1.616
1.385
1.464
1.377
1.341
1.338
0.752
0.698
0 617
0.601
0.559
0.629
0.601
0.460
0.423
;;ii ~ ~
TABLE X .
4.813
4.813
4.813
4.813
4.86j
4.813
4.864
4.864
4.864
--
;: =
0.72
0.79
0.86
0.75
0.73
0.67
0.73
0.70
0.66
() ~
...
.0 ... 0
ea>~
-~g
r:a:l
~f ~
.s~ ~
lE
~~
si
on.
SlOn.
sion .
Q)~
Q)l
~==
24.8
25.1
24.3
23.6
22.7
22.8
22.6
22.4
22.0
<<...,
T ABLE I X .
:.a
5.44
4.99
4.72
4.64
4.75
(.33
~0
Cl)
.0
.p
aI:'
lif-4
f~ o~.cl()
cG u!S
o o a~ 0~::: ~ Q)~
~~ .....
~
~
f ~ 0~
......
..OQ)Q)
8 c:lo c:lo
t>~
B.H.P.
lS~
a>o
ol-i ~
Oas per Hour. .,...
n+>
I Heatinl{ Calories
Gas
Air
Ratio
per
Test per Explo- per Explo- of Air to Value of Gas,
Number eion.
Calories
Litre of
810D.
Gas.
per Litre. Mixture.
~Cl)
lb. per
kg. per kJt. per kg. per
93.9
90.7
95.0
87.1
92.8
90.8
94.1
95.5
97.3
I.H.P.
. ...
..
Ca>
~en
f;r:!c:lo
~z
~ ::s
Cl). .
Q)
&::o
ea>
~ ...
:::ag
Temperature.
m.QIQ)
0~
.,..
()
Pre88ure,
- c MeanGross.
.2~
.p
Cl)
'CD
mo
Q) ...
m$
., .
Cl)..:.
Ql ....
Q) o i3
litres
Pressure.
Cl)
Exhaust.
~a
s
::st
a='
CDQ)
.0
a
Per Oent. of
Full Power.
93.9
96
90.7
92
199.8
05.0
95
196.2
87.1
89
205.9
92.8
90
197.0
00.8
92
206.6
94.1
91
202.3
95 5
04
203.6
97.3
96
----------------T ADLE lii.
Q)
196.3
197.5
.,Q) 0-4.
...
sq. cm.
2.609
TABLE VIII.
Cl)
Q)
2
3
4
5
6
8
9
Ole"r
Air per O"s per ance
Ex- Residue
Explosion . plosion. per Ex
plosion .
kg-.
.00447
.00471
.00477
.00499
.00tH7
.00611
.00530
.00542
.00526
kg,
.000386
.000869
.000823
,000327
.000812
.000291
.000278
.000256
.000238
kg.
.00103
.00104
.00116
.00099
.00104
.00122
.00127
.00137
.00176
.cl
bO
Q)
p.
a
Ql
....
Ca>
0 ...
:sE
()<G
E-t
kg.
.00589
.00612
.00626
.00680
.00652
.00662
.00696
.00'70!
.00724
:::1,..
Ql
c:lo
sQ)
E-t
.,IIIQI.
=' ...
~B
>j iG
r:a:l ...
Cl) ...
bi)QI
:;;c:lo
.cl +!>
OCD
_::s=
!GO
0
~ ;;
~~ .2
~.,g
f;r:I<G
)&boor of both making the experiments and working out ratory of the University; the reporter desires also to
the results ; the reporter wishes to express his thanks to thank the University for plaoing a.b his disposal suitable
rooms for the work.
Mr. Wood for his valuable assistance.
(To be contmued. )
The experiment& were made in the Engineering Labo-
E N G I N E E R I N G.
GAS-ENGINE
[Nov.
I,
rgor.
RESEARCH.
12
160
140
("ooo
10
'~120
~..,
..
150
iO
150
10
~ 100
~~ 80
60
4-
c., c.,
TestA 8
~~
PV t +Z& C
50
iO
20
56 CUar-(U'I.U, 0
'
50
Test
A4o
10 ~
~Cl~
so
o~.-~-.4-~~~~~~~
19<)
! Test~
56~
<>
: Test Ae
56 CUara.n.ce. 0
I.P.-280Kw. 375 H~
p V
l .P ....
Kgcm~ ""
Lbs. o,. -
~.-ro-.~;-.-~-+~+-~~~
so
(?olu)
Pereutia!J'-'
100
if Stroke
56 Ckararu;e, ~
""0
..,
(')
~..,
CQTtSta.n.b
Meatl/ Pressure,
I~ Power
Kilogram.rr~.U per square
PquruJ.s
per
cenli.metre
squ.q,re ~
!I.,
pAGE
630).
Test B 1
Tes-t Ba
~"'c;
"f
("' . '"
2 ~
10
PV t +BJ
lOO
100
80
60 ~
50
20
150
10
tqo
Test B
M.B 44 Kt. . rn}
..
631 lbs 0
J.P.- 339 Kw.
45 fP.
1'?0
&
~6
ISO
10
so
100
I
so
lOO
I
ISO
10
so
50
016
~6
of Stroke :
ISO
160
10 ~ ~ 140
c.,
120
8 c., 0)
~
Perct?.ntage
220
200
14 ~
12
Trt.a "l-s B .
16
1QO
t o
50
'
M.P. -
I f. tO (;
.56 Olep:raru;e- ~
SO
100
50
MP.350.Ag.an~ 4-9;6lhs. o~
O+T-r,-t~r+-.1-.-~~~+-~
tn z
150
I G)()
50
150
mz
10
Percentage
of Stroki!/ 100
.
46
Ckuruu.ce
10
100
lOO
f)
~6
(SEE APPENDIX
Ill.,
PAGE
631).
ma~oetio. hub reverses when the body becomes non -mag- examine more carefully some of the curves which are mebry may arise as a second order term due to the mag
Nov.
I' I 90 I.
E N G I N E E R I N G.
. C
Connecting line.
- ------ ----------
1500
1450
1400
mnrkccl
.
.
.
.
.
. R
H, us per H o we,::: 30 d egr<'cs 1s deduct ed (from Cam pion's
fi gu res) to give tempera t ure to contin ue work down
to, t'. e. for rnatcr io.l cooling ( =" V " ).
1350
1300
WElOINC
1250
WHIT
1200
'r h o best fi nish ing t empera ture m ay b e h igher or lower accor ding to mo ss, &c. , and not
always withi n these li mits.
r hus t he finish ing tempera t ure given by Run t for SO-lb. rails a.t Edgar-Thom psoo Are
.
.
.
.
.
.
.
.
.
.
.
.
.
. ET
m ark ed
.
.
.J
T he fi n ishi ng te mperoture gi ven by Hunt for roils n.t Jolie t are marked
Th e cri t ical t etn pet-atu res (R.t which gra in begins t o be appreci o.b ly a ffected by work)
will be nbove t ho top limi t of t he " best " t em peratures, and if it corresponds wi t h
~~~;~
* J ournal
t t t 11111111 111111
1150
?
1100
~ \' 0 50
~.
OAR~
01 ANC
UCHT Cl EARY
ja:;
'
RII.Oo
9 00
---w
BRICHT 0~ rulL
CHER~Y
850
8 70
COO O CHERRY
1-
<
a: 7.00 'K
.. .
--- ---Ce.so
--- ----
~~30
..
700
LOW RE
500
450
300
250
770
---
C7~
..
... ...
870
..
l"ooo...... ,e
K
k:
720
670
, ..... .., c
i'o... .. 1120
~0
DARV. RE " INCIPIEier' 'REO -F'IMifHINC TE1'4PERATURE SHOULD NEVER BE BELOW THIS
I
BLACK
400
350
~~o~o
111U)
o :lO
REO HEAT
650
IL&Jsso
lt
1- 7!>0
I.&J
1180
'
J 800
~600
RAILS.t
So long as these meet the specified tests without difficulty, it may nob be thought worth while taking any
ate~ to follow exaob scientific principles, even though the
quality of the material would be rendered still better
thereby. Medium heavy sections generally finish within
the right limits a.nd meeb the teats easily, hub it some~imes happens, with the two extreme weights, they a.re
not so readily met.
Heavy Sections, particularly double-head and bull-head,
90 lb. to lOO lb.- The tendency is to finish ab too high a
temperature and get too large a grain, especially as they
are hard (carbon, 0.36 p er cent. to0.50 percent.), and pack
on the ba.nk inoo e. close solid mass, and thus cool slowlr.
They may be quite soft to dead load, hub wanting m
toughness under ba.ll test on account of this large grain.
When they oa.nnot be rolled cool enough (say low red),
they might perhaps be a.ir-cooled more rapidly, by spreading or ot.her means.
Light Section1, particularly flange rails, 36 lb. tlo 60 lb.
- The tendency is to finish o.t too low n temperature,
especially for the fia.nges. This is the Dlore so as they
do nob pack so solidly together. They may be ver~ rig~d
under dead load and show too hard, or be wantmg 1n
toughness under ball test, owing to the thin parts being
rolled too cold, and the strain set up by the unequal
finishing temperature and rate of cooling. If they can
be finished hotter, say the heads "good , or cherry-red,
or by any means massed more, and the surplus heat from
the head ma.de to retard the cooling of the flange, such
ORANCE
I(/) 950
a..
DIW'I-IT IAANCE
5""1000
YEllOW
K
V
LUE
STRAW
200
ISO
lOO
so
0
COU>-A'fNDSPH~C
0
I'
TENP rRATUAE
-os
.. s
20
-25
30
35
40
45
CAR BON
'I')
all the time the mass is cooling, and the strains be intensified thereby. As a.n instance, on a wet day, a. leaky roof
letting water trickle on to a bar or plate all the time ib is
cooling-. or chilling with a. hose if in haste bo load the
matenal, may set up very great stra.ins. Cooling strains
are well recog-nised in oa-stingP, and great attention is paid
to proper str1pping, &o. However, even should the bar
cub brittle through finishing too bot or too cold, or
through chilling, the harm ends here, as once it is reheated a.nd re-worked, all injurious effects will be completely removed.
. .
The top and bottom hmtts of tempera.ture between
which work should be finished a.re shown approximately
on the accompa.nying di&ffr&m.
Ib should be borne in mmd that the lar~er the mass the
less work ib will have received (besides bemg hotter inside
than it a.ppears to be), and hence the larger its grai~ and
the more slowly it will cool; so ib should be fimshed
cooler tha.n a smaller mass. which will cool more rapidly,
or else the large sections should be sprea.d oub and cooled
* Paper read before bho International Engineering more rapidly, and small sections massed and cooled
Congress, Glasgow, 1901. S ection V. : Iron and Steel. more slowly.
t For full particulars r e rail questions, see Sauveur,
TREATMENT DY THE U SER.
"Miorosbruc bure of Steel, ,, Transactions of the American
Bolting after Re-heating.
Institute of Milning Engineers, August, 1893; Hunt,
The main points to observe are :
"Finishing Temperatures for Steel Rails," Tra.M aotions
of the American Sooiety of Civil Engineers, vol. xvi., pa.ge 1. Re-heat as rapidly tl.S possible consistent with ~he
283, and others (list of Hunt's papers in his latest). See mass in order to break up the grain. Gradual heatmg
does 'not do this so effeotuaUy.
Iron and Coal Tra.cleB' Review, June 7, 1901, page 1186.
I 0
* Ridsdale,
'
E N G I N E E R I N G.
but by far the best annealing is to let the steel get cold
~rat and then re-heat rapidly to cherry-red for a short
~lme, afterwards let cool again fairly rapidly ; do nob chill
if hard carbon.
THE FORGE.
Forging.-Wh~b ~as been said as to rolling of the temperatures for fintahmg work as well as of cooling applies
he~e, th~ugh even greater attention is required to these
po~nts, smce ~he shapes of the. finished forgings are re
lat1vely ~ess s1mple, and thus Internal strains may have
more senous results.
It is, of course, particularly important that the steel
should be sufficiently plastic for work to thoroughly penetrate the ma-ss and cause the material to flow evenly
otherwise separa.tion of the fibre or "hollowness" may
occur in places.
.Bear in mind .th~ lines .of flow already existing in the
p1~ce, as when 1b 18 ~sa1ble ~o get the required shape
w1thout too sudden mterrupt10n of these the forging
should be stronger a.nd tougher. For insb~nce a crankshaft bent gradually so that the lines of flow are' also bent
~ound_, as in .the. dot~ed line, should be stronger than one
1n which theu duect10n abruptly changed, or continuity
was interrupted by machining.
:When a ":hole piece .is heated, and only part of it rec~lves wo~k, 1f the ~eatmg is gradual and lasts long (~n.r
tlCularl~ If there IS more than one heating, the p1ece
not gettmg below low red each time}, a large grain may
be developed, which is not broken up in the unworked
parts.
On the other hand, if only part of the piece is heated.
as it passes thr~ma-h all gradations to cold, there must be
a place where 1t 18 at blue heat, and the jar from each
blow will reach this part. Thus in the one case the large
F'ig. 5.
'
~:
Ti'r'n
"";;! 6
- - ------- .'
' - - -
>-------------
.6.
\ \
I
/I
~---.,
I
\
\
.,t---------.. . '..., ,
, .
Fig.7
'
'
..........,
-- _____
-'"'----.---,
........ ~
f.------------ _,.~,~
--
~---
- --
~ --- - -----
Pig.B.
grain, and in the other the strains set up, may result in
fracture, though perhaps not till some time after. Seeing, therefore, that there is a weakness or internal strain
in every forging, it is desirable to remove- thitt, and the
most effective way is to let it cool and then reheat from
the cold as rapidly as possible consistent with the mass
to cherry-red, taking care that either the whole is reheated or that re heating overlaps all parts which had
previously been at a blue heat, or had been re heated
whether with or without work.
E\en though the area to be so re.heated is too great to
do all at once, i b will suffice to do i b in successive portions.
Re-heating thus conducted will break up the grain, and
cooling can take place naturally in the air with no
special care to retard it. unless it contains over 0.30 per
cent. carbon, or is rendered necessary for some sl'ecial
reason (such n.s a very irregular distribution of mass). It
will be noted that although detrimental effects might
arise during forging, when, owing to the entire piece not
being heated, there was a parb at blue heat, these ill
effects would not arise in re-heating as above, although
there might then also be a part ab blue heat, because in
the latter c:1se there would be no work and no vibration
to affect such part.
From the foregoing it is obvious that work should never
be continued on any p1rt which is below fair to cherr:rred (say 800 deg. to 900 deg. Cent.}, though sometimes m
practice it is continued to or through blue heat to give it
a good finish. Any one who has by practical experiment
seen what light blows at this temperature will render a
comparatively large mass brittle will realise how unwise
such treatment is, and how very necessary an annealing
by re-heating as described becomes in cases where work
has been con~inued to these low temperatures.
Drop or Press Forgings.-The numerous small articles
which are forced into shape between dies with one or
more blows or rapidly applied pressure, whilst the steel
from which they are made is, in order that it may be
sufficiently softJ, ab .a welding ~eat, are liable to have a.
coa.rEe grain and consequent br1ttleness or "rottenness, "
because- of the high temperature at which the work on
them is finished, there being frequently no work below
critical temperature. As an instance of this, the writer
can cite one of the cranks of a bicycle of well-known good
make, which, though of excellently pure composition
Per Cent.
Oarb )n ...
. ..
. ..
. ..
.. .
.. .
0.12
Trace
S l'l'lCOn . . .
...
Phosphorus ...
. ..
...
...
.. .
0.04
Manganese . . .
.. .
. ..
.. .
.. .
0. 60
broke short off whilst he was riding en level ground, and
[ N 0 V. t '
I 90 l.
~lates.-T~e
Nov.
I, I 90 I.
E N G I N E E R I N G.
cables, t he paper is P.ressed into s u.oh a. shape
J. A. Flemlng and Marconi's Wireless paperinsulated
Telegraph Company, Limited, London. Producing t hat t he wire is touched nt points or hoes only, and lA therefore
Electrical Oscillations. [2 .Figs.) October 22, 19CO.- praotioally insulated by air. Strips of paper are preferably "cross
18,865.
'
Apparatue for t he production of Hertzian radiation& accordinsr batohed," so that on t he side to be plaoed next th~ cable the paper
to this Invention comprises a series of Tesla transformers and forms a series of closely assembled hollow pyramtds. Preferably
COMPILED BY
LLOYD WISE.
two or more of such strips are used in covering the oable. (Accepted September 11, 1901.)
BRI.JOTED ABBTRAO'rS OF REOENT PUBtiSHE.D BPEOlFIOATIONB
w.
.) .
ELECTRICAL APPARATUS.
15,095. A. Wright and The Reason Manufacturing
Co~pany, Limited, Brighton. Demand lndlcatora. dischargers, t he first discharg er being operated mechanically for
[4 Figs.] August 23, 1900.-According to this invention an the discharge of comparatively low-tension ourrent of great
September 28, 1900.ln order to g ive silver the surface appParance and characteristic
,....._ J::==~:=~
..._..
- 0!
- - - - - - - - - -yy
-- ---------.u::.:utr
..
d esired. The in ven t ion may be applied to an indica.tor of t he
kind d escribed in Patent Specification No. 18,371 of 1897. The
indicator pointer may be detained at the point of maximum deflection by means of a. ratohet clutch, or an aux iliary band may
be detained friotionally upon the index in the position into which
it may have been moved by t he maximum d eflection of the
indioaror pointer. The magnet preferably wor ks by repulsion ,
and a dnsh pot device can be _applied to the moving part. (Accepted ..4 ugm t 21, 1901.)
.1.
---- ...
Fig. 2.
Fig .2.
FVJ . t.
0
wide limits, according to t his invention comprises a heat-communicating member or a wall or walls of pyroelectrolyte heated to
incandescence by passage of the eleotric ourrent. A described
form of furnace comprises a block of pyroeleotroly te having ter
of continuing to pass t he hydrogen for many hours after the oxide minal contacts of oar bon rod, a thin carbon bridging the two conhM reached atmospheric temperature is to prevent the spon- tact oarbons as a means of iniMally heating t he pyroelect rolyte
taneous combustion of the oxid e when it comes in co)ltaot with to conducting temperature. (Accepted Septembe1 4, 1901.)
t he air. The continued aotion of the hyd rogen perfor ms some
9731. S. 0. C. Coles, London. Electro-Deposition.
obsoure and unknown effeot which rend ers t.he oxide non-pyro- (3 F igs.] May 26, 1900.- In order to oause vigorous circulation
pboric." Nickel h yd roxide for the "positive" elect rode is mad e of t he electrolyte in a depositing bath, and at the same t ime
by adding to a. boiling solut ion of niokel nit rate sufficient llllli' rotation of the cathode, electrolyte is forced through a nozzle
n eaium hydroxide to throw down t he niokel as a non-colloidal
precipitate. The blocks of aotive material and graphite are
(14WJ
-<
.,
~.I.
0
0
0
'
(tt.m)
annular form, the ring being either wound in t o its final shape
or afterwards pressed thereto. A four-pole machine is deflcribed
in which t be fleld magnet is divisible for the int roduction or
withdrawal of the magnetising coil. (Accepted AtL!Jti.St 28, 1901.)
15,470. A. J. Boult, London. (B . .A nd1'CM, Dresden,
Germany. )
d'
h i
t
pro~ru mg tntero~11Y.fro.m t e ~ de of the vat, he Jet of liq~td turning, and elevating gear are disposed in such a manner that t he
'
E N G I N E E R I N G.
[Nov.
lt;t reference to a. gun-eight apparently of t he kind in which the bar such as was described in Patent Specifications Nos. 14,124A
SJghts are const1tuted by fine wires whose axes cross at right of 1!92 and 23,872 of 1896. .By these means, it is stated, one can
angles in planes a short distance apart upon and at l'ight angles out both horizontally and vertically at the same time. When a.
saw is attached to Hurd's cutter bar, it is directed that the recipro. Z.
. f
cating motion should be made as small as possible, in order that
it may not interfere with the proper working of the saw. (Accepted
A ugu.st 28, 1901.)
PUMPS.
15,287. s. w. Bodgkin and the Pnlsometer Engi
neerlng Company, Limited, London. Direct Steam
Pressure Pumps. [3 PigB. } August 28, 1900.-Acoordlng
to this invention, and in order to prevent the bolts and nuts
used for fastening on the cover of the chamber of a. direct steampressure pump from becoming lost when detaohed from the
cbam~er cover, the co,er and the flange to which it is bolted
1
,
Fc.g .1.
'
Ptg. :b..,--.......,----"-"""--
I, 1901 .
15287.
--------
steam boiler according to this imentioo, and in order to economise floor space and increase efficiency, a second furnace and ash
pit are provided below the usual furnace and ash-pit, the corn
'bustion products from the lower furnace passing into the corn
I
I
I
I
c:r
I
I
'
I
---
I
I
--- ~
(t6,/ll}
'
w.
11,276.
Pi_g.1
I'
I
I'
I'
I'
I'
I
'
I
[1 F ig. ]
I'
I
I
'
I
I
I
I'
I
I
I'
II
(6,003)
convenient n on-recoiling part, and coonect_ed by a wire .or the
like, pa.eaiog through a protecting cover, ~Jth a part wbJCh er:t
gages with the. back tri~nr:er only at .s?ch t1mes ~ the breech JS
olosed and the ~un is 10 firing posttton. A parttcular arrangement of the kind is described and claimed. (A ccepted September 11, 1901 )
1360. A. A. Common, Ealing. Gun-Sight Tele
scopes. (4 Figs.) January 21, ~90 1.-Th~ ~elescope specially
designed for u se on guns, aocord10g to this m ve~t10n, has the
eye-piece and the objeot-glass nrran~ rl at a _fix_ed dutance aJ?art,
and focussing is accomphthed therem by tw1stmg the eye-ptece,
which, by a screw motion, is adap~ed to slide the "erector"
bustion chamber of the upper furn ace, and from thence to the
boiler. Tubes arranged in one or mor~ rows over t h e . lower
furnace are connected by headers. and ntpp!e~ to the ~am part
of the boiler. In a. water-tube boiler compr1smg thee~ ~mpr~ve
ment s, the upper or main stock of tubes !llay be d1v1ded mto
two halves, between which the superheater 18 placed. (A ccepted
August 28, 1901.)
rator.
[ 1 lt"'ig.)
MISCELLANEOUS.
17,922. T. J. McTighe, New York City, U.S.A. F~ex
ible Conduit. [2 Figs.} October 9, 1900.- In order to prov!de a
flexible conduit for fluid under high pressure, small tubes tw1sted
longitudinally when !t is turned .. An indica~r and a scale are
applied to the eyep)ece and t~ 1ts s_uppor t. In orde_r that each
gunner knowing the scale readmg suttmg hiS own stght may be
n.l>le rapidly to bring t he tel es~ope to adjustment. The telescope case is practi<'.ally bermettcl\lly S('O.\ed, a small hole covered
with filtering material only remaining open. A ccepted September
11, 1901.)
MtntDg. October. 23, 1900.;-:rbis inv~ntion is in.tended to provide improvements 1n ooal-mintDg and 10 coal-cuttmg apparatus.
In coal-mining, after t he d irt between the seams has. b~en scooped
out a sufficient distance (say 3 ft. or 4 ft.), ~ saw 1s J_nserted. to
cut or nick the coal at the back of the scoopmg ; an~ m pract1_ce
it is found that a certain portion of the coal (depcndmg _upon Its
character) is liable to fall and blook the saw shaft as 1t moves
al ong in the space from which the. dir~ has been rem?ved by t~e
scooper. In order to obviate t h1s rlJffioulty acco~dmg .to t h ts
in vention teeth are fixed in the saw shaft., so that 1n t heu revolution they may clear away any fallen coal that ohst.r uots Lhe
abaft. Another <and for some purposes a better) arrangement,
according to this mvention is to fix a saw aL the end of a. cutter
FifJ.1.
' J
- -..&1 I)~
.....
L'
Fig.Z.