FEn. 16, 1900.

N G I N E E R I N G.

207

c~rds ar~ given in Figs. 17 and 18. The upper

dtagr~m m each case has relation to the space above
t~e piston and t he lower diaaram to that below A
l~ttle cons~deration will sh~w that the total ~ffec
ttv_e work IS . the sum of these two diagrams. The
pomt at wluch the equilibrium ports are closed
ts so fi~ed that under no circumstances does t he
?onnect~n g-rod exert a pull on the crankpin, but
ts kep t 111 constant thrust. Thus, during the first
par~ of th~ ~et~rn stroke the two sides of t he piston
are m eqmhbnum, but t he piston being a.ccelerc1ted

THE RA ELAGH WORK, , IP WTCR.

( C(mrluded from page 175.)

IN our las& issue we dealt fairly fully with the

general arrangement of Messrs. Reavell's works and
some special features in t heir system of workshop
management; we now propose to describe in some
detail the principal produc&ions of t he firm. First
and foremost of these is the Scott compound enaine
illustrated in Figs. 9 to 18, on the present pageb and
page 210. The engine is of the onclosed type, and,

..

. -r-

'

,..,... ...

.. .

.. .

'

0 I

. .. .

'

'

'

..

-.

'

. :

I 0

"

'

o 0

I:

.
.. . ..
. .:.'"... ...

..

. .. : ..

...

. -1';
' '\

" o

.
...

o
0

.. .:- .. ..
. ..""' .. .
,.., . .
..

' .

o" I

..

'

. . .
, .

'

'

'

o,. .,.

.. .

.~
'

.
I

.,~ ' r. .....

..
~
~

'

'

...._

-~

'

..

Fig.18. ;

Fig. 11.

Revs .

. .. .

._: .

.._

11.

FIG.

Stea.mJ 160 lbs .

.~f ~

,.

per

M~

412 .

M.E.P. HP. UJ.o M.E .P. LP. 21.5

l . H . P. .. 6.2. Te.so N!' II.
(S2!6 I}

5teain 167 UJs. lUJv3. per M~. 412 .

M. E. P . HP 80.88 M:E . P. LP :J4.!1,S
I.H.P- 784 Tesb N!'VII.
(S1U )

THE SCOTT CENTRAL

though double-acting, exerts a constant downward

pressure on the crank. The engine works on t he
so-called Cornish cycle. The high-pressure steam,
after having done its work on the top of t he
annular piston shown, is admitted below this piston,
thus establishing equilibrium between the t wo sides.
The crank at t his moment is at the bottom of its
stroke, and as it moves on t he piston is raised, a
portion of the passing steam doing work below t he
piston. The equilibrium ports are closed at a definite point, following which the steam expands
below the piston and is compressed above it up to
the end of t he stroke, when by t he motion of the
valve the top of the oylinder is opened to steam
8nd the bottom to exhaust. Specimen indicater

V .ALVE

ENGINE.

the crank has to t hrust the r od up. When t he

piston has r eached its point of maximum velocity
it would tend from its inertia to cause the rod to
leave t he crankpin, but t he equilibrium ports are
closed at this moment, and as a consequence the
pressure above t he piston becomes greater than
that below, and t he rod is thus kept in constant
t hrust throughout. The amount of clearance is
further adj ustP;d so that t he compression raises t he
enclosed steam to the full boiler pressure as indicated by the diagrams. In this way the loss from
initial condensation should be largely reduced,
and the results of careful trials, which we shall
give below, go to show that this is the case, the
steam economy being excellent.

Coming to details of construction, it will be obser.ved that the engine is of the central valve type.
Thts valve works in a valve casina which is
pierced wit_h fiv~ rows of ports, lettered, as shown .
Arou~d th1s ca.smg fits the annular piston, having
two p1Ston-rods, as sl~own in Fig. 10, which pass
throug~ glands a.ccess1ble from the exterior, as indicated, mto the crank chamber, where each is bolted
to a crosshead running in a bored guide. The
upl?er ends of these guides terminate in complete
cylmders, and the hack of each crosshead forms a.
plun~e.r fi.ttin~ the ?orresponding cylinder, thus
providing an air cushwn, which serves to maintain
the connecting-rod in constant thrust even when
the engine is running on merely a f~iction load.
The connecting-rod consists of two steel castings
bolted together as shown in Fig. 12, and bushed
at .the upper end to take the crosshead pin,
wh1lst at the lower they are bolted to the crank
brasses. It will be seen that the arrangement
serves to ve~y effect~ally distribute the pressure over
t he ~rankp~n, the lme of thrust not being central,
as wtth a smgle r od. Splash lubrication is relied
o~ ~hrougho~t.
T~e bushing for the crosshead
pm IS acco:dingly pi~rced as shown in Fig. 13, and
t~e val~e lmkwork Is. fitted at nearly every joint
w1th 01l catchers, whtch collect the spra.yed oil
~nd . con~ey it to the bearings. The valve gear
1s, 1t w_1ll be seen, of the link type. A bell
crank p1voted to the crank chamber is connected
at the one end by a link with a pin near the
c_e ntre ~f the connecting-rods, and by a second
lmk w1th the valve spindle.
The projectina
lugs shown on the .latter links in Fig. 9, repre~
sent some of. th~ oil-catchers already mentioned .
There are, 1t w11l be seen, five series of ports in
the valve casing, three sets above and two sets below
t~e diaphragm shown. . The portion above this
dtapbragm forms the htgh-pressure steam chest.
The upper series of ports A merely serve to admit
the steam, which, we may add, is all drawn through
the jacket to this steam chest, and thence passes
t~rough t~e. sp~'al ports marked C to the top of the
ptston, dnvmg 1t down. At the proper point steam is
c~t oft' by t he valve co~ering the ports 0 and expansiOn commences. As 1t proceeds on its downward
path t he pist?n ultimately uncovers the ports E, but
the latter betng closed by the lower valve behind
them no steam passes through until the piston reaches
the end of its travel. At this point the lower valve
opens a pa~h ~etwee~ ~h~ ports E and the ports G,
thus estabhshmg eqUihbrLUm between t he two sides
of the piston , and the latter under t he thrust of the
crank begins its return journey, and, later on,
covers the ports E, and, accordingly at this point
of its path. expansion begins below the J?iston and
compression above, which is continued till the end
of t he stroke, at which point the lower valve uncovers the port G to exhaust, and the cycle just
described recommences.
The engine is governed by altering the cut-off,
which is accomplished by rotating t he upper valve
on its spindle. The steam ports being spiral, as
shown, a small rotation of this valve makes a large
alteration in the point of cut-off. This movement
of the valve is effected by a fork clearly shown in
Fig. 10, which in turn is operated by a link from
the vertical shaft shown to the right. This shaft
rests on a ball-bearing footstep, and is connected
by suitable link work with the shaft governor
shown in Figs. 14 to 16. The essential feature of
this governor is a heavy ring pivoted to the governor casing at G. When at rest this ring is forced
against a stop .A. by t he spring shown, but its centre
of gravity being eccentric with the shaft, it tends
to shift over when running towards a second stop
B. The tension of the spring is so adjusted that
t he two extreme positions of the ring correspond
to a difference in speed of only
per cent. The
point C of t he ring is connected by a link with the
bell crank E pivoted on the governor casing. The
other arm of this crank, the end of which is concentric with t he shaft centre, is connected by a second
link with an arm keyed to t he vertical shaft, the
arrangement being, perhaps, most clearly shown
by Fig. 16, which also gives evidence of the fact
t hat all t he link work is p rovided with ball-andsocket joints. Any motion of the shifting ring is
thus translated into a partial rotation of the vertical shaft. A spring connected to a second arm
on this shaft opposes a r esistance to its rotation by
the governor as the speed rises, and by altering t he
tension of t his spring, t he engine can be speeded
up or down as occasion may require, t he range
usually allowed for, being about 5 per cent. The

lt

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

[FEB.

RECORD 01<' ENGINE T E T.

la presence or Mr. Ou~hlerson.

Destination, Messrs. Ba.bc~ck and Wilcox Renfrew
Dynamo makers, Messrs. Lawrence
Sr.~tt, and Co. Dynamo No. 194 t.
Engine No. 30.
Des1gned
t t '43U

'
16 m. x 8 in .
Da.tes or test, January 26 and 29, 190).
ou pu ,
amperes llO volt.s.
Enginf:l size, single
OUTPUT.

...

,..

i...

Q)

..0

a
z....='

aaS

='
::s

..

1.
11.

160
160
160
160
157
157
155
159

Q)
Q)

0.

:>

en

en

26 75
21.76
26. 75
25.6

,..

Q)

"0

f-4

IX.

ll4

CJ)

408
410
412
412
4 L2
412
412
412

Q)

0.

I <a

440
330
220
110
620
440
331)
220

-:>

C:d

110
110
110
110
110. 5

no
llO
no

48. 4
36. 3
24 .2
12. 1
57. 6
48.4
36. 3
24.2

35.1
21.4
13 5
7.9
42.0
32.6
24 06
18.8 1

33. 9
28. 5
2 L.3
14.1
3 ~ . 75
30.18

23.31
1 5. l

'tl"'

LowlliJ1;h
Pressure. Pressure.

::::=

PER H Ot' R.

aS
~
0

--

Mea.n Effecthe
Pre&ure.

m
.....

--

Q)

:!

111.
IV.
VI.
\'11.
\'Ill.

--

Q)

Sn:A~l

DI .\G RAMS.

Ind icated
HorsePower.

~;
~0

-~

-s

'0
c<~>

...

,_.Q')

looO

0
~

84.~

61.3
43 0
27 2
9!.35
7 3
58.3
42.6

161 3
1230
924

658
16 7
1300
1008
735

!E'
~

'

-:.s::
0

......

"'"aS

~~

~~

19.16
20 1
21.5
24.2
16.82
16. 6
li.3
17. 25

33 0
83 9
38 2
5.J.4
27.6
26 9
27.7
30.4

'tl
Q)

.
..0~
.. ~
~

Scu
o
00

77.2
79 4
75. 6
69.7

Sl. S
83.0
flS. 5

76.1

REMARKS. -Official non-condensing test in presence of Mr. Oughterson.

GOYERNOR TRIAL.

Load
Speed

414

412

HO

4 )8

Full
408

Hii!hest speed reached with full load thrown off

420.

governor i~ very ~apid in its action., owing to the I valves are extremely ligh t, and are kept in
fact ~hat. 1n. add.1t1?n to the c~ntnfuga.l force of place by light springs as indicated in Fig. 22.
the rmg 1ts. Inert ia IS also c~lled Into play. Sho~ld ~ach of these springs fits at its other end
the spe~d rise tl~e heavy ring tends to la.g belund Into a r ecess in a valve cap, which cap is
the casing, and IS thus ~oved over tow~rd.s t he ~ho,~n separately. in Fig. 31. The cylinder cover,
stop B, consequently ~hutting off steam: St~tularly, It w11l be seen, 1s hollow, and it is, we may add,
o~ a sudden. decrease In the speed, the 1nertla of the connected with t he water jacket so that t he cyrmg.m~kes It move towards~, g iving the maximum linder is jacketed at the end as '~ell as round the
admtssion of steam to t he cylmder.
barrel. A portable compressor arranaed for
Trials of the engine have given very good r esults electric driving is shown in Figs. 34 t o 3B. The
b oth as to steam economy and as to constancy of compressor and its motor are, it will be seen
spee~. We give above a Table showing a series secured to one bed plate which in turn rests on thre~
of tnals on an engine having a cylinder 16 in. in steel cylinders forming the air recei,er.
dia meter by 8 in. stroke, constructed for the BabA t hird special manufacture of t he firm is the
cock and Wilcox Boiler Company, R enfrew. The air hoist, of which we gave illustrations in our last
makers undertook to supply this engine in the short issue, Figs. 7 and 8, page 177. These hoists are
space of four weeks from the date of the receipt of made to stock sizes, and are, it will be seen of very
the order. The engine in question is coupled direct ~~mple construction. They are generally fitted to a
to a dynamo. T ests with and without a condenser Jib 6ft. or 7ft. long, as shown in Fig. 7. Damage
were made, and the diagrams given in Figs. 17 and 18 to the hoist, from being started accidentally without
represent ~~o of those taken, and are fairly typical a load, is prevented by an air cushion at the top
of the general r esults obtained under the two con- which is provided for by drilling the leakaae hole'
ditions. The general efficiency is, it will be seen, some distance from the top of the cylin<le~. Th~
excellent, the figures when workin 0a n on-condens- piston OD: its up-str?ke covers this hole, imprisoning being especially good.
mg the air left, and 1s thus brought quietly to rest.
A second speciality of t he firm is the four-cy- The r ods, we may add, are drawn sections, needina
linder air compressor, illustrated in Figs. 19 to 36, no machining save screwing and shoulderina
0 at th:
page 211. This compressor is arranged to be driven ends. The air supply is taken through a fiexible
either by belting, by an electric motor, or by a steam hose coupled to the valve shown at the top of
eng ine. It consists of four compressing cylinders t he ~ -in. gas pipe. This is a non-return valYe,
fixed in a circular casing, as shown in Fig. 20. The and prevents the sudden descent of the load
cylinders are provided with trunk pistons, and in the case of burst hose or similar accident. A
have connect ing-rods engaging a common crank, two-way valve not shown in the engraving serves
as shown most clearly in Fig. 25. It will be seen for the admission or release of t he air, and consethat the connecting-rods have only a small bearing quent rise or descent of the pist on. In addition
on t he crankpin, and are held in place by two to the aboe products, the firm, having been put
keeper rings, as shown. The pin at t he piston on t he ~dmiral ty list, are now engaged on the
end is hollow, and serv es as an admission valve construct10n of 36 sets of fans and enaines
for
0
during t he suction stroke. D etails of t his valve three battleships, the engines of which are n ow
arrangement are shown in Figs. 28 and 29. There being built by the Thames Iron Works, whose
are also suction ports in the cylinders, as clearly managing director, Mr. A. F. Hill, is also chairshown in Figs. 22 and 24, which are uncovered by man of l\1:essrs. R eavell and Co.
the piston when it reaches t he end of its outstroke.
All the air entering the cylinders is accordingly
HAND
AND
MACHINE
LABOUR.
drawn from the crank chamber through a grid valve,
(C<Ynti nued f rora page 176.)
shown in Figs. 19 and 20. The delivery of the
CLOCKS AND \V ATCHES.
compressor, is varied, according to the demand, by
F oR many years the foreign trade in American
opening or closing this grid, and thus wire-drawing
the air in its passage to the crank-chamber, This clocks and watches has been increasing, until at
is effected automatically by the arrangement shown the present time it is of very large proportions, t he
in Fig. 21. A weighted lever tends to open the chief part of this export business being confined to
RI'id to it s fullest extent, but at its unloaded end timepieces of low and moderate prices. Factories
this lever is attached to a small plunger working in like t hose of Waltham, Ansonia, vVaterbury, and
a cylinder connected by a pipe with the receiver others, tur'n out enormous quantities of clocks and
for the compressed air. As the receiver pressure watches, for besides the export trade, t he home
rises, this plunger is forced down, and raising demands of more than 60 millions of people are,
the weight t hrottles the suction, as alr eady ex- of course, very great. Machinery, as we shall
plained.
The cylinders are water-jacketed, as see presently, has quite revolut ionised the industry,
shown in Fig. 20, and are corrugated with a and there are no more beautiful labour-saving
view to increasing t he exchange of heat between devices in existence, than the long series of delicate
t he cylinder walls and the cooling water. The and seemingly intelligent machines that tirelessly
cylinders all d eliver into a circular passage complete, with absolute accuracy, t he smallest details
around the casing, as indicated in Fig. 20, and of watch mechanism. The manufacture of watches
r eady access to the delivery valves is attained by machinery is carried out on a large scale in this
through the covers shown. These valves are of country by the L ancashire Watch Company, of
steel, being cut from the solid r od in the J ones and Prescott ; these works are chiefly, if not entirely,
Lamson lathe. They are shown in detail in Fig. 32, equipped with American t ools, and it is, therefor e,
whilst the guides are illustrated in Fig. 33. These reasonable to suppose that the same operations are

6, 1900.

conducted both. i~ this country and the United

States, under stm1lar conditions, except that the
rates of wages are problhly in favour of the Enalish
company.*
o
Olocl~ Gttses. - Before considering t he production
of clock and watch movements a few words may
be s~id about making clock c~ses, and the comparative labour cost of 1000 mahog-\.ny \eneered
cases. 26 in. by 16 in., in 1836 and 1896 Table
XXV I. summarises the particulars :

XXVI. - Production of 1000 /ff(thogany Vcnecral

Clock Cetses, 26 I n. by 16 I n.
Mode of Production.
Hand. Machine.
. ..
...
. ..
1835
Date.. .
1896

T ABLE

Number of different operation involved . ..

.. .
9
Number of workmen employed ...
...
...
5
30
Number of hours worked
10H
514
Cost of labour
100. 15 doh. 78.535 dol3.

Average rate of wages par
hour
...
...
... 9.3 cents 15 cents.
There is no great difference in the number of
operations, or in the various processes, between the
old and modern m ethods. In 1835 a circular saw
driven by water power, and in 1896 a steam (Yanu
sa w, were used for cutting out stock ; in thf; 90
hours under the old, and 48 hours under the modern
method, show no very remarkable difference. In
the next operation, that of planing the stock, the
a~ vantage. of mod.ern methods tells more clearly, the
t1me requ1red bemg 16 hours, as compared with 90.
The method of veneering has undergone great improvements ; t he veneers were rouah-sawn as thin
as possible, and t hen hand planed, i44 hours work
being taken up by this work. Then followed
laying and securing the thin slips, occupying 108
hours. By the modern method the work of cuttinu
and layin~ t he veneers is one continuous operation~
and occupies 28 hours. Sandpapering machines do
in 24 hours the work of 72 hours by hand, and the
t ime taken in cutting mitres, was 96 and 216 hours
resp~ct~vely . Putting t he cases together, glazing,
varntshmg, &c., form the rest of the operations,
and t hese- mostly hand work in both cases-took
about half as long under the new as under the old
method. On the whole, t he ratio is closely two to
one, and it appears there is nothing to choose
between the finish of the two types.
Clock M ovements.-The costs of producing 1000
brass movement s for eightday striking clocks in
1850 and 1896, are corn pared in Table XXVII.
This comparison is of considerable interest, because
at the earlier dat e, the various processes were chiefly
mechanical, and the later result illustrates the
XXVli.1- P1oduct ion of 1000 Brass Clock
M ovements, Eight Day, and Striking.
Mode of Production.
Machine.

TA BLE

Date...
.. .
. ..
.. .
1850
1896
Number of different opera302
423
tions involved ...
. ..
Number of workmen employed . ..
.. .
.. .
38
105
N urn her of hours worked 7352 h. 26 m. 886 h. 9 m.
Cost of labour .. .
. .. 1128.192 dols. 177.631 dole.
Average rate of wages
1.0 to
per day ...
...
. .. 1.25 to
2.50 dols.
1.50 doh .
progress in clock-making machinery during 60
years, rat her than the difference between hand and
machine work . The motive power used in 1850
was, of course, water, and it will be seen from
Table XXVII., that in modern practice the number
of operations has been largely reduced, although
nearly three times the number of hands are employed to produce the same result. The cost of
material in clock movements is very insignificant,
so that the int erest on, and the depreciation of,
plant, would be practically the only addition to be
made to the labour cost in order to arrive at the
net cost of the product. In Table L~VIII. a. list
is given of some of the principal operatwns
carried out in this indust ry. It shows the nu~1ber
of hours occupied under t he primitive mach~ery
method, and that of recent date ; in no case ts an
operation included in which the saving of ti me is
not at least six-fold.
The foregoing figures are very instructive,. as
showing t he enormous advance in clock-makmg
machinery during half a century. The last two
it ems suggest the cl'udeness and imperfection of
the means employed fifty years ago, and the
existence of much larger factories. It is worthy of
*For a. description of the Lancashire \Vatch Corn
pany's \Vorks, we refer our readers to ENGINEEBINGt
vol. 1vi., pages 1, 33, and 69.

FEn. 16, Igoo.J

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

TABLE xxxnr.-OPxnATroNR ANn LAnoun cosT rN PnonucrNG

.Machine o.nd Appliances
Used .

OrERATIO~.

1. Making three dial feet . .

..
..
..
2. Squaring ends of three dial feet and cuttinJr
to length ..
..
..
..
..
..
3. Punching d ial from sheet copper . .
..
4. Filing centre and s econds h ole jn dials
..
6. Stakin~ dial feet to d ial
..
..
..
6. Preparmg dial feet for solder ing
..
..
7. Soldering dial feet to d 'al
..
..
..
8. Qleaning rlial in acid . .
..
..
..
9. Swo.gin~ dial
..
..
..
..
..
10. Enamehng back of d ial..
..
..
..
11.
,.
face of dial . .
..
..
..
12. Firing enamel on dial . .
..
.
..
13. Insp ecting enamel on dial
..
..
..
14. Washing dial
..
..
.
..
..
16. Dipping dial in sol ut ion, and throwing off
surplus solution, and drying dial . .
..
1G. Fixing figures on dial . .
..
..
..

17. Ooating dial with ink . .

..
..
18. Dusting vitrible colour on dial
..
19. Washing ink off dial ..
..
..
20. Drying dial
..
..
..
..
21. Inspecting and correcting figures on dial
22. Printing company's name on dial . .
23. Firing paint on dial
..
..
..
24. Punching seconds bit from sheet copper
25. Outtin~ dial for seconds bit . .
..
26. Anneahng seconds bit . .
..
..
27. Oleaning seconds bit in acid . .
..
28. SwaginJr seconds bit . .
..
..
29. Enameling back of seconds bit
..
30. Enameliog face
,.

11
31. Firing enamel on ,.
.,
..
32. Inspecting enamel .,
.,
..
83. Printing seconds
.,
.,
..
34. Firing paint on
,,

11
35. Cutting seconds bit to size . .
..
36. Turning- seconds bit from plate
..
37. S;nking seconds bit into dial
..
38. Polishi ng edge of dial . .

39. Scldering edge in dial ..

40. Grinding edge of dial .

..

41. Drilling seconds b ole in dial .

..
42. Filing centre hole in dial
.

43. Fit ting dial to dummy wa~ch-plate

44. Cleaning dial
..

..
..

..
.
..
..
..
..
..
..
..
..
..
..
..

Donkey lathes ..

.,

. . Furnace . .
..
..
. . Press and steel

Gas furnace
L!lthe
...

.,
_
..
11

..
,.
..
Furnace ..
. . Grinding lathe
Drilling lathe
Fles
...

Cloth
..

..

.
..
..

Time Worked.
Work Done.
1850.

1896.

h. m.
257 0
42 10
34 0
11 40
150 30
35 0
6 30

h. m.
10 20

Making front aud back plates

..
..
bridge..
..
..
..
..
., count wheel stud . .
..
..
., pendulum stud
..
..
..
., pillars ..
..
..
..
..
., guard pins ..
..
..
..
., verge pins . .
..
..

.,
,. springs ..
..
..
..
8 l3
., main wheels . .
..
..
. . 102 25
., click spring staples..
..
. . 11 0
., washers
..
..
..
..
7 SO
., ratchets
..
..
..
. . 4-127.5
.,
.,
hooks
..

..
1 0
., e~ket wheel . .
..
..

32 SO
., thick dial wheel
..
..
. . 16 35
., centre washers
..
..
. 10 60
., third strike wheel, arbor, pinions,
&c. ..
..
..
..
.. 210 13
., thin dial wheel, arbor and collet 108 48
., third and fourth time wheels,
arbors, and pinions
..
. . 337 17
,. count wheel ..
..
..
.. 43 30
., fly wing, arbor, and pinion
. . l f6 66
., pendulum bob wire
..

35 0
.,
,,
,
nut..
..
.. 13 0
., bands, including h our hand 700 0
socket
..
..
..
..
., key
..
..
..
..
. . 82 20
J{eeping machinery in order
..
. . 7,3 20
Overseering . .
..
..
..
. . 1466 40

4 0

25

l OA~

lOA3 12
0 1.6 437!
1 80
100!
0 4
626
0 2.4 162!
~

0 8

61~

21
0 4.4 150
0 24
18!
222!
0 12
15
0 4
1 14
26l
1 35
10
27
0 2!
4 63.3

36 17
15 37

6
7

52 24.9
4 6.7
24 59 1

6l

3 10
0 27

10!

6!

ll

29

9 7

3 53
4 10
41 40

..

..
plate
..
.
..

Stone jars and drying machine

Electric lig ht and dial nega
live
Ink roller
..
..
..
Automatic dusting machine . .
..

Automatic dry ing mach ine ..

Camel'dhair b rush . .
..
P ress and steel plate . .
..
Gas furn ace
..
..
..
Punching piece
..
..
L!\tbe
..
..
..
..
Furnace . .
..
..
..
Stone jars
..
..
..
Drop press
..
..
..
Sifting process machine
..

77
2L
176
35

note that in 1850 only two or three female hands

were employed, at 2s. a day (one appears to have
been paid 6s.), while in 1896 a large proportion
were females earning at least 6s. a day. From
Table XXVII. it will be seen that the labour cost
per clock movement was at the earlier date
1.128 dols., or, say, 4s. 5d.; and in 1896, about 9d.
As for the quality of the two products, there is no
doubt the older ones were heavier and possibly
stronger than the modern, for which better finish,
improved design, and greater accuracy, are not unreasonably claimed.
Watch Cases.-In 1850 the labour cost in the
production of 100 gold hunting watch cases, engine
turned, was 542 dols., and in 1897 it was 80.9 dols.
This is the case of an industry in which machine
work has almost wholly replaced hand labour, and
female workers to the extent of 17 per cent. have
occupation in a trade which in 1850 only employed
males. Table XXIX. gives some particulats of this

..
..

..

Sex of
Worker.

T ime.

111

h. m.
0 42.8

DrALs.

Rate of
Pay.

F
M

&f

F
F

M
M
F
F
F
M
11'
}I"'

3 47
0
1
5
3
1
2
1
3
4
8
1
4

65.6
15
33.3
20
26 7
0
24.7
20
45.7
3S
40
0

.M
F

F
F
M
F
lt[

M
M
M

~cent

l OO

11Jfl

100

100
h our
10')

100
100
h our

.1 1!

,
,

14 17.1

.15

.10!
.10!

5
5

0
0

.10!

.IO;

14 17.1

.11

16
7
0
16

40
24
40
40

.20
.27

4
0

.Oli

.2 i
.20
.03
.01!

..

4 10
1 0

.15
.20
.15
.20

..

100 ..

.36
.02!
.1()!

.15

F'
M

100 dials

.1 06~

lOO
1000

.02 d ol.
. 21!
.02+
.07{h
.04 t
.O'i
.03
.02,\
.15

}<'
}t'

F'

l OO

0
8 20

0
2 20

16
1
9
8
27

40
26.7
6.4
20
46
5 0

chief dilference is in the detail of winding in firstclass movements, stem winding having largely
superseded the key. The change in detail has
r..abou r involved more complicated mechanism, and altoCost.
-- gether the modern watch may be regarded as a
more perfect product. The comparison is instituted
between 1000 stem wind, brass, hunting watch move.0000
ment, 18 size, full plate, 15 j ewels; and 1000 stem
.2140
wind, brass, hunting watch moYements, 18 size, full
.251)
plate, patent regulator, 17 jewels, adjusted. The data
.730

____ ,__
P er

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

Lathe
..
..
..

Punching press ..
..

Files
..
..
..

Staking tool
..
..

Tweezers. .
..
..

Blowpipe..
..
..

Stone jars
..
..

Drop press
..
..

Sifting p rocess machine
..
Eoamehng machine .

Gas furnace
.
..

..
..
Automatic was hing machine

TABLE XXVIII.- Time Worked on ctrtain Pa1ts of

1000 Clock Movwumts i n 1850 and 1896.

1ooo WATcrr

209

,
,

25 dials
100
.

100

100
l(Q
hour
100
100
hour

l"OO
1000
100

.450
.400
. 300
.210
.5000
6 0
3.600
.250
.4:.0
.4'20

.9583
2. U 28
.5260
.5250
.4:00
4.400
2.000
3.700
.1500
2.800
.OL:i3
.300
.180
.300
.350
2.000
.1500
2.000
.500
1.250
2.500
8. 600
1.200
.350
1.500
1.0<.0
2.1(;0
.400
.300

TABLE XXXI.-Produrtion of 1000 Stem Wind Watoh

ltfovements.
Mode of Prod uotion.
Hand.
Machine.
Date
...
...
. ..
1896
N um~er of different ope.
rat10ns ...
...
...
453
1088
Number of workmen employed ...
...
...
14
Number of hours worked 241,866h.10m. 8243h. 58m. *
Cost of labour
.. .
... 80,822 dol~.
17U9 do~.
*Not including furnishing power.

XXXII.-Part1'culars of the Principal Operations in ltfaki'lt(J One Thousand P irst ()lass Watch
ltDn:ements.

TABLE

Time Worked .
Operation.
Hand.

Punching pillar plate from

}t'
sheet bars
..
..
..
.12,\
100
.25~
Drilling and tapping dial foot
M

100

scr ew holes
..
..
..
M
.8~
100

Ma king and putting in minute

-
M
.12

100

..
p1n
..
..
..
..
M
5 0

.07
h our

Panching top plate from sheet

M
5 62
.15
l OO

brass
..
..
..
..
M
10 0
.10
100

Milling top plate for barrel

M
5 93
.2L
100

lf(
clearance
..
..
..
..
1 0
.O l
100
Punching balance cook from
..
M
2 61
.03

lUO
sheet brass
..
..
..
Trimming balance cook and
r ough-cutting bole . .
..
industry, and Table XXX. details of the principal Drilling, cupping, and counter
sinking screw bole in heel ..
operations,
most
of
which
are
grouped
together
for
Punching and cupping screw

holes in barrel b ridge

..
con veruence.
Making and putting steady
pins int o barrel bridge
..
TABLE XXIX.-P.roduction of 100 Gold-Hunting
Screwing plates, balance cook,
Watch Cases, Engine Turned.
and barrel b1idge together ..
Drilling hairspring stud hole
Mode of Production.
Hand.
Machine.
Making barrel and barrel head
Date...
.. .
.. .
.. .
1850
1897
,,
mainspring and hook
Number of different opera.,
centre wheel . .
..
tions in vol VE'd . . .
...
97
132
,.
centre staff, centre
Number of workmen empinion head, and staking
ployed ...
...
...
6
*
centre staff to centre wheel
..
Number of hours worked 1749 h. 43 m. 355 h. 32 m. Making cannon pinion . .
,.
third wheel ..
..
Cost of labour ...
.. . 542.320 dols. 80.942 dolP.
.,
,. pinion . .
..
Average rate of wages ... 2.50 dols. 10 to 20 dolt1 . Staking
third pinion to third
per day
per week
wheel ..
..
..
..
Making fourth wheel . .
..
* Number not given.

.,
.,
pinion ..
..
TABLE XXX.-Time Worked on Certain Pa;rts of Watch Staking fourth pinion to fourth
wheel ..
..
..
..
Cases wnder H ctnd ctnd ltfctchin-e ltiethods.
Making hour wheel
..
..
.,
minute wheel and minute pinion
..
..
..
Times
as
Time Worked.
Long under Making escape wheel and pinion
Polishing pallet arbor pivots ..
Hand as
Operation.
Making and setting palletstones
under
Hardening and tempering fork
Machine
lland
Machine
Making guard pin for fork, hair
Method.
Method. Method.
spring, collet spring, and
h airspring stud pin . .
..
Alloy ing, drawing, and rolling h. m.
h . m.
Putting guard pin into fork . .
gold and blanking pendant
164 10
A 58
22
Making balance staff . .
..
Annealiug gold . .
..
..
13 2
1 0
33!
,
table roller, including
Making centre . .
..
. . 109 43.4
20 24
bt
staking ..
..
..
..
,
g lass beztl
..
..
68 3.3
10 22
6t
Making and putting in table
,.
oop
..
..
.. 116 6.0
11 18. 7
1 0~
roller jewel pin
..
..
,
back cover
..
. . 110 0. 0
11 18.7
l Ot
Making balance, hairspring,
,.
front cover
..
. . 116 6 6
lL 1s. 7
1U!
c:>llet, and stud
..
..
pendant, except blank
Making \Vinding wheel . .
.
"
1~,\ing
..
..
..
..
50 0
4 0
.,
,
"
bridge. .
Making joint stays and thumb
,
click
..
..
..
piece
..
..
..
..
61 ~3.3
2 2
25~
., <'lick spring
..
..
Maki ng joints . .
..
..
45 60
1 ~9
81
,. intermediate winding
Tying joint stn.ys, &o., in plnce
60 0
10 0
2!
wheel ..
..
..
..
..
. . 60 0
10 0
Soldering stays, &c.
5
Making crown wheel . .
..
Frazing centre for spring a . .
33 20
2 0
16!
,.
intermediate
setting
Engine turning . .
..
. . 100 0
9 0
11
wheel ..
..
..
..
Engraving

..
66 40
16 40
4
Making setting lever . .
..
Polishing ...

. 2i5 0
22 50
12
,
winding wheel bridge
sc rew ..
..
..
..
Making clic k spring screw
,. setting lever screw . .
It should be remarked that the cases made in
,,
case screws
..
..
dial foot screws . .
..
1850 were all for key-winding watches, and those
11
.,
dial
..
..
..
in 1897 for stem winding, in which the work is
hour hand and socket..
"
somewhat more complicated.
.
,.
minute hand . .
..
second band and socket
11
Watches.- The comparison instituted between the
dust band
..
..
11

.0;

100

h.

m.

83 20
166 40

Machine

b.

m.

0 7.4

676.5

7 52

2l

83 20

4 49.6

17.5

83 20

0 7.4

675.5

83 20

4 64.1

17

250 0

0 7.4

2027

250 0

6 3.6

41.6

33 20

4 2.3

8.5

50 0

2 38.a

1 6

166 40

11 6.8

15

50 0
16 40
5,883 20

349 so

2,100 0

2
2
4-l
72
7

9.6
28.
19 .
62
6.2

s ,.

28
6.6
133
5

295.6

6,7CO 0
2,366 40
2,100 0
6,533 20

118 b8
51 42
5 b1
117 48

166 40
2,100 0
6,533 40

3 7.5
6 51
117 50

63.5
3119
65.5

166 40
716 40

3 7.5

53.5
85.5

1,883
8,733
1,000
9,083
33

20
20
0
20
20

10
140
26
92

23
20.7
M
19
11
25.2

56.5
46

359
66.5

182
62

3'3
98.5
79.6

150 0
33 20
5, 783 i O

2 28

61

10 16
86 2.7

67

1, 750 0

61 23

28.5

2,033 20

C5 69

31

12,516
733
400
683
f83

40
~0

0
20
20

823
15
3
13

17
16. ~
58
37
1 66

3.5

lfi
48
100.5
60
356.5

1,050 0
1,050 0

10 20
25 54

101.5

1,050 0
660 0

16 30
01 0

636
10.5

60

making of first-class watch movements by handwot k,

and with the aid of labour-saving machinery, is vory
full of interest. The older mothod dates back to
1862, the newer refers to 1896. During these 34
years the trade has been entirely revolutionised.
It should be premised that with the advance in
means of production, improvements in design have
also tc.'l.ken place, to the disadvantage of the machine tnethod, so far as complication goes. The

'

260
260
250
bOO
760

1,800
1,800
1,633
1,-00
1,050

0
0
0
0
0
0
0
20
0
0

1 49
211
1 40.9

6 39
2
260
]1
13
42
9

20
16
6.2
1.7
40.5
43

137 6
114

148.5

ss.;;

320
7
162
L25.5

142
108

regarding the former were taken over a series of

years, commencing with the introduction of stem
winding ; the latter, referring to a higher class of
watch, belongs to 1896. The general results are
summarised in Table XXXI. The very interesting fact stands out that, whereas under the hand
method the labour cost per movement was 80J8

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

210

[FEB. I 6,

900.

'

THE SCOTT CENTRAL VALVE ENGINE.

C ON S TRU C TED

BY

~lE

R .

RE AY Jl~ LL

A ND

C0 ,

LIMITED,

I P \Y I C H.

(Fo-r Description, see Page 207. )

PU.J .10.
/

JE
II DI IJ I)

s~

mclmc;D

I
I

I
I

'

'
I

' ......
I

I
I

: I

......... _

....__ . --+----. /

...

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

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

--------

Fig.14.
.,,

..--- -

L.

10~

- - - --:-H

Bl1J
. ..11 .,~ s;{-. ,. : ."H ri.
: r

:r-'7 :::~ ~
- -

...

'

.I

..

~~

---- 1-

I:

r: ~*------ ~~
---~--~-~~~n.....-f.
-r
- -- --": I
V

11
I

I'

8 .....,

'

,
I
'I

It
. ,... .-.

.._

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-- --~":.. -- ~

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I

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.:_.

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l.
r

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Fig .15.

"f '

I :

k----------------------- 41;.2.'. or:------ --- -

dj

IL-+t+-'f
,

:h
--

!
I

- -- . ---

'
J

~-

- -- -

_k_

<+--.. - ~- ..-

I'"-

~- f-~--- 1Ql: ---- >- -~

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,.

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li:_ ___ : _---=

i :

IC - --~ ~
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: 0)....

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r-

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er,)

. --........... . . -~
. .11
-------------------- -- -~- 2~ o ------------ ----- I

'

: ..
I

.o~.ll.

...

1.:"

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! ,,,_. .

lf-..2\..,.

I
I

'

(~ll

<o

FVJ.13.

...:l.

'

Fro . 16.

dole., by the use of machinery this was reduced to are dismissed in one line have to pass through a subdivision of labour into which the watch in1. 79 dols. Another important point is that, whereas long series of hands before compleliion. Thus the dustry is divided, as well as of the rates of pay,
under the old system only four operat ions were dials have to undergo 44 operations ; each of and the times occupied. A remarkable conlirast
conducted by female labour, under t he new no the hands from 12 to 15; making the barrel and between hand and machine work is shown in the
less than 650 operations are done by women, who head 16, and so on. Most of the workmen in this detail of punching the balance cock from sheet
earn relatively large wages. There are few impor- t rade appear t o be paid by t he piece, 100 or 1000 brass ; under the old method this operation took
tant industries which can show so marvellous a parts a the ea e may be. As an example of the 250 hours, and it only requires 7.4 minutes by the
development. It is impossible t o follow the whole subdivision of labour and the mode of payment, new met hod. There appears, no doubt, that the
of the 1088 operations that go to make a watch, we select that part of the industry relating t o movements nowmade, although so much cheaper, are
but in Table XXXII., on the preceding page, the making dials. It should be premised that as the superior to those produced under the old system.
(To be continued.)
principal processes are recorded, being in most cases same person attends to more than one machine,
grouped together, so as to give a good idea of the sometimes t o four or five, it dues not follow t hat
operations. Of course, in this list a large numbe~ of there are as many employes as t here are operations.
B ERLIN AND TE'M'IN.-A canal is proposed between
the opert\tions are omitted, and most of those wh1ch , Table XXXIII. will give an idea of the minute , Berlin and Stettin. The cost is estimated at 2,080,000l,

F EB. I 6,

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

900.]

211

FOUR-CYLINDER AIR COMPRESSOR.

CON TR UCTEJ>

BY

:ME S R .

REA V ELL

AND

IP S WI OH.

LI l\l ITE D,

C O.,

(For Desc1'iption, see Page 207.)

Fi.fl . 21.

Fig .:W.

Fig./9

/
'

. _ , -"'\'l'

......- . ~ ,

.....

------------ -- - ---- ..... - ------

...

Tig. 24 .

'I

'
FitJ-31.

- 6-j
t

I
.:L.

( ) 1-=-~ :t~ .

I
I

~---------~t---~---------------7-----------

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II
o

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--------------..f.

----- cr.

I
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~-- ----- ------

-------- 6 .Bor4t
I

......
~ I
~
't-..

r-~

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DETAIL JF CAP.

RO PORTS.

stD'ic:il

'

Fig. 26.

--------

I.

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

I
I

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I

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---- ---

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

: I
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1()"1

ECTION

!I .i

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

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Fig.25.

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Fig . 21.

I
I
I

1-

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I
I.

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:I

:i !

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17.l ..
II j i
:I I !I

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:I I
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I

SECTIO N THRO ' K L. .

I

SECTION

I
I

I
I
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>f-1'- - ..1

I
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--

! --1---~I

OfTAIL OF PISTON RINGS.

.i...

FtfjaZ.

'

SECTION THRO' E.F.

Fig.a4.

Fif1.83.

DETAIL OF VALVE

. . 86 .

.--.,
I

I
I

I
I
I

.,

.. "

...

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

212

MESSRS. SCHNEIDER AND CO 'S

WORKS AT CREUSOT. No. LXXIX.
DISAPPEARING G uNs A.l.~D CARltiAGEs.
CLASSIFIED under t his general heading ar e t hose
guns which, when fired, oscillate r ound m ovable
supports, and thus ar e caused to disappear,
either to be run out again immediately, or only
when the operations of reloading and training have
been completed. Although mountings of this type
are used indifferently for coast d e fences and for
garrison armament, and also in cases on b oard
ship for mortars and h owitzers, it has b een found
preferable to classify this material separately, and
to give the following general da ta concerning the
principal types manufactured a nd put in service
by Messrs. Schneider and Co. As in preceding
articles, the principal types only, and those which
are of r epresentati\' e calibres, have b een selected
for d escription. A special interest attaches itself
t o this class of ordnance at the present t ime, when
a number of Schneider-Canet guns, m ounted on
disappearing carriages, have been brought into the
field against us in S out h Africa.
75-Millimetre (2. 952-In.) Guns on L e1:er lJiountings.- These are used with advantage for t h e armament of light-draught boats, and were d escribed at
the commencement of this series ; they are simp1y
mentioned h ere to make the present section complete.
With this mounting the gun does not
remain run d own ; but it rises up again immediately for reloading a nd training, the lever being
short enough to enable t he breech to be freely
worked.
90-Millimetre (3.543-In.) Gt.r,n on DisappeariH(f
Ccc,rriage, for Coast Defence nnd Gan'ison Armament
(Figs. 704 to 707, page 214).- This t ype is of reduced weight, and, considering its calibre, is of
great mobility. It has been designed sp ecially with
a view t o b e easily carried on wheels, and to form
the movable armament in a series of distinct positions communicating with each oth er by a single
road ; it is, in fact, a highly mobile gun of p osition.
A limited number of such guns is s ufficient, as we
have found lately, to defend a largely extended
front.
The various parts are so arranged that,
according to cil'cumstances, firin g can be effected
while the carriage stands on its wheels, or after
placing the g un on a fixed mounting provided in
advance at suitable places.
\Veight of gun
. ..
.. .
,,
carriage ...
.. .
,
projectile
...
Muzzle velocity
...
...
Extent of lateral range when
the gun is placed on fixe d
bolsters
. ..
...
...

530 kilogs. ( l168 lb.)

1200 kilogs. (2645 lb.)
8 kjlog@. (17 lb.)
460 m. (1508 ft. )

[FEB. 16, I 900.

hinged clamp travels over a scale on the b olster,

and shows the angle through which the gun has
been trained laterally.
When the gun is on the fixed mounting as shown
in Figs . 70! and 705, placing in battery is effected
by setting the carriage in su ch a p osition that the
front wheels come opposite two grooves cut in the
rim of the b olster (Fig. 704); in this p osition, the
whole system rests on the t op surface of the bolster,
and the wheels can turn freely r ound on their axle.
The g rooves are made perpendicular to the mean
firing axis. When the carriage is so placed, and
when the bolt is removed which holds the recoil
piston -rod to the arms, a sh oulder ba r is put in
the s pok es of the wheel, and is made t o b ear underneath the arms. The wheels are then t urned by
means of two winches placed on the limber axle
and drive n by levers, thus causing the cheeks to
oscillate and run out the gun. \Vhen this is done,
t he g un is ready for firing, and the junction between
the b eam and the recoil piston-rod is re-established.
The running down of the g un is effected by an

-- -- . -

1----

fixed by a horizontal shaft to the two jointed rods

the other ends of which are fitted to the arms at
the lower part of the beam.
(~) The spring. rec~perator, consisting of four
cyhnders placed 1n pa1rs on each side of the car.
riage, parallel with the recoil cylinder, and in
which work plunger pistons loaded with Belleville
springs. The first cylinder n ear th e front contains
the plunger, and the second on e, which is longer,
h olds t h e r ecuperator springs. The arm~ are fitted
loose on the axle that carries the b eam, and the ends
of these are joined to the lower end of the rods
which support the chase of the gun. The gun
thus forms the fourt h side of a jointed parallelog ram. A series of clamps joins t he revolving platform t o t h e b olster to prevent the shifting of the
system. The b olster is p rovided with a ring in
which a re placed t he foundation bolts, and besides
the roller path it con tains a central pivot c~sed in
the r evol ving platform ; the bolster rests mai nly on
an iron b edplate embedded in a concrete foundation.

- i - - - till

Fig713

--t -

.FifJ.714.

1-t- - - - -

--

--+- - 1--

- - - - - -

360 deg.

The carriage con sists of the rising a nd falling

a.rms, the slide, the coupled wheels with b olster , or
the coupled wheels with 1im h er, as the case may b e.
The a rms ar e formed of two ch eek s which carry the
trunnion b earin gs at their top part ; in these the
gun trunnions are placed. The arms t urn round an
axle sheathed wi t h india-rubber for d ead en ing as
much as p ossible all sh ock s on the bolster during
firing . The arms end b elow in two extensions con nected by a r od on which is jointed the h ead of the
r ecoil piston-rod. The slide is of plate-iron and
angles, and consists of two lateral s uppor ts, in which
a re placed the lever pivots; the sup ports are joined
below on a circular platform, the latter being of the
same dimension s as t h e top of the b olstt r, to which
it is fixed by a h inged clamp, to prevent shifting.
The wheel axle runs t hrough the slide ; a roller in
a jointed frame is provided, as shown in Figs. 704
and 706, and it can take etber of the two p ositions
shown.
The slide also carries t he fixed platfor m
for training the gun, a nd the jointed platform for
loading it ; the latter is arranged to fold down when
the position o~ the . g un is shifted ; it is ~lso ~tted
with the recoil cylinde r shaft. The reco1l cylinder
is fitted with the central counter.rod, of t he stan dard type. The bolster or fixed mounting is of
cast stee1, and is made wit h a h orizontal ring for
bolt ing it to the found~tion ; this ri~g is contin~ed
by a spherical par t; endmg at the t?P In an othe! rmg
on which is placed the lower porhon of the shde.
A t ooth ed sector, fixed to the g un and worked by
differential aelring and by a pinion on a friction
cone is us~d for elevating ; the m echanism is
driv~n by a handwheel carried on the left-hand
cheek. 'l.'he too th ed sector is made lon g enough
to place the g un in~ ~ui~ble p o.sition for transp~rt
ing it. L ateral training Is obtamed by ha nd act10n
on the rear of the slide ; a pointer fitted on the

1 5 0ENTIMF..TRE H owiTZER oN CENTRALPl V<,TED DisAPPEARING CARRI AGE WITH C IRCULAR B RAKE.

in yerse operation, the winch r opes b eing used only

to r egulate the lowering motion of the gun. When
it is required to fire t he gun a way from the plat
form, the limber axle is joined to the slide, and
the wheels a re wedged by sh oe-brakes to limit re
coil ; in t he latt er case, the r oller is brought up
against the lower surface of the slide.
12-CentimetJe (4. 724-In.) Gu.n on Disappearing

Can-iaye.
Weight of gun

,
carrtage ...
,.
projectile
:1\I uzzle velocity
...
Training
. ..
. ..
Elevation
. ..
. ..

. . . 1400 kilogs. (3086 lb.)

. . . 4000 ,
(8818 , )
( 46 , , )
. ..
2 t ,,
500 m. (163f) ft.)

through 360 deg.

+ 15 deg. - 5 d eg.

This carriage consists of t he swing ing beam, the

revolving platform, and a b olster.
The b eam is formed of t wo vertical cheeks firmly
stayed togeth er, and which end at the top in
trunnion plates t hat carry the g un trunnion s. The
b eam pivots round an axis carried by the revol ving
platform a nd ends at t h e lower part in two arms,
which act t hrough j ointed rods on the h ead of the
recoil piston-rod. 'l1 he r e\olving portion is circular
in sha pe, made of cast steel, and has at its top th e
two brackets which carry the beam trunnions;
it r ests on a set of rollers on the bolster, and contains the following parts :
(a) The hydraulic r ecoil cylinder in the piston
of which a re cut vents of varying sections. The
piston -rod is jointed on a slide shoe, which travels
b etween two h orizontal gun-metal slides, and is

The required elevation is given by acting on a

vertical hand wheel on t he front of the platform,
the shaft of t h e handwheel having an endless
screw which engages a toothed wheel keyed on a
shaft perpendicular to the carriage cheeks, and
driven by two cones.
At each end of the
latter shaft is keyed a pinion which engages a
toothed sector t hat forms par t of one of the arms
fitted loose on t he b eam axle. U nder these conditions t he j ointed r ods give to ~he g?n,. by
actina on the handwh eel, the requued mcline,
which can be measured by t he levelling instrument
placed on the top part of one of the arms. Lateral
training is obtained direct, by hand, by means. of
levers fitted t o t he platform, and is measured w1th
a p ointer which t ravels on a scale marked on the
bolster.
When t he gun is fired, it is thro wn to t~e rear,
beincr held parallel by the t wo r ods, and 1t dra~s
along with it t h e b eam which pi vote round Its
axis. In this motion the pieces on t he low~r en.d
of th e b eam act on the recoil p iston a?d ~nng It
forward. A certain quantity of liqmd 18 thus
driven from the recoil cylinder, and flows to the
lateral cylinders of the recuperator, through a tube
on which is a loaded valve ; it drives the plunger.3
to the rear, and causes the sets of springs to be
pressed down. When recoil is spent, th~ val ve
falls back on its seat, and t he gun r~malllS r~n
d own ; it is then loaded afresh. To run It up .aga~,
it is sufficien t t o r e.establish a commumcatiOn
. between the lateral cylinders and the b ottom of the

FEB. 16, Igoo.J

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

recoil cylinder, and this is obtained by means of a

valve worked by a handle placed outside the valvebox. The liquid driven by the relaxin()' of th e
B.elleville springs, acts on the large surfac~ of the
p1ston, n.nd runs up t~e gun again at a speed that
can be regulated at w1ll hy controlling the opening
of the valve.
. All the parts forming this mounting are very
s1mple, and are of easy access for inspection and
removal.

15-Centi>nctre (6. 905-.Z:~t . ) lfowitzer on M ountiny

with Uirculcw Brake (Figs. 713 to 716, page 212) :

'Eti

part of the recoil force, this force being made use

of to compel t he liq uid to flow between the extreme
edges of t?e pallets and the opposite wall. At
the same t1me., the two lugs on t he jackets cause
the sets of sprmgs of t he recuperator to be pressed
down. When the r ecoil is spent, the sprinO's relax
and run .the system ?ut again. All this tak:s place
automattc~lly and w1thout any shocks.

. 15-Cenhmelre(o.905-Jn) l\JortaronBefOn ]fonnl1..1 ".1

:
Weight of gun
.. .
.. . 440 kilog~. ( 970 lb. )
,
mounting
.. . 18(J0 ,
(39G7 , )
lVIuJ.;.te vel~~i~;c~ile...
:::
3~
" 70ft ..)' )
6
6
Elevation
...
f
d
v
T . .
..
.. rom 0 eg. to + 60 deg.
rammg
...
...
...
through 3GO deg.
This n~ortar. is of similar construction to that of
lihe how~tzer Just ~ cscribed. The mounting has
b.een des1gned spee1a1ly for plunging fire. It cons t~ts of the following main parts, a bolster with
slide and beam. The boh,ter is of the same
ype as t he preceding <ne. The slide rests on a
set of rollers, a!ld is held in place by two clamps
that. ~ear on a nm of the bolster, t hus insuring the
stability of the system, and preventinO' its raising
when the gun fired. The beam consists ~f two arms
s t.rengthened with. ribs, and in which the gun trun~
ntons are fitted ; 11i turns r ound a shaft c.:1.rried in
two blocks cast in one piece wilih the slide. Between the shaf t and the beam are placed indiarubber sleeves for deadeninO' the shock produced
'~hen the gun is fired. Th: beam arms are contmued below the shaft for making connections of
the 1~1ovabl~ r.e~oil cylindera. The piston is fixed
and 1t::; rod Is. JOmte~ o~ the slide. A set of springs
surrounds this rod 1ns1de the cylinder and forms
the rec~pen~oto~ f~r running out the gun. The
hydrauhc reco1l 1s of t he type with central
counterrod already described. 'l'wo rods hold
the chase of the gun, one being jointed on a collar
filited to the g un, the other p1voting round the
beam axle.
Latera~ training is obtained by working the
system d trect by means of a lever similar to the one
for the 16-centimetre howitzer. vVhen the O'Un is
trained in t he position required, the levt-r is let go
and the jaws with which it is fitted hold fast the
p~alform.. For ele~ating the gun, a leYer is pronded wluc~ works 1n a socket in one piece with the
rod that p1vots round the beam axle ; t.he chase of
tho gun is thus acted upon direct to obtain the
~eg,u~red i.ncline, ~.screw holding fast t he gun when
1t 1s m finng pos1t10n. A scale is marked on the
left-hand trunnion plate.
155-Milli?nelre (6.102-In.) Ct,1 ,d 120-!J.tiillimet1e

00 ':n. ((

... 820 kilos. (1807 lb.)

Weight of howitz~r...
,
mountmg
... 2200 ,
(4848
,,
projectile
. ..
32 ,
( 70 " )
:Muzzle velocity with b1ack
"
p:nvder
...
...
...
300 m. (984 ft. )
An~le. of elevation ...
.. . from - 0 deg. + 60 deg.
Trammg
...
...
...
through 360 deg.
The gun is of the Schneider-Canet type already
described, with tube, trunnion jacket, and wedge
coil. T~e breech-bloc~ has helicoidal segments and
w01:ks w1th on~ operatwn. ~he mounliing has been
des1gned specially for plungmg fire, and comprises
a bolster, wi t h slide and beam. The top part of the
bolster forms a roller path ; iLs outside rim ends in
a ring for the bolting of the system to the firing
platform. The slide rests on the bolster on a set
of r01lers ; two clamps, one in front and one in
the rear, prevent the raising of the system. The
b~am ~onsists of tw? ca.st-stee~ cheeks strengthEned
w1th nbs and endmg at t he1r lower part in two
trunnions carried in two blocks cast in one piece
with the slide ; the gun trunnions fit in trunnion
plates at the top part of the beam. The position
of the gun is regulated by two rollers fitted on a
rod jointed with the beam. The rod is supported
at a point in a line with a. roller nearest the bteech
by a piston lodged in the beam and made to
bear on a ~pring.. O~ving to this arrangement,
the beam, m osClllatmg, draws the gun with it
smoothly and without any great shocks.
'l'h e
oscillating motion is limited by a special type of
brake, styled the Schneider-Canet circular brake;
it consists of a shaft (Fig. 716) made with three ribs
parallel with its centre line and placed in the blocks
of the slide, in which it is held by two nut~ .
Round this shaft is a cylindrical jacket of g unmetal, the inner surface of which is made with
three ribs of the same shape as the preceding ones.
This jacket is almost entirely surrounded by the
drum of the beam, the trunnions of which rest also
in the blocks of the slide. The gun-metal jacket is
made at its lower part wit h two lugs, to which are
fitted the rods of the recuperator cross-bar ; this
bar bears on a set of Belleville springs lodged in a (4. 724-In .) H owitzers, on Double-B,rake JJionntings
horizontal cylinder bolted on the slide. A sliding (Figs. 717 to 723, page 215).-These types have
piece which travels on the screw of the elevating been supplied in large numbers to the Russian
mechanism, goes through a groove on the drum, Danish, and other Governments.
'
155-IY!illimetre. 120 JHiJlimetre.
its end being held in a helicoidal groove made on
the circumference of the jacket. When the mountWeight of gun .. .
1100 kilogs.
520 ki1oga.
ing is in battery the liquid is in the spaces between
(2425 lb.)
(1H6lb.)
the pallets on the shaft and those on the jacket;
W~ight of mounting
3000 kilos-a.
2300 kilo~~
when the gun is fired, its oscillation round the beam
(46061k21. 101 ~8>.
(5071 lb. )
2
trunnions, causes the beam t o pivot, the jacket being
Weight of projectile
(881 b.)
~ 4~il~~}
drawn with it. The liquid then escapes through
1'Iuzzle velocity ...
300 m.
300 m.
the openings between the central shaft and the
(984ft.)
(984ft.)
extreme edges of the jacket pallets. The openings
Elevation .. .
. ..
- 5 deg. +
- 5 deg. +
are made of a suitable section, in order to insure a
60
deg.
60
deg.
360 d<>g.
practically constant pressure in the recoil cylinder
Training, through...
360 deg.
The howitzer is of the Schneider-Canet type,
during the whole time recoil lasts.
The gun is trained by acting direct on a lateral already described . The breech -closing mechanism
lever, which is carried on the bolster. The smaller works generally in two action s. The mounting has
arm of the lever forms a jaw which holds the rim been specially designed for effecting plunging fire
of the slide and the ring of the bolster to fix the with guns of high power, while reducing as much
mounting. When the gun has to be t rained it is as possible the shocks caused by the firing, and is
only necessary to raise the lever to disengage the characterised by the combination of two distinct
jaw. .A scale is traced round the circumference of hydraulic recoil cylinders. One acts parallel with
the slide.
the direction of the guides of the oscillating slide,
The drum of the beam is provided in front with and counteracts, therefore, the force of traction
a semi-cylindrica.l box with an axle forn1ed of an developed by the gun trunnions ; while the other
endless screw worked through differential gearing, serves to deaden t he effects of shocks which,
on which the wheel acts for elevating the gun. in this kind of ordnance, would reach sometimes
~Vhen the wheel is turned, the slide which moves consideta.ble proportions. Part of the force deveon the endless screw is disp]aced in a direction loped during tecoil is taken up by a spring recupecorresponding with the rotation and travels on the rator; it is givon back afterward'3 to insure the
helicoidal slide of the jacket, the latter remaining automatic running out of the gun. The mounting
fixed on its axle. Owing to this motion, the beam contains the following main parts : The carriage,
and with it the gun, take a.n inc1ine which corres- t ho slide, the recoil cylinders and recuperator, and
ponds with the number of r evolutions of the wheel. t he bolster. The carriage supports the gun by its
A scale marked on the left trunnion of the ben.m trunnions ; it consists of a gun-metal cradle, and
completes the elevating mechanism.
contains the two traction recoil cylinders. The
' Vhen fired, the gun falls to the rear by turning ca1 riage travels during recoil and return on the
round the beam trunnions, and the hydraulic oscillating guidet::, to which it is clamped, to
cylinder begins immdiate1y to work, deadening prevent its ... hifting during fir,ng. '1 he piston-

2!3
a

rod~ are. fixed in the front of the guides, and their

sect~on JS such t~at the res.ist~nce giv.en during

r ec01l to the flowmg of the hqu1d remams practically. constant. Th e ~lide is of cast steel , and
co~s1sts of. a movable part., with two oscillating
g.Uides, wh10h carry the slide-shoes of the carnag~, and of the fixed frame, formed of two
vert10al cheeks strengthened by ribs and firmly
stayed together. .These cheeks are joined at their
lower .par~ by a c1rcular plntform, in the thickness
of wluch 1s made the racer for the friction balls.
The . centre part of the platform constitutes the
vert~cal cylinder i~ w~ich fits the fixed pivot of the
carnage bolster; 1ts Circumference is provided with
cla~ps that prevent t he shifting of the system. A
honzontal shaft i~ placed at the top part of the
cheoks, r ound wh10h the movable slides oscillate.
The .percussion. rec?il .c~linder contains a piston,
the ro~ of w luch I? Jomted at its top part to
the. m~ddle c.ross-p1ece that joins together the
os01ll~tt~g g':udes. When the piston descends,
the hqUI~ . dr1ven by it ~cts on a movable plunger
that bears on a cross-p1ece loaded with two sets
of Belleville ~prings; ~his takes pJace when,
un~er the act~on of . firmg, t~e oscillating slide
turns down on 1ts hori zontal ax1s. When recoil is
spent, and the. motion of the guides ends, the rec~perator sprmgs relax, and cause the system to
rise at a moderate S,Peod ; and .wh~n t he two guides
have r esumed ~heu n~r~al mchne, the carriage
resu!Des the firmg pos1t10n, under t he acliion of
gra~l~Y The carria~e. can also be fixed in any
pos1t10n by means s1m1lar to those described for
the .1? -cent~metre howitzers and mortarE1, namely,
by JOinted Jaws on the rim of the lower platform.
A groove lB cut round the circumference of the
bolster, to form a. roller-path for the balls ; its
central part f~rms the vertical pivot round which
the movable shde revolves. The bolster is provided
also wit h a ring for bolting it to the foundation.
Lateral training is obtained by acting direct on
the system by means of levers that wodc in sockets
forming part ?f the .Platf~rm. The position can be
regulated durmg firmg, either by sightinrt a distan ~
point or by means of Lhe scale on the b~lster. In
ccr~a.in ~ases the required elevation can be given by
actmg dtrect on one of the gun trunnions with a
square- studded lever ; a screw brake serves to fix
the gun wh~n it h~s been ~iven the re~uired angle.
F or measurmg th1s the stght scale lS used with
movable slide. In cases of masked firina,
a ~irror
0
placed in front of the sight objective, allows the
regulating of the gun on an objective chosen at thA
side. Several pieces of ordnance of this type built
at t he IIa.vre Works, are fitted also with a special
elevating gear, which comprises a crank a set of
conical pinions, aud an endless screw, ~orking a
toothed wheel t hat acts on the left trunnion of the
howitzer.

THE PARIS INTERNATIONAL

EXHIBITION.
THE LARGER FINE ART

p ALAOE.

WE have said in a recent article that the sma.lle1~

Fine Art building, erected on the new avenue lead~
ing to the Alexander Ill. Bridge, will be universally admired for its successful design ; we do not
think that the larger building on the opposite side
of t he avenue will be so generally approved. Now
that it is practically completed ~\n idea can be
obtained of its appearance, which is well rendered
in the illu~tra.tion on page 222, taken from a photo~
graph, wh10h also shows the actual condition of the
works. From this picture it will be seen that the
criticism we ventured upon some time ago, when
the various competiti vc designs were exhibited, has
been justified. It is an unfortunate combination
of a classic, though not clearly defined architectural
style, with the very modern and always unsightly
device of a metal-covered arched roof. To complete
the bizarre effect, a vast dome of admirable design is
placed in the centre of the building and dominates
the whole. It is, as it were, a fine steel structure
enclosed within a classic monument ; two utterly
incongruous designs, though each of themselves
excellently devised. W e shall see later that not
on1y is the metal structure interesting as a piece
of construction, but that it is unusually elegant in
appearance. In the same way the c]assic portion
of the work is worthy of its site ; it is only t he
blend of modern and ancient art that offends the
eye. We regret that we cannot at present publish
d etailed drawings of t he steel work ; such drawings
are not to be obtained now that everyone inte-

...

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

2I4

[FEB. I 6, I 900.

SCHNEIDER-CANET GUNS AND DISAPPEARING CARRIAGES.

(For Descriptio?~, see Pcwe
.. 212. )

--

""'

-- -

_/1i=

A.. ~~~

F4J. 704 .

~'"I
Fi[j. 7015.

loll

IM

II

---

,---.::
'l

._,
~

f- -

e-----

MJ

--'Jl
;:=:

:< ~

............
...........
.

.,,,

ll

-.

r?

Jl ~

F4J. ?06

~11

..::s:z -----

_er:

,,

.,
'

@
,

--

--

..... ;:

-_:,
-,--

... . -

t
I

v:

;;:;;>

- :=c;

-/ l"

;T-

- - -.
-'
J

90-MILLIMETRE

GuN

. . 708.

oN DISAPPEARING C ARRIAGE F OR M o BILE OR FIXED SERVI CE.

Fig .708 .

/. -....._

..

,I

-.

. -......
lr

"
.

. -=

~-

'

--......

--

--

"

//

-<r\

->

tt ~

t(

I :

I
I
I

I
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I
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I
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I '

i'--+11-

FLfJ 7n .

~-.

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f---

- -

Ha.l.f
I

Seclio~

a .b.

'I

I
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~ L

'

Half Secl;ion c. d .e. F.

Yt9.112.

Fie
71f!.
r ...... -- --- - - - -..
.1
...
.-t'
'

'

.L

L__l - - - -- ---~

---.. --- - -- ------------1""1( -

------- ___ ,.,._

--------

---

_____

GUN

-ON CENTRAL-PIVOTED DISAPPEA.RING CARRIAGE

I
I

I
....._.. ~ {

'

--- --155 -MII.LIMET&E

---

--.. -

- ---

'

\"' '

/..
: ~#,.,,,.,.....: -- ;---:I
..
, ,. ............

[)

'

'

---

... .

--

Pig. 70'1.

""

15-CENTIMETRE

SCHNEIDER-CANET

HOWITZER

ON

CARRIAGE.

DISAPPEARING

t-r1

(F or D escription, see Page 212.)

\

,tt1
bj

--

'

0\

\0

\.
\

-*"

Fig':718.

Hfj.7fJ.

~.719.

'o~

,
,
I...

..,. _

- -- -

-t

~~ - ---

I
- - r-- - - - - -- L' - - - r'Q

'

__- - - - - - ---

"'=>

----....

- -

t~j

<S>

6>

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- [ IIH -H- - -+-fH

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i. l

Ft!J.7Z1.

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~~
- - -- - - 411

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(', .....

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- - - - - - - ""').- - _..,.

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0

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1

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0
0

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1 1 10

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I

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<..n

-------FIG. 722

FIG.

723.

216

rested in the building is working at the hiahest

possi~le pressure in order that at least it m:y be
suffic1ently complete by the date of opening.
Before at t empting a d escription of this part of the
palace, we will give some idea of its plan, and
also of the masonry shell t hat surrounds the real
building.
It will be r emembered that at the time of t he
competit ion four architects submitted plans t hat
p os3essed high merits and were adjudged wort hy
of being recompensed, and in order to satisfy
every one it was determined to allot to each of
these four, some p ortion of the work. Thus to
M. Girault was assigned the general supervision ;
the front of the palace was given to M . Deglane ;
the rear part to M. Thomas ; while the cent ral
connecting hall was allott ed to M. Lou vet. I t
was, to say the least, a novel combination, but
the r esult, architecturally speaking, has been very
harmonious.
In a somewhat similar manner,
ther e were three contractors for the st oneworkM. Pradeau for the rear part, M. Chapelle for
that p ortion confided to M. Lou vet, and for the
r est MM. M anq uette and Marlaud.
As will be seen by r eference to the plan that we
publish on page 222, the palace is made up of t wo
separate buildings, which are not parallel, these
two b eing connected by a central hall at right
angles approximately to the two others. The main
part, that which shows its fa~ade on t he new
avenue, is rectangular with r ounded ends ; its
outside dimensions are 292 metres (958 ft.) in
length, and 92 metres (302 ft .) in width. Inside,
the great hall, the arched r oof of w hieh is seen in
the pict\1re, measures 676 ft. by 184 ft., and t his
is extended by the addition of that part of t h e
building which connects t he front and back portions of the palace.
This addition, which
measures 184 ft. by 125 ft ., is immediately opposite t he main entrance, so that a magni ficent
effect cannot fail to be produced, heighten ed by the
pers pective of the monumental staircases at t h e end
of this extension, and t he p osition s of which are
shown on the plan. The main entrance is a portico
that projects 23 ft. from t he gen eral line of frontage
and forms t he chief feature of the fayade. This
portico includes six I onic columns, arranged as
shown in the plan, and enclosing an exterior gallery
115 ft . long and 23 ft. wide, at t he back of which
are three doora in the main wall of t he building by
which access is obtained to t he vestibule . 'fhis
vestibule, which opens direct into the hall, is
covered by a promenade that affords a means of
communication between t he various high-level galleries placed on each side of the hall, and which
will be used for exhibit ion purposes. The p ortico
is flanked on each side by a tower in masonry
highly ornate, and surmounted by elaborately
carved decorations. This is well shown in t he
engraving, although the tops of the pylons are concealed b ehind t he staging used in its construction.
Within the towers are elliptical rooms containing
stairways leading to the upper galleries. I t will be
observed that the ground fl oor of the palace is
raised above the surrounding level, making the
h eight of the floor about 8 ft. above t hat level, an
g.rrangement that adds considerably t o t he importance of the building. This difference in level is
overcome by slopes on each side, and by a wide
central stairway. There are doors placed in the
towers flanking t he p ortico by whi eh access is obtained direct t o t he basement of the towers , and
also to the stairs leading to the upper galleries.
There are also entries to the side colonnades and
others in front, as seen on the plan. These will
be ornamented with sculpture in harmony wit h
the rest of t he fa~ade. On each side of the central
portico, and set back slightly is a colonnade
16 ft. 5 in. wide; the pavement level of this is a
little lower t han that of the vestibule ; each wing
is composed of fifteen bays formed by fourteen
columns 28 ft. high, the height of t he colonnad e
being 39 ft. 4 in . This arrangemen t provides on
each side of the portico, a cover ed promenade
203 f t. long, and from it direct access is gained to
t he Exhibition r ooms on the g round floor as shown
in the plan. T o break the uniformity of t he long
ranae of columns, there are placed at r egular inter:als, groups of allegorical statuary, t here being
four such groups on each side; as will be seen from
the engraving, all of these are in place. As decorations above t he entablatur e of the colonnades,
gigantic urns are placed at ~terva.ls ; we .h ave
already seen a similar decoratwn of t he atbc of
the smaller Fine Art building. The desig n of the

E N G I N E E R I N G.
ends of the palace is particularly fortunate;
from the plan it will be seen to consist of
two corner pavilions connect ed by a boldly
curved fa~ade; the eng raving shows very clearly
ihe d et ails of the front of one of the pavilions,
though nothing can be seen of the end fa~ade.
These pavilions are hexagonal, and access is gained
either through the galleries, or by a bold flight of
s teps from the outside ; the hexagonal pavilion on
the g round floor is repeated on the upper story.
It is almost needless to explain t hat all the ga~
leries running around the building on t he lo wer
level are also repeated on th~ higher floor. The
upper galleries will be lighted from above, the
lower ones by windows opening on the colonnade
and also by other openings giving u pon the main
hall. W e fear that the ligh ting of t hese lo wer
galleries will leave n1uch to be desired.
A basement extends beneath the front and r ear
fa~ades of the hall ; it presents nothing calling for
comment , except, perhaps, that the two basements
are connected by t unnels t hat start from the basements of the two pylons flanking t he central vestibu1 e. The end faQades are not so ornate as the
front, and with good r eason, as during the summer
they will be to a large extent concealed by t he
foliage in the gardens. They also are built with a
basement, and, like the other parts of t he hall, have
gr ound and first-floor galleries, the former lighted
by large windows and the latter from above. In
the centre of each end fa9ade is a wide entrance
which, on t he gr ound floor, will divide the galleries
as shown on the plan. The rear fa~ade of this
part of the palace extends only so far as to join up
with the connecting hall between t he two great
naves, and which may be conveniently regarded as
an annexe to the principal hall, the general arrangements of which we have just described. From the
plan it will be seen how the galleries, both on the
ground and first floors, extend around t he sides,
and communicate one with another. I t will also
be n oticed that in addition to the outer galleries in
the conn ecting hall, there is a wide transverse
gallery on t he first floor joining the two lateral
ones. 'l'he latter will be lighted by large circular
windows, as shown in t h e plan. I t will be n oticed
that, owing to t he form of t he ground. the palace as
a whole is not symmetrical, and that the smaller hall
is n ot parallel to t he larger ; from this it follows
t hat t he sides of t he connecting hall are of unequal
length ; t his apparent difficulty ha-s been very ably
treated and will n ot detract from the general
appearance of the design. In t he centre of t he
longer fa~de of the connecting hall, that is t o
say, the frontage on the Champ Elysees, a broad
d ouble stairway has been made, leading t o a large
entry; the space beneath the transverse gallery on
the first floor of the connecting hall is occupied with
service stairways and inclines leading to very extensive offices, stables, &c., in the large basement
made in this part of the building. T o understand
this somewhat incongruous annexe to an Art Exhibition, it must be r emembered that t his building
is a permanent one, and t hat it will hereafter be
utilised for miscellaneous purposes, such as horse,
and other animal, shows ; in fact, for the same uses
as were served by the old Palais de 1' Industria, so
that extensive stabling will be a necessity.
The s maller part of t he construction - the rectangular b uilding connected to the larger by t h e
intermediate hall- may be reg~rded practically as
independent. So f~r as t he coming Exhibition is
concerned, it will be useful as affording a certain
amount of exhibiting space ; but wh ether it
will prove of much permanent utility is open t o
d on bt. It faces on the A venue d' An tin, and is cer.
tainly an admirable piece of design. I t consists
essentially of a central elliptical hall or rotunda
measurinct 146 ft. by 137 ft. 9 in., on each side of
which ar; exhi bit ing galleries. In each wing t h er e
are two such galleries, one on t h e ground floor, the
other on t he first storey ; they are 118 ft. long and
32 ft. 9 in. wide. These galleries communicate
wit h those of t he connecting hall, as shown on the
plan. On the fi rst floor they are lighted from
above, the best method of dealing with picture
galleries ; on t he ground floor, however , special
means are resorted to. Large openings are made
in the floor of t he upper gallery, from which light
is thrown b elow, and light is also taken from t he
central hall of t he connecting building. As will be
seen from the plan, this hall has on t he first floor,
and running around all four sides, an inner gallery
22 ft. wide carried on brackets, attached to the
frami ng. Access to them and to the whole series of

[FEB. 16, 1900.

galleries is by a broad stairway in each hall and which
occupies a considerable part of the floor area. At
the ends there are on the ground floor a nu mher of
separate rooms to serve as offices, &c., besides the
square rooms on each side; on the first floor there
is in addition to these r ooms an octagonal s~lon
at each end elaborately decorated and admirably
lighted.
Th~ centre of t he building we . are considering
con ta1ns, as. has b.een already sa1d, an elliptical
rotunda ; t h1s consists of two parts, the vestibule
beneath the dome, and a circular gallery, the floor
of which is raised 6 ft . 6 in. above that of the
vestibule, communication between t he two beina
established by six broad series of steps ; this gallery
is cut off frorn the vestibule by eight massive piers
shown on the plan. The arrangement certainly
contracts t he not too large dimensions of the
rot unda ; above the circular gallery is one on the
first floor. The fa9ade of this small palace facing
Avenue d' Antin is extremely elegant, although of
considerable simplicity compared with many of the
other buildings of t he Exhibition. It consists
essentially of a salient entry flanked by columns,
and r eached by a flight of steps; on each side of the
entrance are ranged six groups of twin columns ;
pavilions are placed at t he angles, and the ends
ar e enriched with groups of columns somewhat
project ing; between these are large windows.
As in the smaller Fine Art Palace that we described last week, cement reinforced wit h expanded
metal or its equivalent, pla.ys an important part in
the structure of this building, though to a less
degree. I t is used in t he flooring of the galleries in
the first storey, in the narrower galleries that are
carried on brackets from the column of the main
hall, in the numerous stairways, and in many other
parts of the building. Needless to say, t hat before
its adoption the material was subjected to very
severe t ests, and if it withstands satisfactorily the
heavy use of a six mon ths' Exhibition, it will have
received a sufficient endorsement to justify its
general adoption into permanent constructive work
in t he future.
In another article we propose to give some description of t he steel work that enters so largely into
the construction of this building. Meantime we
may mention t hat the contractors for the masonry
have put into use more modern appliances for
handling material than can be found on any 9ther
par t of the Exhibit ion grounds. Thus a railway
has been laid down to the Seine, so that stone and
other materials can be unloaded from t he barges
and brought direct to the site ; t he cranes and
other hoisting and shifting appliances are of advanced types, and all the po wer employed, even
down to cement and concrete mixera, is distributed
electrically.
(To be continued.)

I NDIAN RAILWAY PR PERTY.

AN important st ep has been t aken during the l.ast
few months in connection with Indian railway affaus.
The Great Indian Peninsula was organi erl in August,
1849, t he basis of t he organi ation being a .r ontract
with the Secretary of tate for India in council, under
\\'hich the company was guaranteed interest at the
rate of 5 per cent. per ann um upon it capital, power
beina re en ed to the ~..;ecrc tarv of . ' tate to pureha e
the ~ompany's lines upon the expiration of 50 years.
The contract waCJ dated August 17, 1849, and on
August l , l 99, the 'ecretary of , ' tate sent a for~al
notice t o the company, stating that the Anglo-Ind1an
Government proposed to exer<:i~ e its l'ight of pnrcha c,
and to take over t he property; the purcha e to bo
effect ed upon t he annuity system, and the f.uturo
working of the line to be a matt er of further ~ons1dera
tion. As not a day was lost in giving not1ce of the
intention t o purchase, the Anglo-Iudian Horer~ment
had clearly long made up its mind upon the sub~ect-:
indee<l, a provisional notice was given to that efle?t m
~"ebruary , 1 99. The policy of t~lC Secrc~ary of ?tnto
with respect to t he Great In<lum Pemnsuh1 " ould
appear to present a d ose resemblu.n('e to that acloh~cd
in con nection with the purcha e of the ~a t !n<~<10
The two principal railways of British l~cha will thus
be short ly incorporated in the Anglo-Indtan tatc 1~?t
work. A simihu cour e has also been adopted~' 1th
reaard to the Ea t ern Bengal aml the South Inchan;
and tho proce s of ahsorption will, no doubt, be ex
tended later on t o the Madras, and the Bombay,
Barocla, and Central India.. Tho capital expended by
the Great Indian Peninsula to the clos? of J l~nd
was 25 534 940l and t he profit reahse
l 99
'
.,
for ' the half ' year
was
959, ,96l. . Th e .Analo
o f
Indian Trca ury, accord ingly, ran httle rtsk 0
loss in taking oYer the property, although the
1

'

FEB. I

6,

I 900.

terms of purchase will be based upon the market ,~alue

of t he ordinary and debenture stocks for the last three
years. 1'he amount of ordinar y stock outstanding at
t he close of June, 1899, was 20,000,000l., and t his will
be taken for pmchase ;Purposes at 34,000,000l. or
35,000,000l. E ,en on this libetal basis, however, the
Anglo-Iudian Treasury will probably be a gainer by
the important operation which it has in contemplation.
The annuity system is an excellent one, as upon t he
expiration of the annuity granted-say 60 or 65 years
hence-the company's lines will become the absolute
property of the Anglo-Indian Government ; and all
prolits realised upon t hem will be so much net income,
to be applied in reduction of the general taxation of
India. The Anglo-Indian a uthorities do not appear
at t he same time d isposed to work the Great Indian
P eninsula or any other lines wi th its own staff; the
idea is rather to form new working companies, and
allow them to make some profit out of the working,
after paying the Go,ernm ent a fix ed rent annually.
T he Anglo-lndian au thorities appear to have a shrewd
suspicion t hat, after all, a working company is more
likely to carry on its business in a more satisfactory
manner than a ny g roup of Government officials, bowever well disposed. In other words, the Anglo-Indian
aut horities are impressed with the conviction that to
secure a satisfactory profit out of a railway, you must
give a group of capitalists a d irect interest in workin~
such a profit out. W e have referred incidentally to
the probable purchase, at a future date, of the ~1adras,
but this undertaking is in a Yery different position to
t hat occmpied by the Great Indian Peninsuht. I t
scarcely clears at present the 5 per cent. guaranteed
by the Anglo-Indian Government, and yet its 5 per
cent. stock is at 60 per cent. premium. I t would,
accordingly, be more d ifficult for the Anglo-Indian
finance minister to mftke a profit for his Government
upon the purchase. The only ad vantage which the
Anglo-Indiau authorities would derive fro m buying up
a property like the Madras, would be of a strategic
character. The Madras lines, upon being taken over
by the tato, would become mo1 c completely under
GO\ornment coHtrol, and could be used according ly
more readily in the case of some military emergency.
This, ho,vever , can scarcely be regarded as a mattet
of importance : as there can be no doubt t hat if any
great diffi cult y arose, the Madras would be quite prepared to render the Indian Government all possible
assistance. The Anglo-Indian Government may, accordingly, show less eagerness to tak e over the
Madras, excep t upon the principle t hat when you are
once building up a network of 'tn.te lines you may as
well be thoroughly comprehensive. The capital expended by the .Madras stood at the close of June, 1899,
at ll ,195,497l., while the net revenue collection in the
six months ending with the same date was 213,413l.
The acquisition by the Anglo-I ndian Government of
the Bombay, Baroda, and Central India, will be a
matter requiring great consideration. The undertaking of t he Bombay, Baroda, and Centr al India may
be divided under three headings- first ly, the lines
owned outrigh t by the company ; secondly, t he lines
worked by the company for the Indian Government ;
and t hirdly, the lines worked by the company for
certain nati\ e states, or other companies. The whole
length of line worked by the Bombay, Baroda, and
Central I ndia, stood at the close of June, 1899, at
2634 miles. In t h is total t he company's own lines
figured for 461 miles ; the lines worked fo r the Indian
Government, for 1815 miles; and the lines work ed for
native states and other companies, for 358 miles.
The company has realised a satisfactory profit upon
the lines which it work s ; and in determining the
value of its stocks for purchase purposes, t he difficulty
will be to define how much of this value has been
derived from working operations. An arrangement
wruch has been enfore;ed for working the State lines
by the company will cease in June, 1900. N egotiations are pending with the ecretary of State for
India in col.mcil, as to the terms upon which the li nes
are to be carried on by the company after June 30,
1900. These negotiations have presented many intricate points of consideration ; but the directors hope
to be shot tly in a position to inform the pr oprietors
t hat terms have been arranged for the working of the
lines by the company for 5~ years ending with Decem ber, 1905, when the company's own lines may be
purchased by the ecretary of State. The rapi tal expended by the Bombay, Baroda, and Central India to
the close of June, 1899, was 9, 745, 1041., and t he profi ts
realised by the company- thanks to t he assistance
afforded to its revenue ac count by the working of the
Ind ian Government and Native tatc lines- have been
so appreciable that 224,306{. remained for d idsio n for
the first half of last y ear, between the company and
the. ecretary of tate, as so much sm pl us profi t .
In tf1e early ~ta~es of Indian ra ilway enterprise, the
finane:ial 1 esults hkely to atter.d the construction of
the guaranteed systems were a matter of doubt; and
for the first few J ears the Anglo- Tndian T reasury had
certainly to make considerable advauces in fulfilment
of its guarantee of interest. The profits of t he t hree
principal guaranteed ljnes-the Grettt Indiap P enin-

E N G I N E E R I N G.
sula, the Bombay, Baroda, and Central India, and the
Madras- have, however, become so s ubstantial that
this difficulty is now practically overcome. In 1898
the net revenue. of t he t hree systems just named was
2,,890,295l., wlule the amoun t of guaranteed interest
d1 l not exceed 2, 163,683l. There would accordingly
ha Ye been no loss for t he year , so fa r as the three
companies were con cerned, but for t he unsatisfactory
o~ttcome of exchange operations.
The guarantees
g1 ven to tho Southern Malu'atta, tho Indian :M idland
the .Bengal and Nagpur , and some of the other newe;
Indian systems, have all been upon a r educed rate
but .taking these new lines, a s a whole, t hey stili
entatl some burthen an nually upon the Indian
Treasu.ry- a burthen. which is increased by the loss
atte~dmg the conversiOn of rupees into sterling, when
r emittances haYe to be mad e to E urope in fulfilment
of guara ntee arrangements. T aking a general view of
matters, it would certainly appear to be the fixed
policy of. the Anglo-I~dian Government to gradually
extend Its ~tate ratlway network by b uying up
guaranteed hnes whenever t he t ime arrives for exercisi~g its power to do ~o. It is accor d ingly in British
Ind1~ that the expenment of State railways may
possibly be worked out upon a large and instructive
scale. Even, however, when the Anglo-Indian Governm?nt ow ns all the railways of .British I ndia, t hey will
still _probably be worked by private companies, so as to
obtam the largest possible a mount of revenue from
them. The problem of State railway admin istration
will, accordingly, remain, after all, to be solved-if
indeed, its solution is not a-llowed to stand over to ~
practically indefinite period.

217
copper, the oxygen atoms which surround these bodies
move slightly away from the copper and approach slightly
nearer to the zi nc. These slight motions produce the
whole volta effect. All that is necessary for the volta
effect is the inherent film on the surface, all the rest of
the gas is mere dielectric, and might be substituted by a
vacu um.
It was proposed by Profeesor Perry and second.:d by
Professor A rmstrong that a meeting should be held to
discuss the address.
The meeting then adjourned until February 23.

LAUNCHES AND TRIAL TRIPS.

T Hli: steel cargo steamer PetE'r Hamre, built Ly the
LaxevaagE! Engineering and Shifbuilding- Company,
Bergen, Norway, went on her tria trip on F ebruary 3.
She has been built to the order of JHr. H. Hamre,
Bergen, and to Norwegian Veritas highest class. The
vessel is of the following dimensions : L ength extreme,
245 ft. ; breadth, 32 ft. ; depth, 16 ft. 1 in. She has
1600 tons deadweight carrymg capacity. The engi nes
are of the tripleexpansion type, about 630 indicated
horse power, and a speed of 10! knots was attained.
T~e

- --

Glory, battleship, arrived at P ortsmouth on the

8th mst., on the conclusion of her 30 hours' trial at a
n~minal power of 10,250 indicated horsepower. The
tnal was eatisfactory. The draught was 26.ft. fore and
aft, and the trial was run with 240 lb. of steam in boilers.
The vacuum wns 27.4 in. starboard and 26.4 in. port ;
the revolutions were 99.4 starboard and 99.2 port. The
mean horse-power of the 30 hours was 10 587 with a
vacuum in smokeboxes of .34 in. The ship m~de four
runa over the deepsea course, and the recorded mean
speed was 16.78 knots, which is less than the actual
speed, as the ship on the third run over the measured
distance had to go out of her course to avoid a sailing
vessel. Some hours after the trial, and when the ship
TH E PHYSICAL SOCIETY.
was off St. Catherine's Point, a slide rod in the starboard
AT the annual general meeting of the Physical Society, m~in
engine.
broke,
and
t~ough this did not pre':'ent the
held on February 9, Professor Lodge, F.R.S , President, sh1p from gomg ahead wtth both engines the starboard
in the chair, the following officers were elected to form engine was disabled from going astern.
the Council: President, Profeesor Lodge; Vice Presidents (who have filled the office of President) : Dr. G ladThe new sloops Shearwater and Vestal were floated
~tone, Professor Carey Foster, Professor Adams, L ord out of No. 2 dock at Sheerness Dockyard on Saturday,
K elvin, Professor Clifton, P rofessor Reinold, P ofessor the lOth inst., in the presence of Admiral Sir N. BowdenAyrton, Professor Fit zgerald, ProfPssor Rticker, Sir W. Smitb, Commander-in-Chief at theNore, Captain B. F . H .
Abney. Mr. Shelford Bid well ; Vice-President~, Mr. Henderson, C. B., superintendent of Sheerness Dockyard,
Blakesley, Mr. Boys, Professor Everett, Mr. GriflHh ; and other officers. The Shear water and Vestal have been
Secretaries, Messr~. H. M. Elder and ' V. W atson ; built from the designs of S ir W . H. White, Director of
Foreign Secretary, ProfessorS. P. Thompson; Librarian, Naval Construction, and were begun on February 1 last
Mr. W. Watson; Treasurer, P rofessor Callendar; other year. Their principal dimensions are as follow : Length,
Members of Council, Professor Armstrong. D r. Atlcinson, 180ft.; breadth, 33 ft.; mean load draught, 11ft. 6 in.;
Mr. W. Baily, Prof~sor Glazebrook, Mr. E. H. Grif- displacement at load draught, 980 tons. Their armafiths, Mr. S. Lupton, P rofessor Perry, Mr. Swinburne, ment will consist of six 4 in. quick-firing guns, four
Professor Threlfall, and Mr. J. Walker.
3-pounder Hotcbkiss Q.uick-firing guns, and two .45-in.
Mr. Adden brooke asked if the Proceedings of the Maxim guns. When commi~sioned the Shearwater and
Society could be published with less d elay.
Vestal will each have a complement of 104 officers
The Chairman promised to try and have them printed and men.
sooner.
Profe~sor Lodge then delivered his Presidential AdThe French torpedo boat destroyer Framee, built on
dress on "The Controversy concerning V olta's Contact the L oire, has arrived at Lorienb to receive her armament
Force." Those who take a metallic view of the volta and to undergo her preliminary trials. She is of the
contact force are accustomed to deny that the Peltier same type as the Durandal. H er length is 181~ ft. Her
evolution of heat measures the local electromotive force contract speed is 26 knote, but she is expected to attain
existing at a junction; they assert that it measures t he 28 knotEI. Her armament will consist of seven quickrate at which that s.'\me electromotive force varies with firing guns and two torpedo tubes. She took 27 months
temperature. In the thermodynamic equation connect ing to build. T he Y atagan, another boat of the same type,
the Peltier effect with the variation of electricity with will follow the Framee to Lorient in April.
temperature, the electricity which varies is not necessarily
that at the junction considered, but is the total electroT RANSSIDERIAN RAILWAY.- The last link in the Amoov
motive force of the circuit. The reversible heat at a specified j unction is a measure of the metallic electromotive section of the Trans-Siberian Railw!-y has been comforce located there. Those who say it is a temperature pleted, and trains are now run to Haba10f::k, on the
variation of the electromotive force, beg the question by Amoov.
locating the whole of the electromotive force of the circUlt
BEDFORD GRAMMAR ScHOOL.-We are pleased to state
at the particular junction t hey are considering ; usually an
interfa.ce of zinc and copper. At a chemical junction the that the governors of Bedford Grammar School, in order
electromotive force is not purely thermal, a.nd hence is to conform to modern ed ucational nerds, have institutE-d
not measured by the Peltier effect; it is chiefly of chemi- special classes for lads whose training is intended to fit
cal origin, and is calculable from the energy of combina- them for entering the engineering industry. It is not
tion of the materials on either side of the boundary. At contemplated to speciali~e by teaching engineering, the
a metallic junction there is no such chemical potentiality. aim of the governors being to ~ay special attention to
A strong current may be passed across a zinc.copper junc- those subjects of which an engmeer must have knowtion for years and no brass is formed. It is therefore ledge, such ~ mathematics, mechanics, electricity, &c.
improbable that the chemical affinity of zinc for copper is The study of the dead languages is, in many public
the propelling influence which causes the electromotive schools, compulsory, and occupies the most important
force located at such a junction. In showing the volta place in the curriculum. It is reMsuring to find the
effect experimentally, a trace of liquid can act detriment- governors of an old-established school in this country
ally by forming a conducting bridge between the plates, advancing with the times, and substituting for a classical
across which the bulk of the electricity pas~es as the system, a course of instruction that will prove useful to
metals are being separated. The safest and clearest the student in his future career.
mode of expressing the volta t-ffect is that it consists in
R ussi AN W ARSBIPS.- T he Russian battleship Cesarean oppo~ite charge acquired by dry zinc and copper while
in metallic contact, a charge which results from an elec- vitcb, which is being buHt at La Seyne by the Forges et
tromotive force of fixed value, and is controlled solely by Ohantiers de la ME>diterranne, is of the same type as the
this electromotive force and electrostatic capacity. It is French batt10dhip J aureguiberry. H er length is 36t ft .,
un deniable that the order of the volta force can be calcu- beam 76 ft., displacement 12,900 tons. She is butlt of
lated from the differential beats of combination of the SiemensMartin steel, her upper armour deck being of the
metals for oxygen, although it is doubtful whether it can same material. The armour belt is 8 in. thick amidships,
lessening t o 4 in. fore and aft. Above the armour belt is a
be calculated from the heat of form ati on of brass.
The oppo~ing sides of th e old controversy used to be further protection 6 in. in thiokneEs reaching to th e main
called contact theorists and chemical theoriRts. Now the d eck. The protection of the casemates is 6 in . and that of
opposite sides are involved both in contact and both in the barbettes 10 in. thick. She will carry four 12-in , twel ve
chemical views. It is a question of which of 8everal con- 6-in., and twenty 3-in., and 28 smaller quick-firing guns,
tacts is the effective one, and what kind of chemical and also six torpedo tube3, two of them suhmer~ed. The
action or affinity is the active cause. I s it the contact Borodino and the Orel, building at St. Peter.. burg, are
and chemical affinity across th e metal-metal junctions, or sister ships of the Cesarevitoh, but are 8 ft. longer, have
across the metal-air junctions? The opposite sides are 700 tons greater displacement, and the protection above
thus metallic and dieleotric. The metal-air force is of the armour belt is an inch thicker. All three ships have
the order volts, the metal-metal force is of the order 1!-in. protection against torpedOt*'. The engines develop
16,000 horse power. The imperator Nicolai I., battleship,
milli-volts.
When a piece of zinc is put in contact with a piece of b~ been fitted with Belleville boilers.

218

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

[FEB. I 6,

900.

GENERAL ARRANGEMENT OF ENGINES AND BOILERS, US

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I N our issue of January 26, we gave on t he two-page in our issue of December 29 la~t (see page 819,
plate illustrations of t he four-cylinder triple expan- vol. lxviii. ), in the report of t he meeting of the Amerision engines of the United tates protected cruiser can Society of Naval Architects and Engineers.
"Denver" a t:d her five sister- vessels, as designed by
the Engineering Bureau of the Navy Depart men t at
W ashington, of which Rear-Admiral Melville is chief.
H . M . TORPEDO-BOAT DESTROYER
We now publish on our two-page plate a nd on the
"VIPER, " WITH PARSONS TURBINE .
present page, in Figs. 13 to 16, further illustrations
THE upper illustration which we giYe on the opposite
showing the general arrangement of the machinery page reproduced from a photograph taken of H .M.S.
in the vessel. In a subsequent issue we shall give V iper, when steaming 35! knots-gives a splendid idea
other illustrations showing certain details of design of the success attained not only with Parsons s team
of these engines, a.nd postpone our description until turbines as a propelling power, but in t he design of the
t he series is complete. Some details of the engines bull to secure a high efficiency , for the wave line sugwere given in our issue of January 12 (see page 50, gests s. minimum of resistance for t he great speed.
ante), and details of the Yessels were also publi~hed . The Viper has been built for the British Navy, her

.., , ..

- - spedal characteristic boiug that she is fitt~d .by thf

Parsons Marine Steam Turbine Company, Ltmtted, 0
WalJsend-on-Tyne, with the now welJ-known steam
turbine invented by the H on. Charles Parsons. Full
details have already been given in ENGIN'EE&r~o ~see
vol lxviii., pages 191, 221, and 256}, of the prmCiple
of the system, so that it is not necessary here to enter
into details. The vessel is 210 ft. long, 21 ft. beam,
12 ft. 9 in. depth moulded, and displaces 350 tons.
These dimensions differ litt.le from those of the. destroyers fitted with t he ordinary reciprocating e~g1Def
- the displacement is 25 tons more than the beav1est 0
t he30-knot boats-and it becomes interesting to note the
increase in power for each succe8$ive addition to speed.
The first boats of 26 knots bad 3200 indicated horse

F ED. I6, 1900.]

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

2 19

H.M. TORPEDO-BOAT DESTROYER "VIPER."

THE

PAR ON

~IARINE

TEA~!

TURBINE

COnlPANY,

L!J)IlTED,

'VALL END ON-TYNE.

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power at command , t hen 27 knots required an increase

from 4000 to 4200 indicated horse-power. When
30-knot boats were built, it was fo und that the power
he.d to be 6000 indicated horse-power; for 32 knot s
the power was found to be close upon 9000 indicated horse-power, and the turbine-propelled Viper
has, it is said, attained her speed of 35! knots wit h
11,000 indicated horse-power. In other words, the
power for 26 knots was 12! indicated horse- power
per ton of d ispla~ement; for 27 knots, 15l indicated
horse-power per ton ; for 30 knots, 20 indicated horsepower per ton ; for 32 knots, 24~ indicated horsepower per ton ; and for 35 knots, 31 ~ indicated horsepower per ton. I t will be noted that the increment
in power j ust OYer 30 knots is not so g reat as under
and over that speed, and that between 32 and 35
knots it shows a. quick upward movement, The other
vessels make 400 revolu tions, the Viper's engines nearly
three times this ; and thus it was necessary, instead

......_,._

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of having only two propeller~, t o fit tight on four

shafts, so as to secure the necessary forward thrust
and t he ad vantages of hi gh r otary speed.
There are two shafts on each side of the centre line
of the ship, with two sets of compou nd steam turbines. The arrangement on both sta rboard and port
sides is t hat t he high-pressure turbine drives the
outer, and the low-pressure turbine the inner shaft .
On the inner shaft a reversing turbine is also fitted ;
it runs idle when the boat is going ahead, and when
it drives the ship sternward, the forward t urbines
are idle. The speed ast ern is 15 knots. Our illustrati on of the machinery shows one of the t wo duplicate
sets having high-pressure, low-pressure, and reversing
turbines. The screw shafts are carried by brackets as
usual, and on each shaft two propellers are mounted,
th e a fter having a slightly larger pitch than t he forward propeller. Ther e are thuR eight propellers. The
thrust from the shafts is entirely balanced by the ste.m

act ing on t he turbines, so t hat t here is little fri ction.

The multiple propellers, and t he hi gh rotary speed,
with the absence of reciprocating par ts, over comes
vibrations which, apar t from their wearing effect on
the hull and on the p er onnel, render good gun practice inaccurate. The weights are as follow :

Boiler-room weights with water Tons Uwb. Qr. Lb.

in boilers
...
... ... 100 15 0 0
E ngine-room weights with auxilia.ry gear and water in condensers ...
...
...
... 52 6 1 5
Weight of propellers, sha.fting, &c. 7
14 2 0
Total
...
... 160 15 3 5
The boilers are of the Yarrow type, a.nd the auxiliary
machinery and condenser s are of the ordinary type.
The hull and all fittings are of t he usual design. The
official Admiralty trials will be looked forward to
with great interest.

220

E N G I N E E R I N G.
NOTES FROM THE NORTH.

G~ASGOw,. Wednesday.
Glasgow Ptg-Irm Man-kct.-A fauly active busin~s was
~one in the warrant market last Thursday forenoon and

1~ sympathy wi~h the course of affairs in other s~cula

tJ ve markets, pr1ces were very firm. About 25 000 tons

were dealt i.n, a:nd cotch iron was advanced 4~d: per ton,
and hemat1te 1ron 5d. The market was easier in the
afternoon on a little realising. Scotch iron gave w a.y
5~d. per ton; Cleveland, 2d.; and hematite iron, 4d.
per ton. Th~ sales amounted ~ 10,000 t ons. The
settlement pnces were : Scotch non, 68s. 10~d. per
ton; C~eveland, 69a. Gd.; Cumberland hematite iron,
77s.; 1'I1ddlesbrough, 78 ~. A moderate amount of busine~ was d~ne on Friday forenoon, and the tone was
easier. on pnva:te cab.les from America, reporting another
d~op m the prtce of 1ro~ there, but sta~ing that there was
st1ll a g~od dem~n~ for Jron. The ad vices were certainly
somewhat confhctmg. About 15, 000 tons of iron were
sold, and Scotch and hematite iron both gave way 4~d.
per ton, a nd Cleveland iron 1!<1. per ton. In the a.(tern~on only some 7000 tons changed hand~, and prices were
w1thout furth er change. The settlement pr1ces at the
clos~ were : 68s. 6d., 69o. 3d., 76:i. 6d., and 783. pu t on.
Busmess was almost at a standstill on Monday forenoc;m, only sorue 3000 to 4000 tons being deal t in.
Pr1ce3 opened flat, but completely recovered their ground
and cl.osed very firm, Scotch being ! d. per ton better than
on Fnda.y, Cleveland 3!d., and hematite iron 1d. per ton.
In. the afternoon about other 4000 tons were dea.lt in and
p t lces closed very firm, Scotch iron finishing 4d. u'p on
the day, Cleveland 2~d., and hematite iron 5d. per ton.
At the close settlement prices were: 68s. 10~d., 69s. 6d ,
76s: 10~d. , and 783. per ton. Though not particularly
act1ve, the market on Tuesday forenoon was strong, and
about 10,000 tons changed hands a.t higher prices.
S~otch warrants gained <ijd. per ton at 69o. 2~d.,
w1th buyers over, while Cumberla.nd hemati te iron
advanced 8~d . per ton to 77s. 6d., and Cleveland
w as 1~d. per ton at 64.s. 7~d. cash buyers. A small business was done in the afternoon round 5000 ton~ and
prices were flat. Scotch iron opened 2i<J. per ton do'wn a.t
69~. 3~d. one month, and lost a further 1d. per ton at
68s. 11d. cash and 69~. 2!d. one month. Buyers at the
close were steady on the da.y a t 68d. 10~d. per ton
cash. Cleveland lost 5id. per ton, and feft off 4~d.
per ton on the day.
Cumberla.nd hema.tite iron
d eclined to 77s. 7~d. one month but s ubsequently a
slight rally took place. Buye~ at the close were
6d. Pf:r. ton up on the day. The settlement prices
wer~: 68s. lO~d., 69d. !3d., 77s. 4! d ., a.nd 78s. per ton.
Busm8$S was practically at a standstill this forenoon
when only some 2000 tons of iron changed hands. 'l'her~
was a. fall, ran ging from ld. to 2~d. per ton. About
10,000 tons were dealt in at the afternoon meeting of the
ring. Cle~e~a.nd fell 5d. and bematite iron 3d. per ton,
Scotch gammg ! d. pe r ton. The settlement prices
~ere: 68s. lO!d., 69s., 76s. and lO! d.
The followmg are the current prices of No. 1 makers' h on:
Clyde, 833. 6d. per ton ; Gartsberrie and Calder
84~; Summerlee, 85s. 6d. ; Coltness, 89a. 6d.-the fore~
going all a.s shipped at Glasgow ; Glengarnock (shipped
a.b A rdrossa.n), 83s. ; Sbotts (shipped at Leith}, 86d. ;
Carron (s~ipped at Grangemouth), 85~. 6d. per ton.
The followmg are the returns of shipments of S cotch pig
iron for the past week: For the United States, 130 tons;
India., 203 tons; Australia, 120 tons ; France, 385 tons ;
Italy, 150 tons; Germany, 220 tons; Holland, 423 tons;
Spam a.nd Portugal, 300 tons ; l~ser quantities to
other countries, and 3748 tons coastwisP. For t.he
week the t otal was 5H G tons, as in the same
week of last year. In the ea.rl}' pa.rb of last week
there were hopes of a. speedy British victory in South
Africa., and tba.t circum~tance materially influenced
the iron market for good, but by the end of the week the
ad verse influence of a bad American reporb caused a.
s trong downward movement, a.nd prices closed with
a.n undecided tendency, but still with a. good ad vance on the week. Several makers slightly 'ldva.nced
their prices for No. 1 pig iron. There was a.n additional furnace put in blast, making the total blowing
86, as against 83 in the same week of last year. Hematite warrants, in wh ich a considerable business was done,
fluctuMed in price between 75s. 6~d. and 77s. 3d . per ton.
The s tock of pig iron in M essrs. Connal and Co.'s warrant
stores stood at 219,313 tons yesterday a fternoon, against
223,845 tons yesterday week, thus showing a. reduction
for the week amounting to 4532 tons.
F inished Iron a:nd Steel.-Tbe makers of malleable iron
in the Coatbridge district have this week issued circulars
announcing an advance of 10d. per ton in the price of
bars, the quotations no w being 9l. 15s. to 10l. per ton.
The price of steel is being well maintained, and there is
etill so:ne diffic ulty in getting delivery of steel ordered.
It ma.y confidently be expected tha.t the ma.llea.ble iron
maker3 in the M otherwell and other di~tricts will follow
the example set by Coa.tbridge.
Sulphate of Ammonia.-Snlphate of ammonia is strong,
business having been done this week at 12l. per ton for
prompt delivery.
Glaagow Copper flfarket.-Copper was dead idle last
Thursda.y forenoon; in fact, there were no quotations for
the metal. The market was again idle i o the a fternoon,
with still no official quotations. The forenoon market on
Friday wa'\ again idte a.nd the prices were only nominal.
Ooe lot (25 tons) was ought in the afternoon at 72l. 63,
per ton, two month~, with cash sellers asking 74t.,
and buyers offering 5s. less per ton. The metal was
quite neglected on ]\!onda.y forenoon, and the quotations
were again n ominal. In the afternoon the market was
unchanged. The market was only a nominal one yesterday
forenoon, there being neither a. transaction nor a quotation.

No business was done either forenoon or afternoon and

the price fell 7s. 6d. in the forenoon to be made up i~ the
afternoon.
Cath~art New Bridge.-In the minutes of the Renf~ewshue Upper District Committee particulars are
gt ven of a. jom t meeting with the sub-committee of the
G~asgow Corporation and of the Upper District Comm~ttee, regarding the new bridge to be builb over the
R~ver c~rt ~t Ca.thcart. 1,he bndge is to be 60 ft. wide,
w1th a carrta.ge way 40 ft. wide and 10 ft. footpaths.
The total cost is estimated at 10,822l.
~yal ~ 'cottish Society of Arts.-A meeting of this
So01ety was held on Monday night, a.t which Mr. R. J
Ma.loney made communicatiOns in which be described
a n~w perma.nent-wa.y joint and a. new permanent-way
cba.u. Dr. Black exhibited a. number of photographs of
trees t~at w~re blown ?own by the gr~a.t storm3 experi enced 10 tb1s country 10 the year 1885. On the motion
of Professor I vison Macadam, who presided, votes of
thanks were awarded to Mr. Maloney and to Dr. Black.
"SELL's DICTIONARY o~ THE W o RLD's P nF.ss."-Mr.
Henry ~'ell, 167, Fleet-street, London, E. C., has just
issued his a.nnua.l dictionary of the world's Press a.t the
price of 7s. 6d. It is pointed out that there are 2-l73
~ewsp~pers in the British Isl~, 521 of them being publts hed m London, and the whole have their record carefully
set fo~th under the town of publication; while in addition
there 18 a. complete list of a.ll magazines, number ing 1685
and of quarterly reviews totalling 684. There is also ~
!ist of colonia.l and foreign papers, and, in addition, much
1mporta.nt data as to the trade :l.nd commerce of the
?Olo_nies, with sn.ggestiv~ cliagra..m s as t o prog ress. There
1s gt ven a portrait and b10graphica.l sketch of each colonial
representative in London. Some 500 pages are devoted
t o articles by well-k nown writera on such Rubjects as
"The World's Pre.~a.nd its D evelopment," "The United
States Copyri(Cbt Laws," " The U nited States Presidential Election," ''Trea ties of Commerce and N aviga.tio~ betw~en Grea~ Britain and Fo~ei~n Countries," and
to mterestmg goss1p and cyclop~dtc mformation which
will be useful to the general n ewspaper reader.
FIRE T F.!)TS.-TheBritish Fire Prevention Committee'~
testing station was again the scene of some important
fire tests on the afternoon of lasb W ednesda.y, th e 7th
inst., two solid (th ree thicknesses) wood doors and a floor
of fir joists with 5-in. concrete fillin~ being under in vestiga.tion . The Council of the comm1ttee was represented
by Sir John Tay lor, K. C. B. (II. M. Office of Works), and
Mr. H . H . Collins (past president, District Surveyors'
Association), Mr. Ed win 0. Sachs, the chairman, and
most of the members of the executive being engaged in
the testing operations. There was an unusually strong
attendance of district surveyors and other public and
~nsura!lce ?fficiA.~, having. special reg~rd to. the floor under
mvest1ga.tw n, the compha nce of whtcb With the requirements of the Building A ct, is the subject of considerable
controversy. A num ber of members of the cowmercial
section of the committee also attended at the special invitation of the executive, headed by their sectional chairman, Mr. F. R. Farrow. The importance of the tests
precludes any description until the issue of the official
reports beyond a record of the fact that they were executed in a highly satisfactory ma.nner. U nfortunately,
however, Mr. F. R. Fa.rrow, who was a.etively en~aged
in t~e ma:na~ement of the floor t est! met with an acc1dent,
bavmg bts rtght eye somewhat Een ously burnt, an injury
which will confine him to bi:i room for some days.
ENGLISH RAILWAY RESULTS.- The following Table
shows the dividends and balances carried forward a.s a.
result of the past half-year's working, wi th the figures
for the corresponding half. year in 1898 :

Company.
IJondon and Brighton ..
Great Eastern .. .
. ..
Great Centra.l Pref. ...
Metropolitan ...
.. .
Tilbury . . .
. ..
. ..
Lancashire a nd York ~bire
South-Eastern ...
. ..
Cbatham Firsts . .
.. .
outh Western . . .
. ..
North-Eastern ..
. ..
Nor th L ondon . . .
. ..
North Staffordshire .. .
Hull and Ba.rnsley
.. .
Grea. t North ern...
. ..
M etropolitan D istrict ...
Great Western .. .
. ..
North-W estern ...
...
Midland D ef. . . .
. ..

...
...
. ..
...
...

...
. ..
. ..
...
.. .
.. .
...
.. .
.. .
.. .
...
...
...

July t0 Decembe-r.
1899.
1808.
.
Ba.lD J' V. Ba.lD tv.
ance.
ance.
p.c.

p.c.

71 2l,835 8! 29,314
5t 55, 142 6;f 51, 642
1
1, 198
. . . 5, 268
3~ 18,3H
3! 17,281
7 30, 14!
7 21,!H1
s;. 23, ooo 5 ~ 22,221
51 1, 600
~ 13, 976
4~ 64,999
4~ 79,591
8
25,247
8 18,316
7i 52,754
7.t 43, 395
7~
7,230
74t 7,250
4i
5, 150
t 4,845
3 11,252
3 18,440
4f 25,873
5;t 33,270
1~
:381
l ;t
218
7 45, 190
5! 4:3, 141
7f 89,89L
8 87,505
3~ 39,000
4 39, 162

Ten companies are able to maintain the dividend of the

corresponding ha.lf-year, and five of the companies ha.ve
less t o divide, viz., L ondon and Brighton by! per cent.;
South-Eastern by 1! per cent.; Great Northern by ! per
cent.; London and North-Western by ! per cent.; and
Midland by ~ per ce nt. The Great \Vestern increa..4le is
due to the 1898 dividend being reduced by the \Velsh
coal strike. A principal cause in many cases is the
higher price of fuel. The following show m crea.ses in
the coal bill over the corresponding period a year ago :
North-Eastern, 26,000l.; Gren. t Eastern, 24, 500l.; Great
Central, 52,000l.; Lancashire a.nd Yorkshire, 35,000l.;
North-\Vestern1 67,00ul. ; Great \Vestern, 31,000l. ; Midland, 60, OOOl. ; and Great N ortbern, 40, OOOl.

[FEB. 16, 1900.

NOTES FROM SOUTH YORKSHIRE.

SHEFFnn~o, Wednesday

Coal and Jfttal Euh<vn{1e for Sheffield.-The Sheffield

9ha.m ber. of Co.mmerce at t~eir .~eeting last week took
mto C<?ns~deratton the pra.cttcab1hty and advisability of
establ_1shmg a. coal and metal ex~ba.nge in the city. After
full dl.SCUSSlOn, the Chamber dec1ded to commonica.te with
all ~be tra~ers in t~e city lik~ly to be interested in the
su~J~Ct, w1th the v1ew of see1og if there is a. consensus of
opmton that such ~n exchange would be desirable. If
such a consensus ensts, the Chamber will be prepared to
take the matter up and establish an exchange.

The H ult Coal Trade. - The offi~ial return of the tonnage of coal impor~d int? I;ull dur:lng last month from
the South Y o rkshtre colher1es was 1saued this week, and
show~ that a steady business wa.s done during tbe firsb
month of the year. The total imports during the month
reach 239,456 tons, as against 203,552 tons, an increase of
35,904 tons. Coastwise th e quantity sent totalled 43 388
tons, of which 36,195 tons were forwarded to LC'ndon.
The exports reached 95, 410 tons, as against 9t 8t0 tons
in a.nua.ry, 1899. The chief exports were : Germany,
15,000 tons; Sweden, 12,000 tons. The year has opened
well and an active season is looked for when the Baltic
ports open. Although some months distant several large
contracts have been placed at 133. and 13J. 6d. per ton.
A striking feature of th~ return is the increased business
being done from the West Riding coalfield. All the leading \Vest Riding collieries improved their tonnage last
month compared with what they sent last year. The
leading position, however, is still held by a South Yorkshire colliery, which has nearly doubled its tonnage,
sending no less a quantity than 4~,600 tons during the
month.
The Uoal Supply of Sheffielcl.-Although during the
past month there has not been much to complain of in
respect to the working of the mineral traffic, both tbe
railway companies which eerve Sheffield have quite ae
much traffic as they can carry. Extreme scarc1ty and
dearness still characterise the coal trade, and there are
very few of the larger firms who can obtain more than a
day's supply of fuel a.t a time. A few hours' delay in
deliveries would mean a. stoppage in many of the steel,
file, and engineering works.
Sheffield IJ istrict Railway C~mpa7ty. -The report of
the directors of the above company for the year ending
December 31, 1899, states that the construction of the
railway and works ha.s made good progres.q, and the completion a.nd opening for traffic will take place in tbe
coming spring. A Bill has been deposited to obtain
powers for the construction of another branch line, the
acquiring of the necessary land, and for the raising of the
capital for these purposes. The engineer's report sta.~
that the works at the Attercliffe Station are practically
completed. The works on the Treebon and Brigbtside
portion of the company's undertaking are fast drawing
towards completion, and about half the _P.ermaoent way
for both main line and sidings ba.s been latd. The station
buildings and the platforms at T insley-road are far ad
vanced, and the buildings and platforms at Catcliffe
should be ready for use in March.
South Yorkshire Coat Tracle.-Tbe coal trade of ...:outb
Yorkshire continues in a. very buoyant condition and
prices are said to be higher than at any time for 16 or 20
years. Orders come to hand almost quicker than the
pits can execute them, and a. much g reater volume of
busin~s could be done were the supply equal to the de
mand. House fuel is in brisk demand consequent on the
severe weather.
Iron and Steel.-The heavy branches of trade in ~bia
district are all in a very prosperous condition, and pnoea
are now being obtained for both raw material and manu
fa.ctured iron which a year ago would have been t~oughb
impossible. All the firms who make war ma.tertal are
full of work, and the greates t pressure is being put on
them for early delivery. The iron manufacturers ?f the
Sheffield dis trict last week further advanced the prtces of
merchant iron 10s. per ton. Bars are now quoted by
merchants at Ill. Ss. upwards per ton.

.r

YoRK TRAMWAY . -The report of the Y orkTramwals

Compa.ny, Limited, states that the gross receipts fort e
past half-year amounted to 22641. 14.8. 2d., and the ~ork
mg and general expenses to 4544l. 5s. 9d., sbowlDg a
balance of 720!. 5s. 5d., which it i~ proposed to appropriate as follows : Interest on 5 per cent. debenture
stock, less income tax, 445/. ; dividend at the rate of 6.p;r
cent. per annum, free of income tax, on share cap1ta..,
26Gt. ; and balance carried to reser ve fund for renew.als
and contingencies, 399l. The number of passengers earned
during the half-year was 498,088.

--L OCAL GOVERNMENT

ANNUAL ANT> 01<' 1-' IOJAL DIREC'fORf.

- This work, edited by Mr. S. Edgecumbe-Roger, ao~
issued at 2s. 6d. from the "Local Government .Journa.l
office, 2, D orset-street, Fleet-street, E. C., gives a oom
plete list of the officials connected with the local and
county boards, with a record of the fun ctions and n:spoo
sibilies of the organi.aa.tions they represent, a hst of
London parks and open spaces, and other memoranda ~f
intere3t to all interested in local government. There 1B
a.lso a record of the year's doing, legisla.tivelr, .and other
wise, with summaries of repor ts of comm1SS10nst &c._;
information respecting the srowth and ~b of elec.trtc
traction, Rtatistics dealing With the vaccinat10n qu_estlODf
facts about the housing question, the l~al dectCJlODB 0
the year affecting local governmenb pens10nst and figures
bearing upon municipal rating and finance.

FEB. I

6,

goo.]

NOTES FROM CLEVELAND AND THE

NORTHERN COUNTIES.
MIDDLESBROUGH, Wednesday.
The C'lcvdattd Iron Tradc.-Yesterday there was a
numerous attendance on 'Change, the market was strong,
and a fair amount of business was transacted. On Continental account inquiries was reported good, and if intelligence from the seat of war was only of a cheerful
kind substantial foreign orders would undoubtedly be
placed. It must be admitted that the least disquieting
news from South A frica check~ buying at once. Prices
yesterday were strong. Makers adhered firmly to the
rates they have stuck out for all the winter, despite
fluctuations in warrants caused by war n ews, and it was
ftatisfactory to see that merchants had raised their figures
to the same as producers. No. 3 g.m. b. ClAveland pig
iron was 703. for prompt f.o.b. d elivery, and in the early
part of the day there were buyer.i prepared to pay
that figure for delivery over the next few months,
but later in the d ay the market eased a little,
and purchasers endeavoured to obtain the ruling quality
at rather below the foregoing quotation. The lo\ver
qualities were still very s~rce, but the make may
be greater directly, as several furnaces are running
on slack blast owing to shortness of coke. No. 4 foundry
pig was 693. to 69s. 3d. and grey forge 68s. 9d . to 69s.the latter being l?articularly scarce. Mottled and white
iron were practically unobtainable, and there were no
reliable quotations for them. :rviiddlesbrough warrants,
after realising 69s. 7!d., e~ed by the close to 69s. ~d.
cash buyers. East coast hematite pig was a good deal
asked about, but sellers had very little to dispose 0 for
early delivery. From 80s. to 82s. 6d. was quoted for
Nos. 1, 2, and 3. There was no quotation for Middlesbrough hematite warrants. R ubio ore was a little firmer,
about 21s. ex-ship T ees being the general quotation for
early delivery, but more was asked on forward account.
Freights Bilbao-:M iddlesbrough showed a. slight improvement, 6~. IO!d. to 6s. being named for prompt charterings,
and up to 7s. for tonnage ahead. T o-day there was no
new feature of importance in the market. Quotations
for makers' iron were altogether unaltered, and t he only
change in price was of Middlesbrough warrants, which fell
by the close to 693. cash buyers.
Manufactured, Iron ana Sted.-In all departments of
these two important branches of the staple industry, there
is great activity and -prospects for the future are encouraging. Although, however, manufactured iron in the
west of Scotland has again been advanced, prices here are
notquotably changed. At the same time, when early delivery is insisted on, more than the market rates have to
be paid. Common iron bars are 9l. 6~.; best bat11, 9l . 15s.;
iron ship-plates, Sl. 5s ; iron ship-angles, 8l. to 8l. 2s. 6d.;
steel sh1p-plates, Sl. 2:!. 6d.; and steel ship-angles, 8l.all less the customary 2i per cent. Heavy sections of
ne t a.t works. The over-sea desteel rails keep at
liveries of man ufa.otured iron a re very satisfactory.
Coal mu;l, Coke.-Hea.vy falls of snow have impeded
the p~age of coal from pit to staith. Quotations are
high. Bunker coal has sold at 16s. The demand for
coke continues ''ery good, and medium blast-furnace
qualities delivared here are fully 25s. 6d. Several contracts have been made at about that price for d elivery
over the first half of the year.

n.

NOTES

FRO~I

THE SOUTH- WEST.

Carditf.- The steam coal trade has shown indications

of renewed activity, which is largely due to the fact that
the home Government is again in the market for a. large
quantity of coal to be delivered between F ebruary and
June. The requirements of the Admiralty upon the present occasion are stated to be between 150,000 tons and
180,000 tons. The best steam coal has been making 24s.
to 25s. per ton ; while secondary qualities have brought
21s. 6d. to 23s. per ton. Household coal has b!en in
improved demand, No. 3 Rhondda large has made 2ls. 6d .
to 22s. 6d. per ton. There has been a good inquiry for
coke, and prices have been well maintained, foun d ry
qualities have been making 323. to 33s. p er ton, while
furnace coke has brought 28s. to 303. per ton. As regards
iron ore, the best rubio has made 20s. 6d. to 21s. per ton.
South Wales Coal and Iron.- Tbe exports of coal,
forei~n, from the five principal Weh~h p orts last month
were 1, 616,368 tons, wbile the expor ts, coastwise, were
335,842 tons. In these totals Cardiff figured for 1,195,506
tons and 197,450 tons respectively ; Newport, for 239,173
tons and 77,841 tons respectively ; Swa.neen., for 151,202
tons and 42,777 tons respectively; Port T al bot, for 15,071
tons and 11,224 tons respectively; and Llanelly, for 15,416
tons 1\nd 6550 tons respectively. The exports of iron and
steel from the five ports last month were 3322 tons; of
coke, 9415 tons; and of patent fuel, 35,271 tons.
ltfount Stuart Crcwing Dock Compamy.-Th e report of
the directors of this company for the year ending December 31, 1899, states that the balance to the credit of
the profit and less account, after providing for depreciation upon plant, machinery, furniture, &c., is
19,900l. 17~. 6d. An interim dividend of 2l. p er share
was paid in July, 1899, and the directors recommend a
further dividend of 2l. per share and a. bonus of 17. {>er
share (free of income-tax), leaving 17,181l. 8~. to be earned
forward.
Great JVcstern. .Railway.-The reporb of the directors of
the Great Western Railway Company, for the half-year
ending December 31, shows the gross rece-ip ts to have
amounted to 5,637,995l., showing, as compared with
6,182,712l. for the corresponding half of 1898, an increase
of 4f>.l),283l. Tho expenditure for the half-year was
3,271,618l., as compared with 3,0G6. 260l.. an increase of

E N G I N E E R I N G.
205,269l. The balance available for dividend upon the
ordinary stock is 989,939l. This will admit of a dividend
on the ordi_nary _stock at the rate of 7 per cent. per
annum, lea.vmg 4o, 190l. to be carried forward, as against
43,141l. carried forward in the corresponding half-;rear.
The works of the South Wales a nd Bristol Dirtlot Railway, and the construction of the Rhos line, near Wrexha.m, have made good progress during the half-year. The
AvonD?OUt~ line has oeen opent'd for goods traffi c, a.nd
the w1denmg of the Berks and Hants extension line
betwe~n Hungerford and Woodborougb, a distance of
17~ mlles, has been completed and brought into usE>.
teps are being tak en by the G reat W E~stern and G reat
Central .Railways Joint Committee, under a n Act of
1899, to exercise their powers for the construction of a
line between Northolt and G rendon U nderwood. A vote
of the propr ietors is asked for expenditure amoun ting to
1,070,000l., inclnding the following items : Avonrn outh
and Severn T unnel Rail way, 80001.; Golden V alley Railway, 20,00~l.; ~mprovement of Ely Valley Railway,
30,000l. ; wtdenmg between Newport and Cardi ff, 30 OOOt. ;
coa.~ and mileage d ep6 t at Penga.ur, Cardi ff, 45, ooot:; and
rolhng stock, 257. OOOl.
!Jr.istol and South W~les R ailway Wagon. Company,
Lim.Lted.- The seventy-e~ghth half-yearly meetmg of this
company was held at Bnstol on Th ursday, Colonel Sa vile
prestdin(!. The secretary (Mr. J. Bicknell) read t he
directors' report, which showed a d ~posable bala nce of
8577t. 5s. 4d., a nd recommended a. dividend at the rate of
10 per cent. per a nnum, free of income tax. The chairman, in moving the adoption of t he repor t and accounts,
sai~ th ere was really n~ need for him to make a speech.
Th1s was the seventy-e1gbtla half-yearly meeting, and he
tbou~ht he might <Jafely say that at 75 or 76 meetings
the dtreotors had recommended a 10 per cent. div idend.
The reporb was adop ted, and th e di vidend recommended
was decl ared.

.Avonnwuth and the Severn Tunncl.-A new mineral

line, connecting Avonmouth with the Severn Tunnel
Ra~lway a.t Pilning, was opened on M onday. The line,
whtch has been constructed by the Great Western Railway
Company, is 7 miles in length.
HUDDERSFIELD T RAMWAYS.-A step towards overhead
electric traction on the Huddersfield Corporation tramways was made on Tuesday, when the foundation of a
new electricity generating station wM laid. The site,
whioh measures about an acre, will afford a space for any
future extensions. There are 2()~ miles of single tram
lines in the borough, and it is intended to add
4! miles to them, and to lay single lines outside the
borough to a. length of 19 mile8, making a total len gth of
60 miles of single lines, extending over 47 miles of road.
The buildings about to be erected have been designed by
Mr. K. F. Campbell, borough engineer and surveyor.
They compri8e an engine-house and boiler-house, a large
car shed, cn.r-repairing sheds, and workshop~.
They
will b e built substantially of stone in a plain style,
and t he engine-house will be lined with white gla~ed
bricks. T he engine-house will be adapted for engines and electrical plant of 3000 horse-power, and the
boiler - house for a.tleast nine large L ancashire boilers .
At first, however, plant will be put in only sufficient
for r unn ing one section of the t rams, namely, along
Manchester - road, Buxton - road, and New- street to
St. George's-sq ua.re, thence to Marsh, Edgerton, Lind ley, and OutJane, and in other directions to L '>ckwood,
Lmthwaite, and Slai thwaite, a distance of 11 miles. F or
this purpose contracts have been concluded with Messrs.
Greenwood and Batley, of L eeds. The cost of the buildings for the whole scheme, and the planb for the first
section, will be about 60,000l.
THE M ANUl!'ACTURE 01!' HEAVY M ooRING CHAINs.- On
Monday, February 12, at 7.30 p. m., a. meeting of the
graduates of the Institution of Mechanical E ngineers
was held. Mr. E . Windsor Ricbards, past-president,
occupied the chair. A paper wa~ read by Mr. Theodore
Scb6ntbeil on " The M anufacture of Heavy M ooring
Chains." The a uthor's paper dealt with the manufacture of the heavy chains used by the Admiralty for
mooring warships to buoys. These chains are made of
carefully selected scrap iron. They are made in 10fatbom lengths, each link being 3 fb. long in the clear.
The Eection of the link was 3~ in. square, the edges
being flattened to prevent injury. The scra p iron is
heated in a Siemens gas furnace, and worked to a
section 4B in. square. At this stage the metal for
one link weighs about 5i cwt. The link is then heated
in the middle and bent in a special hydraulic bending machine, having a strokA of. 8 ft., ~nd giving a
total pressure of 215 ton~. Tbts macbme can bend
40 links per diem. The weldin~ of the link is performed
in another hydra ulic press, havmg a 16-in. cy hnder, and
a working pressure of 1:1: ton s per square inch. The
welded end is t hen trimmed up by band. A 10-fathom
len~tb of the finished chain weighs 4~ ton~. In testing
the link a tensile load of 130 tons is applied, the ultimatA
strength of the link being about 640 tons. One link is
usually cut from every five links of chain made. The ultimate tensile strength of the iron used is 21 tons per square
inch. The discussion was opened by Mr. Cooper Penn,
who related the history of heavy mooring chains from the
days of their invention by a. naval officer, down to the
present day. The chairman addressed some valuable
remarks to the meeting on the relative merits of wrought
iron and mild steel for chain-making. He though t that
the chief difficulty in using steel was the nnreliability of
weldin~, on which so much depended in the case of a
chain hnk.

221

MISCELLANEA.
THROUGH purchaseP, &c., t he bulk of the coasting
trade of South-Eastern Aoia a ppears to be passing
into German bands. The number of ports at which
German steamers call is being continuously increased,
and several new steamers a re being built for tbii trade,
so that Germany will soon have some forty steamers
engaged in it.
The L abour Depa.r tmen t of the Doard of Tra~e has
prepared a n umber of diagrams dealing with various
branches of labour statistics to be exhibi ted in the S ocial
Science Section of the forthcoming J>a.ris Exhibition.
These diagrams will be on view to the public to.day
(Friday), at 43, Parliament-street, S.W., from 2 p.m. to
5 p m. The diagrams (26 in all) are intended to illustrate for a series of years the fluctuations which have
ta~en pla.ce. in employ men~, wages, and pric&l, together
With stat1sttcs of trade dtspute~, trade unions, workmen's co-operative societies, industrial a.~cidents, and
occupations of women.
T.he Rus3ian authorities are continuously endeavouring
to tmprove a nd advance the mining industry of the
country. It is ul?der con tem\)lation to erect a High
.. chool for tho ~Iming and Kmdrdd Industries in tbe
Government of Perm, and the local institutions are
apparently prepared to financially assis t the scheme,
altb9ugb the Government i~ expected to find the ~eater
portu;m. of t~e mo~er. It 1s also proposed to d i vtde the
Admm1strat1ve Mmmg Dep:utment of outh Russia so
that for the future the K riwoi l~og iron-ore disttict ~nd
the metallurgical factories of the Government Iekaterinoslow will form one administrative distric~. This new
arran gement has long. been needed, more especially since
the. d istricb just referred to h as begun to Sdevelop so
raptdly.
A lthough the snowstorm of last week was not a ery
serious one, it did an enormous amount of damage to the
overhead telephone wires in the ~Ietropolis. On the
following morning 4531 subscribers' circuits were broken
down, and 503 junction wires connecting exchanges rendered useless, the result being th at 12 exchanges were
com pletely isolated . As a minor matter, it may be mentioned that the sto_rm totally destroyed 87 poles and
standards, and sen oualy damaged 185 more.
Nine
hundred men were immediately set to work, and working
continuously since, have restored the con vt-nience of the
telephone to over two t housand subscribers ; but it will
be five or six weeks before the L ondon st-rvice can be restored to its normal condition. S uch a lisb of casualties
should form the strongest argument in favour of the
L ondon County Council granting the National Telephone Company leave to put its wires und erground,
which it. can d9 by ~et of P~rli ament, in 9rder to prevent a like senous mterrupt10n to the servtce occurring
in future.
A dinner was held at the Automobile Club, 4, Whiteball-Court, L ondon, S.W., on Wednesday, February 14,
in honour of Major R . E . Crompton, a member of the
Committee of the Club, who is about to leave for South
A frica in command of a detachment of the Electrical Engineers' Volunteer Corps. Major Crompton and the
officers and men of the d etachmen t have been incorporated as an a rm of the Regular Ser vice. They are taking
out to South A frica. two t rains, both drawn by small
traction engin&l. Ea~h train consists of a tender and
store .wa~on an? two li~ht gun carriages, each bearing a.n
electnc searchllght proJector, and a two-wheeled carriage
bearing a drum of electric cable. The purpose of th e
train is to provide a light and mobile service of electric
searchlight for use at the front. Mules can be harnessed
to the limbers bearing the projectors, which can be separately taken to any spot desired-the cable unrolling
from the two-wheeled vehicle as t he limber is drawn
over the ~ountry. The traction en~ines work ~he dynamos
from wb10h the n ecessary eleotnc current 1s provided.
Half the detachment-some 20 men- are proVIded with
bicycles, on wh ich are fitted drums containin~ fine telegraph or telephone wire, a nd by this system 1t is hoped
that over any ridable ground three cyclists can lay a mile
of field telegra-ph in 15 minutes-or 20 over ground where
the machines have to be pushed.
M ESSRS. HARLANO AND '\VOLli'J..' AND BELI''AST. - It
may be remembered that there was some difficulty
between M essrs. Ha.rland and Wolff and the Belfast
Harbour Commissioners in reference to ground for extension of the works, and it was even said that the firm
were contemplating removal from Belfast. It has now
been finally settled that Me~srs. H arland and W olff will
have all t he ground asked for at rentals ab the rate of SOl.
per acre per annum and 60l. per acre per annum respectively, and the Commissioners to have the right to a corner
piece of ground at the Aberoorn road at any time, if
required, on six months' notice, to enable a channel to be
made from the Musgrave C ha nnel into the Abercorn
Basin, if found nece3sary. A lease of the above-mentioned ground to be granted for 31 years on the same
conditions as M essrs. Harland and W olff's existing leases.
M essrs. Harland and W olff's present leases to be surrendered, and a naw lea~e for 31 years to be granted on the
present terms and conditions. Further, thab M essrs.
Ha.rland and Wolff be offered ground for a graving dock
on the same terms and conditions as offered to t he Admiralty, or that the Commissioners build such a graving
dock, Messrs. Harland a nd Wolff, in their ne w leaee
guaranteeing that if the receipts from such new dock
shall, in any year, be less than 6000l., M essrs. Ha.rland
and W olff will make good the deficienoy to an extent notl
exceeding 2000l. per annum.

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

222

[FEB.

6, I 900.

PARIS INTERNATIONAL EXHIBITION; LARGER FINE ART BUILDING.

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FEB.

I6, '1900.]

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

AGENTS FOR "ENGINEERING."

NOTICE TO CONTINENTAL ADVERTISERS.

AUSTRIA, Vienna: Lehmnnn and Wentzel, Kartnerstrnsse.

CAPE TowN : Oordon and Ootch.
EDINDURGII : J ohn .Menzies and Co., 12, H anover -street.
FRANCE, Paris: Boy,eo.u nnd Chevillet, Librnirie Etrnn g~ re, 22,
Rue de la Banque; M. Em. Terquem, 31blt~ , Boulevard lla ussmann.
Also for Ad,er tisement.s, Ageuce Havn.s, 8, Place de la Bourse.
( ee next column.)
GBRliA.'i\'1 Berlin : Messrs. A. Asher and Co., 6, Unter den Linden.
Fmnkfurt-am-Mnin : Me~rs. G. L. Daube and Co. (for
Adver tisements).
Leipzig: 11'. A. Brookhaus.
.Mulhouse : Il. Stuckelberger.
GLASGOW : William Love.
INDIA, Calcutta: Thackcr, Spink, and Co.
Bombay : Thac ker and Oo., Limited.
ITALY: U. Hoepli, Mila n, and nny post office.
LI\' ERPOOL : Mrs. Taylor, LBnding Stage.
1\IANCU&STBR : J ohn Heywood, 143, Deansgate.
NoRWAY, Christiania: Cammermeyers Boghandel, Cnrl J ohans
Onde, 41 and 43.
Nsw SouTu WALKS, Sydney : Turner and H enderson, 16 and 18,
Hunter-street. Oordon nnd Ootch, George-str eet.
QusKNSLAND ( oUTu), Brisbane : Cordon and Gotoh.
(Non.Tu), Towns,ille : T. Willmett and Co.
ROTTBRD.UI : H . A. l{ramer and Son .
SOUTU AUSTRALIA, Adelaide: W. C. Rig by.
UNlT.RD STATES, New York: W. H . Wiley, 43, Enst 19th-street.
Chicago : H . V. Holmcs, 44, L a keside Building.
VICTORIA, Melbourne : Melville, Mullen, and Slade, 261/264, Collins
street. Gordon and Ootch, Limited, Queen -street.

Advertisements from Germany should now be sent

through Messrs. G. L. Daube and Co., Frankfurt-am
Main, who have been appointed our Sole Agents for
that country for Trade displayed Advertisements.
Advertisements from France, Belgium, and Hol
land should be sent through the Agence Havas,
8, Place de la Bourse, Paris, our Sole Agents for
those countries for similar Advertisements.

We beg to announce th'\t American ubscriptions to ENGlNBBRlNG

mn.y now be addressed eit her direct to the Publisher, ?tlr. C. R.
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United States, Mr. W. II. WI L&Y, 43, E ast 19th-street, New York,
and Mr. H. V. HO L~II~S, 44, Lakeside Building, Ohicngo. The
prices of subscription (pa.vable in advance) for one year are : For
thin (foreign) paper edition, 1l. 16s. od. ; for thick (ordinary)
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AMERICAN ADVERTISERS can obtain full par ticulars concerning our AdYertisement Rates from Mr. WILLARD C. T YLBR,
141, Broadway, New York; and Mr. H. V. HOLMES, 44, Lakeside
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ADV ERTI SJ!~l\IENTS.
The charge for a.dvertiscment3 is three shillings for the first
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TBLBGRA.PHIO ADDJ\FJJ8- ENGINEERING, LONDON.
TELEPHONE NUliBER- 8668 Gerrard.

--

CONTENTS.
PAGE I

--

PAGE
The Ranelagh Works, Ips
The Electric Lighting Sta
wich (Jlluttrated) .. .. ... . 207
tions at S t. Luke's, Olerk
Hand and bfa<.'hine Labour 20$
enwell, and at Wands
Messrs. Schneider and Co.'s
1 worth . . . . . . . . . . . . . . . . . . 226
Works at Creusot . -No.
American Railroads and
LXXIX. (IUustratect) .... 212
Canals .................. 227
The Paris International Ex
Notes .................. 228
hibition (lllus.) ........ 218 Notes from the United States 229
Indian Railway Propert.y .. 216 Engineering a t H ome and
The Physio1l Society ... .. . 217
Abroad .. .. ... ....... .. 229
Launches and Trial Trips .. 217 American Competition ... . 229
Engines of the United
A Lending Libro.ry for En
States Cruiser " Den ver "
gineers . . . . . . . . . . . . . . . 230
(Illmtrated) . . . . . . . . . . . . 218 Aerial Torpedoes . . . . . . . . . 230
H. M. Torpedo- Boat De
The War in South Africa .. 230
stroyer "Viper," with Par
Throttling Calorimeter (Il
sons Turbines (fllu8.) .. 219
lu.strated) . ...... ...... . 231
Notes from the ~orth ..... . 220 Industrial Notes ...... . ... 231
Notes from South Yorkshire 220 Workmen's Compensation
Notes from Cleveland and
Oases . . . . . . . . . . . . . . . . . 232
1
the Northern Counties .. 221 Moving Loads on Railway
Notes from the SouthWest 221
Bridges ............ . . . 233
Miscellanea . . . . . . . . . . . . . . 221 The Lifting Power of Air
Electric Energ.v in Bulk .. . . 223 1 Propellers (fllustrated) . . 233
Polit ics and National De
" Engineering,, Patent Re
fen ce .. .. ............. ... 224 1 cord (nlustrated) ........ 237
Contact Electricity.. . . . . . . 226
With a T wo-Page Engraving oj the GENERAL .d.RRANGE
A!E.NT 01<' E NGIN BS AND BOILERS OF TBE UN ITED
SfA1.'ES CRUISER "DEN I'ER."

RRA DING CASES. - R eading cnses for containing twenty-six

numbers of ENOH\BRRINO may be had of the Publisher o r of any
newsagent. !>rice 6s. each.

NOTICES OF MEETINGS.
INSTITUTION OF CIVIL ENGI N~ERS . -Tu esd ay , February 20, at
8 p.m. Papers to be fur ther discussed: 1. '' Moving Loads on
Railway Underbridges," by Mr. W. B. Farr , Assoc. M. lost.
C.E. 2. "NotE' on t he Floor System o( Girder Bridges," by Mr.
C. F . Findlay, M.A., 111. Inst. C.E. The next paper for c onsideration" ill be : "Corrosion of Marine Boilers," by Mr. J ohn Dewrnnoe,
M. Inst. C. E.- Students' \'isit, Friday, February 16, at 2 p.m., to
the Great Northern Railway, King's Cross and Hornsey Widening.
(Assemble at Horosey Station. Train from King's Cross (Suburban)
to Hornsey, 1.47 p.m.). Students' meet ing , F r iday, February 23,
at 8 p.m. Mr. John I. Thornycroft, Member of Council, in the
chair. Pap er to be r ead : "Benring Springs," by 1\Ir. B. Humphrey, Stud. In st. C. E . , and 1\lr. II. E. O'Brien, B.So. (Victoria),
tud . Inst. C. E .
I NSTITUTION OF' MECDANICAL ENGINEERS. - Thursday evening,
February 22, a t 8 p.m. at t he Institution. Papers to be read and
discussed t.ogether : "Improvem ents in the Longworth PowerHammer," by ltlr. Ernest Samuelson, Member, of Banbury ; and
cc P or to.ble Pneumatic Tools," by Mr. Ewar t C. Amos, Member, of
London. The chair will be taken by the P resident, Sir William H.
White, KC.B., LL.D., D.Sc., F.R.S.
INSTITUTION 0 1' M~C II ANICAL ENGINEERS ; GRADUA'rES' VISIT.Saturdoy, February 17, at ?. 30 r.m. The Central London R a ilway
Dep6t. Assemble at Caxton-rcnd entrance, ~00 yards from Shepherd's Bush Green.
SOCIETY OF ARTS.- Wednesday, F"brua ry 21, at 8 p.m. cc Artistic
Copyrig ht," by .Mr. Edwin Bale. Sir Lawrence Alma Tadema,
R.A., will preside.
TilE I NSTITUTION 01' ELECTRICAL ENOINBKRS. - Thuraday, Feb
ruary 22, at 8 p. m., at the Insti t ution of Oivil Engineers. " Tbe
Standardisation of Electr ical Engineering Plant," by Mr. R.
Peroy Sellon, Member. (Adjourned discussion). S .udents' visit
on Saturday, ~~ebruary 17, n.t 11 a. m., to be paid to Davis-street
Station of t he Westminster Electric Supply Company. Meet at
Davis-street Station. On Thursday. F ebruary 22, at 2 p.m., to
the works of the Incandescent Elec t aic Lamp Company , Brook
Green, Hammersmith. Meet n.t t he works.
Till'! I NSTITUTION Ol' MINI~G Al\'1> M8TA LLUROY.-Wednesday, Feb
ruary 21, 1900, in t he Lec t ure H all of the Geological Museum,
Jermyn -street, S .W. , at 8 p.m. To r ead and discuss the following
papers : 1. cc On the Development of Silver Smelting in Mexico,"
by Otto II. Hahn , M. Inst. M. M. 2. cc Segregation of Mine
Accounts," by W. B. Middleton, M. Inst.. M.M. 3. cc Notes on a
Novel Association of Gold," by Henry F. Collins, M. Inst. M. M.
R OYAL I NSTITUTION OF GREAT BRITAIN.-Friday, Februo.ry 23,
at 9 o'clock. Discourse by Professor John H. Ponting, D.Sc. ,
F.R.S., on cc Recent Studies in Gravitation ." Afternoon lectures
next week, at 3 o'clock. On Tuesday, February 20, Professor E.
Ray Lankester, M. A. , LL.D. , F.R.S., on cc The Structure and
Classification of Fishes" (Lecture VI.). On Thu rsday, February 22,
P rofessor H . IT. Turner, M.A., F.R.S., on cc Modern Astronomy"
(Lec ture Ill.). On Saturday, J4~ebruary 24, Mr. W. L. Cour tney,
M. A. LL.D., on cc The Idea of Tragedy in Ancient o.nd in Modern
Drama " (Lectu re Ill.)
H ULL MW DISTRICT I NSTITUTION OF ENGINEERS AXD N A\' AL
ARCJJITBOTS.- Monday, Februruy 19, at 8 p.m., at the Parochial
Offioes, Bond-st r eet. cc A New Method of Improving Circ ulation
in Steam Boilers," by Mr. J. Orei~ (Me ~:~srs. Cooper and Oreig),
Dundee. Illust rated by la ntern shdes, &c.
R OYAl METEOROLOGICAL SOCIETY. - Wednesday, the 21th inst., at
7.30 p.m., at the Institution of Civil Engineers, Great Oeorge
street, Westminster. The following papers will be read : cc Re
port o n t he Phenolog ical Observations for 1899," by Mr. Edwar d
Mawley, F.R. Met. Soc., F.R.H.S. "Results of Percolation Ex
periments at Rothamsted, 187090," by Mr. Robert H. Scott,
D.Sc. , F .R.S.

==----==========-=-=--- -====-======-

ENGINEERING.
FRIDAY, FEBRUARY 16,1900.
ELECTRIC ENERGY IN B1JLIC.
Now that Parliament has assembled, the attention of the profession is agail1 directed towards t he
large number of engineering projects which lie
awaiting inquiry in the committee r ooms. .As
sh own by the accounts we published at the end of
November and in the early issues of December,
there are very many schemes to be inves tigated,
although there are none of great magnitude.
Among the most interesting are those which concern the distribution of electric energy "in bulk "
as the phrase goes. The principal of these are
pron1oted by the Tyneside Electric Power Company, Limited, the South \Vales Electrical Power
Distribution Company, the Lancashire Electric
Power Company, the Midland Electric Corporation for Power Distribution, the County of Durham
Company, and a second company in Durham. The
Tyneside Company will hn.ve a capital of 500, OOOl.,
and propose to establish stations from which
energy will be transmitted throughout the whole
of the manufacturing districts on both sides of
the Tyne, from Blaydon to New burn on the
west, to Tynemouth and South Shields on the
east. In this area there are an immense number

'

223

of works of many varieties, including q nite a la!go

chemical industry. The South \Vales E~ectncal
Power Distribution Company propose a cap1tal of a
million sterling with which to equip three generating stations, situated respectively at N eath,
Pontypridd, and Pontypool, with a n etwork of
mains covering the whole of the county of Glamorgan , and so much of Monmouthshire as lies
to the west of the River Usk. The scheme
of the Lancashire Electric P ower Corn pany is the
most extensive of the three, as p owers are sought
for t he s upply of electricity to the whole of the
county of L ancasLer south of the River Ribble.
These schemes, if they obtain the sanction of Parliament, will be of immense importance to the
count ry, since they will bring cheap and convenient
power to the door of every manufactory in their
district, and to every place whore manufacture is
feasible. At the presen t time there are a large
number of provincial towns in the n eighhourhood
of the moro populous cities which arc making great
effoi'ts to call the attention of manufacturers to t he
advantages t hey offer, in the shape of cheap land,
abundant water, low rates, moderate house rent, and
the like. If to these t hey could add r eady-made
power their positions would be immenRely improved in r elation, at any rate, to the s maller
class of industrials, who shrink from sinking their
capital in engines, boilers, and chimneys. We
have only to make a very cursory survey of the
country to r ecognise that it is cheap power and
water which determine the location of works in t he
first instance, and that where these are to be ob
tained, high chimneys spril1g up almost spontaneously. It needs no prophet to foretell that in a
district in which power can be obtK'\ined at moderate
rates there will be a rapid increase of industrial
activity, with all the prosperity that naturally
follows such a change.
One would imagine that municipalities would
eagerly welcome such an addition to their resources, especially the smaller ones which have
everything to gain and nothing to lose from it.
But, unfortunately, such is not the case. A large
number of the representatives of Lancashire towns
have undertal{en to oppose the Bill affecting t hat
county, partly because the promoters will have the
power to break the streets, but more particularly,
apparently, because they resent all private enterprise which extends beyond the four walls of a
factory. The modern town councillor lies dreaming
of the time when all the rates will Le paid out of
the profits of municipal trading, quite oblivious of
the fact that a very small addition to the general
prosperity of the town is of far greater importance
than a reduction of rates. While trade is good
there is no grumbling at the public burdens ; it is
only when there is depression that there is a cry for
retrenchment. The great business of a town council
is, therefore, to foster local enterprise in every way
possible. Our national prosperity has been founded
on cheap power, and the same cause may be exp ected to bring local prosperity. As has been pointed
out by Mr. W. L. Madgen, in his pamphlet on
"Electrical Power Distribution and tha Commercial
Development of Provincial Districts, " a great deal
of work which should r:atura.lly and properly be done
by local tradesmen is now obtained from a distance,
because even the simplest machine-tool needs an
engine of some kind to run it . With a convenient
source of power on the s pot, a great deal of money,
which now goes elsewhere, would be kept in a small
town. Like the small tradesman, the small town
is getting squeezed out of existence. It can buy
everything cheaper than it can mako it, and h ence
all trade, except mere dis tribution languishes. ,.
Our political economists deplore the growth of
large cities, and the depletion of the country, and
at the same time town councils oppose every
attempt to bring back their waning prosperity for
the sake of their possible trading profits.
The distribution companies, or most of them, ask
for no monopoly, and expressly divest themselves
of the power to compete with municipalities in any
field that can b e fairly claimed by t he latter. The
sole t hing they ask is permission to lay their mains
under the roads and streets to enable then1 to
r each wholesale con sumers. They do not propose
to undertake general lighting unless r equested ;
they will sell the municipality electric energy in
bulk to be distributed by it, if it chooses to buy
it, or they will leave it free to generate it-s own.
In regard to breaking the roads ample safeguards
are offered to the town and district councils to
insure the work of reparation b eing adequately

224
:

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

performed.

[FEB. 16, 1900.

No doubt there will be some little to London in the spring. 'Vhen t he legal adviser
~emporary inconvenience to t he inhabitants, but of a council warns the m em hers t hat it is t heir POLITICS AND NATIONAL DEFENCE.
1t needs a very slight acquaintance with the streets duty to enter an opposition to a Bill in order t hat
A.T the P.resent time, with the debate now going
of provincial towns to understand that this is a the! !Day, at le~st! get clauses inserted to protect on 1n Parliament before us, there is hardly need
matter of small consequence. The surfaces are t~eir In.ter ests, 1 t 1s not easy for them tO disregard to emphasise the deplorable results that must
either macadam or pitching, and are rapidly made his adviCe, alt hough the same end might probably follow political interference in the conduct of the
good. When the City of London, to obtain a com- be obtained by a half-hour's interview with the military policy of a State. The army and navy
peting source of electric current, has d eliberately promoters. If it were only realised what an immense of any Power should be organised for the defence
~ubje~ted itself to having all its streets opened, the boon the offer of electricity in bulk really is, t here of t~e common. interests of the country against
1nhab1tants of a country town may easily bear their would be no difficulty in negotiating as to the fore1gn aggressiOn, and, on rare occasions for
much smaller inconvenience to obtain t h e immense details of laying the mains.
upholding authority at home. If the military are
benefit of cheap. and convenient power supply.
.If the res~lts of municipal opposition t o elec- never employed- otherwise than against a foreign
One of t he chief causes of municipal opposition to tncal enterpnse were confined to the towns inte- foe- excepting to check mob violence when the
these distribution schemes is the fear of losing the rested, the matter would be serious enough. But civil forces are insufficient, there can be no excuse
chance of supplying current for motors. To learn unfortunately it extends far beyond this, and strikes for making its support and goernance a matter of
how small is that chance, we have only to study the a blow at our n ational prosperity. British engi- party politics. The British Army and Navy the
load diagrams of a few towns. With s mall exceptions neers are often forced ..to admit with shame that count ry may fairly claim, have never been' the
this source of demand is infinitessimal, and it that they are inferior to the engineers of America, instruments of oppression and injustice, either
must r emain so at present prices. In some few ~ermany, and Switzerland in r espect to prac- at home or abroad, and especially should they be
places, notably at Manchester , energy is being tical know ledge of electrical matters. This is a free fr?m . the influence of party politics. How
supplied at cheap rates, but even these are condition of affairs that has scarcely ever obtained far this 1s from the case everyone is aware.
much above those contemplated by the distribution before. British engineers and mechanics built t he In the game of '' Ins and Outs" played at
companies. F or instance, the Tyneside Company early railways, gas works, and water works, in all St. Stephen's, neither party has scrupled to
are already quoting 3d. per unit for the fir. t 100 countries of the world, having first gained their attack the other side on a naval or military queshours per quarter, and 0.9 penny per unit for know ledge in similar enterprises at home. We tion. The result has been that our forces have
subsequent hours. They realise that it is a busi- have to go back a couple of hundred years to find been brought to a dangerously low ebb, notoriness to be nursed by the offer of tempting terms, instances of foreign engineers coming here to ously, at one time, in the case of our naval strength;
which can scarcely pay in the first instance. H erein undertake works which we could not do our- a.nd if it had not been for newspaper agitation, which
lies the difference between private enterprise and selves.
But no w we meet them, or thei r led to t he rehabiliation of the Navy, it is almost
municipal management. The town council cannot agents, at every turn. American and German certain that the count ry would not now be able to
speculate with the ratepn.yers' money. I t can only companies are established here, and orders for face with calmness a situation of grave importance.
follow a pat h which has been trodden hard by hundreds of thousands of pounds worth of maIn view of these circumstanceP, we are inteothers, and even then it must walk wn.rily. In chinery are now being sent abroad, and many rested in getting an object-lesson from abroad
any case, the scope of i ts operations is determined more must follow. On the other hand, our which comes to us in t he form of a "History of
by its ar ea, and this is far too small in most instances expor ts of electrical machinery are quite insig- t he Manufactur e of Armour-Plate for the United
for any action on a large scale. The municipality nificant, even to our own colonies. All this, as States Navy." The publication has been compiled
is a retail t rader , and must n ecessarily remain so. is shown in the N ineteenth Oenttwy by an article for the American Iron and Steel Association, a
Its operations can only be on a &mall scale, and well worth r eading, from t he pen of Mr. Campbell society to whose gen eral manager, Mr. James M.
must always suffer the disadvantages which attend Swinton, is thA direct r esult of municip~l greed, Swank, we owe so much of the information we get.,
a r estricted output.
which has been allowed by Parliament to act as the not only on t he American iron and steel industry,
Further, a municipality is in the position of dog-in-the-manger in relation to electric engineering. but also on our own. Mr. Swank has the gift of
a manufacturer with insufficient capital. It is F or the sake of a possible small reduction in town putting statistical information forward in a.n agreetrue that it can raise money readily enough ; but, rates electrical engineering in t his country has able and readable manner. Above that, he is accuon the other hand, it cannot spend it with that been strangled, and we have lost not only the ad- rate, a matter of far greater importance, but one to
freedom necessary to secure the best r esults. vantages which come from an early and cheap which some who pretend to the title of statists do
Almost from the beginning it must show a profit, supply of energy, but also an important industry not pay sufficient attention.
or elso there will be a howl from the ratepayers. which would have afforded lucrative occupation to
The determination of the United States GovernEvery member speaks and acts with an eye thousands who will find it difficult to pay their ment, and of the United States people at its back,
fixed on the n ext election he will have to face, rates when the present wave of good trade has that Americans should make everything themselves
and t herefor e he can r ecommend no policy which is expended itself.
for themselves is well known; and in nothing has
not certain to pay its way. Such conditions fix
What has been done cannot be undone. Our t his been more strongly emphasised than in the
the class of business to be sought. It must be of markets are being flooded with American machi- production of war material. That view is easily
the peddling kind which admits of a large margin nery, and for a time at least t his must continue. defensible on the ground of public safety. If the
of profit on a small turnover. It cannot cater for The electric tramway business and much lighting Government likes to subsidise certain United States
customers who are prepared to take large quanti- business is temporarily lost, and it i~ foolish to shipbuilders and marine engineers, by paying them
ties at a price which is the merest fraction over cry over spilt milk. But we are now on the verge excessive prices for war vessels, that is a matter
t h e cost of productio11 when this is conducted on of a new departure- the s upply of energy in bulk which is reasonable enough from a point of view of
an enormous scale and with t he most perfect ap- -and we ask, I s this important opening to be national defence. But what is unreasonable is to
pliances. The man who wants power always wants sacrificed to municipal jealousy 1 I s a great ex- ask for the advantage, and refuse to pay for it. Su~h
periment, which promises important advantages has been the course followed by the Government m
it cheap.
It is not only town councils that are opposing the to the country, and which private enterprise is the case of armour for ships. \Vhen the Americans
distributing companies, but also the rural authori- ready to carry out, to be stopped because it will made up their minds it would be well if they had a
ties. This, at first sight, seems incredible, for involve t he breaking of roads. That is really modem Navy, they naturally found they needed
t he introduction of electric light into a rural district the question at issue. Every reasonable muni- armour. In order to get this made in the country,
is far too risky a speculation to be entertained by cipal right is safeguarded. The retail customer great encouragement was given to the Bethlehem
the Board, while the passage of the distributing is left to the tender mercies of his local Iron Company, which establishment went to very
company's mains t hrough a villa~e ~1ust bri~g council. Electric energy is offered to the authori- great expense in putting down the costly pl~nt
to it enormous advantages.
D1d 1t prom1se ties at bottom prices to be distributed by them at needed for turning out t he 6700 tons of mass1v.e
nothing n1ore than t he abolition of t he paraffin a profit to small users. It is only the wholesale steel plates fo r the two battleships and four mon~
lamp, one would imagine the people would wel- customer which the distribution companies ask tors in the then shipbuilding programme. Th1s
come it with acclamation.
It not only does for, with the right to carry the mains to his door. armour was of plain steel, oil-tempered and anthis but it offers the farmer and all the s mall As s uch customers are generally grouped together nealed, and t he average price was 536 dols., or,
ind~strials release from half their troubles with in one part of a town, this will uot involve much roughly, llOl. per ton. It was in June, 1887, that
their workpeople. One has only to walk round disturbance of t he streets, and if it did the result t he first contract was made for armour manufacthe implement s tands at the show of t he Royal is well wort h t he inconvenience. The municipali- tured in America.
Three yeara later the Secretary of the United
Agricultural Society to see how much the need ties can never undertake supply in bulk themIt is beyond their province ; their States Navy, Mr. Tracy, announced that the deof small motors is felt in the country. There are selves.
wind engines, water wheels, ho~-air engines, petro- powers are too limited in every respect : in partment had made a contract for arm?ur-plate
leum enaines, and steam engines of very small relation to area, to capital, and, above all, with Messrs. Oarnegie, Phipps, and Co., m consesizes all' designed for use in farms and villages, to risk. 'rhe work, if done at all, must be quence of which an extremely costly pl.ant was
and ~ good trade is done in them. None of them done by private enterprise. The capitalist will not established at Homestead. The Carnegte Comcan compare with the electric motor for the par- hang back because he is taking a step in the dark, pany were not anxious to go into armour-plate
ticular purpose for which they are intended, and and is manufacturing experience which will be making, considering it by no ~eans ~ profitable
the use of them all would cease were a cheap used by others to build up a great industry. It is business, notwithstanding the htgh pr1ce per .ton
even possible that he may fail to secure a profit, paid for the steel looked on simply as st~el, which,
supply of electricity a.vail.<\ble.
. .
We fear that this w1de-spread oppos1bon of but it is certain that the country will be rioher for of course, is not the right way of lookmg a.t the
tho district councils does not arise so much from his enterprise. On the other hand, if Parliament question. At first they .d~cli~ed the busme~,
a desire to safeguard the rights of t he inhabi.ta.~1ts listens to the municipalities there will be no advan- but at the " urgent sohc1tat10n of the Presit hey represent as from th ~ ad va.nta~es the officials tage to anyone, and an opportunity will have been dent of the Republic and Mr. Tracy, " they con
often obtain from conducting a Parliamentary cam- lost for our electrical engineers tu obtain in one sented to supply 6000 tons of plain . steel ~rmour,.
paign. In many cases the salaries of th? clerks ~o department the reputation they have been pre- oil-temper ed and annealed, the prtce bemg the
same as that paid to the Bethlehem Company.
the boards are calculated on the bas1s of thmr vented gaining in ot,hers.
At t his time the Harvey treatment and the ques
-routine duties and extra work is paid for by fees.
* ''Electrical Engineeri.cg and the Municipalities, " by tion of usin<Y0 nickel in steel armour had come
Naturally they welcome any business which bri~~s
to
the
fore,
and
a
provision
was
made
in
the
A.
A.
Campbell
Swinton,
M.
Inst.
C.E.
gri~t to the mill, and a.l::;o involves a prolonged VIsit

FEB. 16, 1900.]

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

225

'

contract that '' ha.rveyised , nickel - steel plates

should be substituted for the plain plates. Ultinutely both the Bethlehem and Homestead plates
were of nickel steel and many were '' ha.rveyised."
Naturally an addition was made to the price on
this account. In 1893 contracts were made for
3000 tons with the Oarnegie Company, and 3500
tons with the Bethlehem Company. 'rhis armour
was of nickel steel harveyised, but the contract
price was the same as for plain steel armour, excepting that an allowance was made for ha.rveyising,
and the Government supplied the nickel. Two
years later, in 1895, Mr. H. A. Herbert, who had
then become Secretary of the Navy, persuaded the
Bethlehem and Ca.rnegie Companies to reduce the
price of armour by 59.54 dols. per ton on 5600
tons for two ships, and, later, a further reduction
of merely 10 dols. per ton was made on account of
the lesser price of nickel.
So far the United States Navy Department appear to have done nothing more than t hey were
justified in doing in a fair w~y of bargaining as between buyer and seller. It 1s, however, always an
open question how far State departments ought to
push the exceptional powers they possess to squeeze
manufacturers. There is always temptation for
ambitious officials to make capital for themselves by
showing how much the Exchequer has been saved
by their cleverness, and this sometimes leads to
circumstances which are not to the public advantage. We have had some conspicuous instances of
this nature in our own service, some few of our best
manufacturing firms abstaining from competing for
Government orders simply on account of the trouble
caused by the departments. Some of the naval and
military officers who have occupied responsible positions in the two great spending departments of the
State are very unreasonable to contractors, and do
much harm. They seem to think that business is a
system of over-reaching and all business men are
no more honest than the law, and a fear of being
found out, compels them to be, and they are
mightily proud if they can worst the contractor in
what they suppose to be his own game.
This attitude may to some extent be condoned,
or at any rate it is to be explained, in the case of
naval and military officers-who largely come from
what may be called non-business families- but it
is hardly to be understood in the United States,
where all families have more or less interest in
commercial pursuits, and where the whole community lives in an atmosphere of business. Yet,
in 1896, the Secretary of the Navy was directed
to examine into the actual cost of armour- plate and
the price which should be equitably paid, and to
report the result of his investigation to Congress.
It was provided by the Act containing this
clause that no armour should be bought until
the report had been made.
Very naturally the
makers refused to " expose private affairs to
business rivals,, feeling that "any statements
made would be erroneously construed and distorted to their disadvantage." They were reluctant
"to take any steps that would seem to admit the
right of a customer to examine the cost of manufacture with the view of disputing prices., Under
these circumstances the Secretary of the Navy got
together some naval officers, includjng two who had
been inspectors of armour at the Bethlehem and
Carnegie Works, and formed them into a Board
with instructions to arrive at some conclusion in
regard to price. The secretary, however, was by
no means satisfied with the conclusions of the
Board when he received them. He accepted the
estimates for cost of labour and material, but
differed in his views as to the allowance for maintenance of plant. He based these views on an
estimated value of the plant which was less than
one-half its actual cost, and he calculated the output at about 3000 tons a year, which was nearly
50 per cent. greater than the actual product had
been. On this basis he arrived at the conclusion
that 400 dols. a ton would be a fair price to be
paid for the ha.rveyised nickel-steel armour, including nickel ; and that the profit to ~he manufacturer would be 50 per cent.
\Ve will not give details of Mr. Secretary Herbert's
estimate, as they are contradicted by the makers,
who would certainly be in the better position for
knowing the truth. The figures given by the
makers are interesting, and show how great
must be the command of capital on the part of
those entering into competition wtth established
makers of armour-plates. The average cost of plant
and the working capital for the :Bethlehem and

Carnegie Company was about 4,000,000 dols., or

over 800,000l. in all. Mr. Herbert had estimated
that the 50 per cent. profit he allowed would be paid
by a sum of 125 dols. per ton on 3000 tons of armour
a year, or a total of 375,000 dols. a year; but then he
only allowed l~ million dols. as the cost of the plant
instead of 4 million dols., which the makers gave
a~ the. actual cost. Taking such points into constderatLOn, the report of the Makers' Association
brings out the profit at 9.37 per cent. on the
!lloney invested, so that if the legal rate of interest
1s put at 6 per cent., there only remains 3.37 per
cent. to cover all risks incurred in manufacturing.
No one, we think, in this country, and certainly
no capit alists in America, would care to in vest
money in so very precarious a business as the
armour-plate trade on a prospect bounded by a
31 per cent. limit over ordinary interest. There is
first t he uncertain nature of the demand-the hot
and cold fits of public enthusiasm, and the chance
that a Governn1ent may be returned which courts
public favour on a retrenchment policy. That
means armour-plate presses standing idle. Again,
there is the "pestilential inventor" who may
establish a n ew process that will render existing
plant obsolete.
When the Bethlehem ArmourPlate Works were corn pleted, we had an opportunity of seeing something of them. The 125ton steam hammer was a most impressive object,
but commanded admiration more by its mammoth
proportions than by the wisdom of establishing
it. The hydraulic press had at that time taken
a definite place in the production of large forgings, and it was confidently predicted by those
who might be supposed to know most about the
matter, that the days of big steam hammers for
these purposes were numbered. It was said at the
time, and the statement turns out to have been
well founded, that this, "the largest steam hammer
ever built in the world," was erected by 'the
Bethlehem Company in conformity with the wishes
of the United States Government authorities, the
company's engineers not being favourable to the
plan. However, if one has only a single customer,
and that customer a Government with full power of
selection and rejection, one must give heed to
suggestions. In this case the hammer worked for
less than three years, and was then discarded in
favour of a 14, 000-ton forging press. Another instance of the uncertain nature of laying down plant
of this character is afforded by the Homestead
Works, where we recently saw the steel cylinder
of the big armour press, recently purchased, cracked
through and discarded. It was a. ma.ssi ve steel
forging, a really splendid piece of work, and in spite
of this one defect, reflected great credit on the
makers. It was being replaced by a steel casting
made by the Oarnegie Company themselves.
It was the cost of the big hammer which largely
accounted for a very substantial difference in
the expenditure upon the Bethlehem and Carnegie
armour-plate plants respectively. The latter is
said to have amounted to 3,376,000 dols., which
was a million dollars less than the Bethlehem plant
cost. These figures are given in a supplementary
report Mr. Herbert submitted to Congress.
It is interesting to learn that the cost of plant,
as estimated by the Board of Naval Officers, whose
conclusions the Secretary ignored, was 3, 537,000
dols., which was not far off the actual3,376,000 dols.
of the Carnegie Company ; at any rate, it was accuracy itself compared to the grotesquely inadequate
sum of 1,500,000 dols. put forward apparently for
political purposes.
We hllve n ot space to analyse the figures
throughout, and can only state that the result
arrived at by the author of the report of the
Association is that at the price allowed by the
Secretary of 400 dols. a ton, the profit would be
34 dols. a ton. As, however, 2000 tons a year is
over the averaae output, the return for money
invested would be 1. 7 per cent., allowing nothing
for interest.
There are, however, in America, politicians, compared to whom Secretary Herbert is generosity
itself. He allowed, in estimating his price, a sum
of 10 per cent. for maintenance of plant ; but
Senator Chandler, who interested himself in the
matter, thought 6 per cent. would be sufficient. At
any rate, the question was brought before Congress
on March 3, 1897, when it was decided that the price
for armour should be 300 dols. per ton. At this
price ''if the armour should cost nothing to make,
the gross receipts would be 15 per cent. on the
capital invested. in a plant which might within a

few years be worthless." Foreign Governments,

we are further told, are content to pay 500 dols.
a. ton for the same quality of armour.
For a further chapter in this interesting history
of " How not to do it, " we may turn to the annual
report of the Engineer-in-Chief to the United States
Navy for 1899, an official publication which we
have recently noticed. Rear-Admiral Melville,
as we have often pointed out, is a fearless
commentator on all questions that come within
the scope of his duties, and his reports are n ot
only interesting but extremely valuable from a
national standpoint. If some of our own professional officials at the Admiralty and in the War
Office had an opportunity of putting their views
before the public, as American officials can do, it
might be we should not have found ourselves in
~he .u.npleasant position we now occupy .
The
1~~b1hty on t~e part of the public to fix responsibiltty when dtsaster occurs is the chief cause of
incompetence in the public departments. If we
only knew whom to hang what a difference it
would make.
Admiral Melville leaves no room for his own
condemnation if the United States are placed in an
unpleasant position for want of a fleet. We have
already, in our issue of December 29 last, referred
to his remarks on the armour question, but as our
tale would not be complete without reference to
what he says, we will repeat the matter to some
extent. The Admiral points out that Congress had
provided for an increase of the Navy by appropriating for three battleships, three armoured
cruisers, and six protected cruisers; but what
Congress gave the United States Navy with one
hand it took back with the other. In making the
appropriations it was provided :
That the total cost of the armour, according to the
plans and specifi.cationg already prepared for the three
battleships authorised by the Act of June 10, shall not
exceed 3,210,000 dols., exclusive of the cost of transpor.
tation, ballistic test-plates, and tests.
That limits the cost of armour to 400 dols. a ton ;
but in the Act as it ultimately passed both Houses
of Congress on March 3, 1897, it would appear
that the sum actually allowed was reduced to 300
dols. The Bethlehem Company and the Oarnegie
Company offered to contract at 425 dols. a ton, but
Congress confirmed its decision not to pay more
than 300 dols., and authorised the Secretary of the
Navy to establish a Government armour factory, a
scheme which it was found practically impossible
to carry out with advantage. In May, 1898, Congress authorised the payment of 400 dols. per ton,
exclusive of royalty, for thr ee battleships, on the
Secretary of the Navy reporting that it was impossible to obtain bids at the price formerly fixed, and
contracts were arranged on these terms in the following month.
A bout this time the Krupp process came to the
front, the advantage of which over the older
methods, was conclusively proved by tests. The
Bethlehem and Carnegie firms made arrangements
with Herr Krupp to manufacture, but the cost of
manufacture of armour was largely enhanced. The
contractors offered it at 545 dols. per ton, including
royalty, which was somewhat below the price paid
by our own Government for armour made on the
same system. In spite of these facts, and in the
face of the recommendations of the Government
professional advisers, Congress refused to advance
its price beyond 400 dols. per ton, exclusive of
royalty, although demanding tests which could only
be met by Krupp armour. At the same time, for
other armour the price was reduced to 300 dols.,
including royalties.
The ultimate result has naturally been that in
spite of an advertisement which the United States
Government issued, and which was before the steelmakers of the country for two months, no one
offered to take on the contract, although it was
the largest ever authorised. The ballistic requirements demanded were too stringent to be met at
the price specified, and though an alternative proposal was put forward, no agreement was come
to, excepting in the case of armour for monitors,
which was of a. cheaper quality, but was thought
good enough for low freeboard vessels.

CONTACT ELECTRICITY.
THE controversy about what is called electricity
of contact is older than a century. Our countryman, Abraham Bennet, stated, as far back as 1789,
in a manner which left no room for doubt, that

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

whenever two dissimilar metals are made to touch

each other, they at once assume different electrical
states. From this principle, which he tested in a
variety of ways, he proceeded to describe the construction and action of his now famous " dou b ier,"
an ingenious device for generating and accumulating
electric charges, which is the prototyoe of all the
influence machines of the present day.-*
Bennet's discovery was undoubtedly known t o
V olta., for we find the name of the Italian physicist
among the s ubscribers t o his "New Experiments
in Electricity." V olta promptly realised the importance of the n e w principle and its wide application. H e w elcomed it esp ecially as it afforded him
a powerful weapon against his opponent, the physician Galvani.
He wielded it with such effect
that h e discredited all b elief in animal electricity,
and established the contact theory, on the firm basis
of what he considered to be unimpeachable and
conclusive exp eriment.
When he applied this principle to explain the
action of his " pile," " crown of cups," and s ubsequent generators of electricity, physicists began
to suspect t hat something more than the mere
contact of metals was involved in the production of
the current. Indeed, when it was found that the
new and subtle agent could deflect magne ts, decompose water, and heat the wires through which
it passed, it b ecame obvious that mere contact
could not supply the energy necessary for such
mechanical, chemical, and thermal work. Whatever part the " force " of contact played in the
phenomenon, it was clear that the power of the
current was derived from the oxidation of the
metals in the battery. Zinc dissolving in the
acidulated water, was alone competent to furnish
the energy which appeared in t h e external circuit.
When, in course of time, the heat due to the
combination of the various metals with oxygen
was determined, the dynamical theory of the cell
was established. It was L ord Kelvin himself who
had the merit of drawing the attention of the
learned world to this matter in his epoch-making
paper of 1854.
'fhough the source of the energy of the battery
was thus universally recognised and quantitatively
established, there were a few other considerations
connected with it which gave rise to some uneasiness of mind and diversity of opinion. These referred to the electrical conditions of the elements
of a simple cell, and chiefly to the origin and seat
of the so-called electromotive force. Some, following V olta, located this force at the junction of the
zinc and copper ; others found good reasons for
locating it in the oxidising m edium of the cell,
chiefly the surrounding air. Sides were taken in
England, France, Germany, and Italy, and quite
an Iliad of battles was fought in d efence of the respective views. Many an Ajax, a Hector, and an
Achilles appeared in the lists, with the result that
the fighting-line gradually narrowed down and t he
p oints of attack diminished in number, according as
the belligerents condescended to expose by unambiguous definition the real object of the strife.
The leaders in the field to-day are Lord K elvin
and Professor Lodge. The former champions the
contact theory, and the latter the chemical. The
N estor of English science holds to the '' dry volta
contact-electricity of metals, and believes it to be
due to an effort of the molecules in the thin surface
stratum of one metal to combine with the adjacent
molecules in the other. The active agent in prom oting this tendency to unite together a nd form
an alloy is maintained to be that intangible something known as '' chemical affinity ;" and one of
the effects of these straining efforts at bringing
about mutual combination, is to beget that charming but rat.her elusive elf styled electrical p oten tial.
On t he other hand, Professor L odge has con vinced himself that this eagerness for combination
manifests itself be tween th e s urface molecules of
the metal and those of th e s urrounding medium.
In the case of a m etal exposed t o air, t he straining
efforts of the attracting molecules t end to draw
p ositive charges towards the m eta l, ~nd to repel
n ecrative ones from it. If the metallic s urface be
uniform t h e strain will be equal all over the
metal, a~d consequently t h ere. will b e no external
field but if two plates of dtfferent metals, say,
zinc 'and copper, be joined or soldered together ,
the distribution of strain over s uch a heterogeneous
conductor will no longer b e uniform. The sur-

r ounding s pace will be a field of electrostatic force

if the medium be capable of ins ulat ing or of preventing a free interchange of electric charges, as
air is; whereas it will be a field of continuous
electric displacement or current flow if the medium,
as in electrolytes, facilitates s uch an interchange.
Accordin g to this view there is no p otential
difference between two metallic conductors in
contact, oth er t han the r elatively small quantity
discovered by Peltier, and known as the P eltier
effect. It is admitted to be a true contact force,
and is probably independent of all surrounding
media. It may be measured thermo-electrically,
but in no other known way. Its value has been
found to he so slight that Professor Lodge believes
himself justified in saying that two metals in contact are practically at the same potential.
Professor Lodge's main contention is that "A
metal is not at the p otential of the air touching it,
but is always slightly below that potential by an
amount roughly prop ortional to its h eat of combustion.
Two metals put into contact reduce each
other instantly to practically the same potential,
and consequently t he more oxidisable one receives
from the other a positive charge which can be
observed electrostatically. If two metals are in
contact, the potential of the medium surrounding
them is no longer uniform; if a dielectric, it is under
strain ; if an electrolyte it conveys a current.
The whole matter may be advantageously resumed with reference to an ordinary cell, in
which plates of copper and zinc dip into water.
According to Lord K elvin, the two plates and
the water are at the same potential, and are
electrically neutral. According to Dr. Lodge, each
of the three elements of the cell has its own p otential ; and, as each conductor presents a homogeneous
surface to the surrounding medium, the strain is
equalised, and there is no electric charge. Thus
far the two theories differ as t o t he distribution of
p otential, but agree as to the absence of electrostatic charge.
L ord I{elvin says that the copper, the water , and
the zinc plate have exactly the same potential, but
if a copper plate be joined to the zinc plat e , so as
t o b e out of the water at the junction, the volta
effect produces at once potential difference and
electrostatic charge. Professor Lodge will have it
that t h e joined plates are at the same potential, the value of which is intermediate b etween
that of the copper and the zinc plate first spoken
of. The copper plat e and the water have also their
own potentials, irresp ective of t he neighbouring
conductor formed of the joined copper and zinc
plate, of which only the zinc is in contact with the
water.
It will be noticed that the two contending theories
give precisely the same electric charges, and, consequently the ~ame external field. For this r eason
it is not easy to devise an expe1-imentum cnteis
which will nea tly differentiate between them, so
that the adherents of the respective theories are
likely to witness a fe w more Homeric combats
before a settlement of the volta effect is reached.
In the meantime, the address of Dr. L odge
last Friday, and its discussion at the Physical
Society to-day, will have rendered important
service to science if they succeed in eliciting
a precise statement acceptable to all of what
is meant by the electrical p otential, and how
it is to be measured (1) at a point in a. non-conducting medium; (2) at a p oint n ear the surface
of a conductor, and (3) at a point within t he mass
of a. conductor. These are fundamentals, and as
such need accurate defining.

THE ELECTRIC LIGHTING STATIONS

AT ST. LUI{E~S, CLEHJ<.ENWELL,
AND AT WANDSWORTH.

from the view point of pure economics

the presence of continuous current, simple alternating, and two-phase machines in the same s.tation cannot b e viewed with favour, yet from a.
visitor 's standpoint the plan has undoubted advantages. Of course, n o company would voluntarily
a dopt such an arrangement, but sometimes circumstances in the shape of Board of Trade or other
departmental requirements, prevent engineers doing as well for their clients as the merely natural
conditions would p ermit, did they stand alone.
Amongst the sufferers from well-meaning but too
exacting offi.cialism must be coun ted the County of
London and Brush Provincial Electric Light ing
* It is to BenoetJ that we also owe the gold-leaf electro- Company, whose two stations, the one situated at
scope.
WHILST

[FEB. I 6, I 900.
St. Luke's, Clerkenwell, and the other at the
mo~th of the River Wandle, both serve large areas
wh~ch, however, are very different in character:
It 1s on the former of these statione that the
official hand has fallen most heavily, and, consequently, we find there, as already indicated the
remarkable combination of three entirely diff~rent
types of generating plant in one and the same
station ; to be, however, reduced later on to a
continuous, and a two-phase plant.
The area lighted from this centre includes a
small portion of Shoreditch, part of the Holborn
district, the Liberties of Saffron Hill, Glasshouse
Yard, and the Charterhouse, in addition to the
Clerke1:1'!ell and .St. Luke's di~tricts; .and the plant
was ong1nally la1d out as a htgh perwdicity alternating-current plant, but the Board of Trade dem~nded that a continuous current should be supphed to t he Clerkenwell and St. Luke S districts
where a con siderable motor demand might b~
anticipated, and it was accordingly arranged to
supply this at an electromotive force of 500 volts.
This requirement may have been justified at the
time, when the alternating-current motor was in a
more or less experimental stage, but its maintenance, now t hat satisfactory two-phase motors
are obtainable, is certain to harass the company.
Further difficulties were p ut in the way of the
companies' engineer by objections raised by the
County Council to the construction of transformer
boxes under the streets, but a higher power, viz.,
the Board of Trade, was appealed to and settled
the matter, the boxes adopted being so devised
as to make it extremely difficult for any gas to
enter t h em, whilst a t the same time thorough
ventilation was provided for, insuring that even
should some extraordinary circumstance permit gas
to pass into the boxes it would n ot remain there.
The station was erected on a site having a frontage of 303 ft. 6 in. along the canal basin of the
.Regent Canal Company near the spot where the
latter is crossed by the City-road, ~nd previously
in the occupation of Messrs. Ricketts, Smith, and
Co. as a. coal wharf. The station was laid out to
the designs of Mr. A. J. Lawson, at that time and
unt il recen tly engineer and manager of t he company. Much of the subsoil proved to be of earth,
though a considerable quantity of gravel and sand
was encountered before reaching the blue clay at
30 ft. below ground level. It was decided to construct the buildings within a watertight tank
formed by a thick layer of concrete over the w~ole
area, having watertight walls on the canal s1de.
These buildings, which were designed by Mr. F.
Stanley P each to the engineer's r equirements, ~ere
constructed throughout of best selected stock bncka
laid in Portland cement. Inside it is divided into
two main portions, the boiler-room and coal store
and the engine and dynamo-room.
The boiler-room runs alongside the canal fro~t,
and measures 198 ft. 3 in. long by 41 ft: 4 m.
broad. It is lighted from the canal ~1de by
numerous windows, nearly half the entrr~ area
b eing glazed, so that the firemen work m ~.m
usually cheerful surroundings. T~o bat~nes,
each consisting of six Babcock and W1lcox. boilers,
are at present in place, and room is prov1ded for
five more. These boilers are designed for a working pressure of 150 lb. per square i~ch, and are
provided with s uperheaters, which ralSe the steam
about 150 d eg. Fahr. above its tempe~ature of
saturation.
Two sets of Green economisers are
provided at one end of the boiler-room, whilst on
a short length of floor immediately above them
are fi xed two \Veir steam pumps, each capable of
supplying 4000 gallons of feed p er hour. ~h.ere
are also here two motor-driven pumps of .s1m1lar
capacity, one being supplied by the Electnc Construotion Company and the other by t?e Brush
Company. A large hotwell is also p:ov1~ed here,
the condensed steam collected in wh1eh, IS passed
through two Ra.ilton and Campbell oil filters before
being supplied to the feed pump. s~~rt ladd~rs
connect this floor with the platform, g1nng access
to the boiler stop valves.
.
.
The most interesting feature of the stat10n ~
perhaps the coal-handling plant. The coal. IB
brought up t h e canal in steel barges, each holdmg
80 tons. A grab, holding 15 cwt., suspended from
an hydraulic cran e, picks up the coal from t~e
barge and dumps into the hopper of an automatic
weighing machine, through which the whole supply
is weighed before being passed into the bunkers.
These bunkers are situated on a floor over the
boiler-room, on either side of a. central tram
1

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

FEB. I6, 1900.]

way. The floor of this room is of brick arches,

and the roof is of corrugated iron. Ventilation
from the boiler-1oom below is provided by a
steel-lined air way at the back of the bunkers.
The automatic weighing machine, already referred
to, is provided with a . registering and i~lte
grating apparatus, ahowmg the total we1ght
passed through the n1achine, which is done
accurately, whether the grab takes up equa.~ q~an
tities at each turn or not. After wetglung,
the coal is distributed to the bunkers by chain
conveyors running along t he coal store from
end to end. The plant in question is capable
of dealing with 30 to 40 tons of coal per
hour, and is worked by one crane man and two
baraemen,
who
heap
together
the
coal
ready
for
0
the grab, with the occasional assistance of a
trimmer, who merely closes the shoot doors to
each bunker as it is filled. The store is capable of
holding about 1000 tons, and lthe entire cost of
handling the coal from barge to bunkers does not
exceed about ld. per ton, exclusive of interest on
and depreciation of the m~chinery. Between the
two lines of bunkers there IS a tramway, between
the rails of which are placed the shoots communicatina with the Vicars automat ic stokers in the
boile~-room below. A special weighing car, the
design of Mr. Lawson, runs on these rails, and is
filled by a trimme~, ":ho no~es every charge. This
weighing car has Inclmed sides and an end door,
every opening of which to discharge a load into the
hopper of a stoker is automatically recorde~, thus
maintaining a check on t he work of the trimmer,
whose list of weighings during his shift must tally
with the record on the counter. At the further
end of this store-room are situated t wo of Doulton's
water-softenina0 plants, through which all the
make-up feed, obtained, we may add, from the~ ew
River main, is passed before use. The engineroom lies immediately behind the boiler-room,
and is 60 ft . wide by 180 ft. long. The machinery here consists, in the first place, of
t wo 20-ton travelling cranes used for erecting
and overhaulina the engines, and of auxiliary
machinery in th: s~ape of two steam-drive? and ~ne
motor-driven centrifugal pumps, used for cuculatmg
the condensina water; in addition to which should
be noted thre; steam-driven exciters, one supplied
by the Brush Company and tw.o by the Electr.ic
Construction Company. Commg to the ma1n
plant, there are, first, six 200-kilowatt two~phase
50 alternations per second generators, bmlt by
the Electric Construction Company, of Wolverhampton and, secondly, five single-phase Mordey
alternato~s, each of 180 kilowatts capacity, and
100 periods per second. All . these gener~tors
are driven by compound marine-type engmea,
built by the Brush Company, and fitted with
Raworth's flywheel governors, and with his attachment for speeding up and down the engine whilst
running. This device insures easy synchronisation,
and an even distribution of the load between t he
various sets when running in parallel. The Brush
machines are rnn in parallel with themselves, and
the Electric Construction Companies generators
beina of different periodicity, are also run by themselv:s, but to insure economy in working until the
whole plant is converted to the two -phase system
with a periodicity of 50 alternations per second, Mr.
Lawson arranged for the placing of a motor generator, which should generate as a single-phase
2000 to 2200-volt 100 alternations per second, or as
a two-phase 2000 to 2200-volt 50 alternations per
second machine, according as a bipha.se or a
single-phase generator m~ght. be at work at times
of Iiaht load, thus rendering 1t unnecessary to run
mor~ than one engine in these conditions. The
continuous-current machinery consists of two 550kilowatt General Electric Company's generators,
driven by cross- compound Oorliss engines built
by the E . P. Allis Company. There are, however, three motor generators, which can also be
used to supply continuous current or vice ve1sd.
Two of these are single-phase machines, whilst t he
other is biphase.
The steam pipes supplying the engines are
arranged on the ring plan. The plant is generally
worked condensing, but can be worked non-condensing, the exhaust steam being then turned up
the chimney, which is 200ft. high. The condensing
water needed is obtained from the canal, and is
strained before being permitted to pass into the
condensers.
The switching gear is somewhat complicated,
there being three different systems of distribution

to be provided for, with provision for working the

motor generators already referred to, from either
the single or biphase mains. Most of these switchboards are of the Fenanti pattern. Regulating
gear for n1aintaining the potential on the circuit as
the load increases is provided for by rheostats connected with t he exciter circuits. A fiue set of testing instruments and a repair-shop, lathes, drills,
and the like, from part of t he station equipment.
An upper floor apace is formed for an accumulator
plant, consisting of 302 Tudor cells. An interesting feat ure of the set is one of Signor Enrico's
battery switchboards, by means of which the electromotive force at the line terminals is maintained
practically constant, cells being automatically
switched in or out as the load varies.
The mains in this district have been laid on the
draw-in system, the cables being placed in cast-iron
pipes, 2 in. or 2t in. in diameter, the smaller
pipes being used for the high-tension mains, and
the larger for low-tension and power mains . Leadcovered-paper insulated cables are used for the
high-pressure lighting mains, whilst rubber-insulated concentric cables of Silvertown manufacture
are used for the power supply. For the lOO-volt
circuit, Callendar cables are used. House serviceboxes are provided at the rate of one to every four
houses. In the case of power supplies, the service
cable is vulcanised on to the rubber-insulated main,
and carried into a special service-box within the
consumers' premises. The transformer-boxes are
laid on what practically amounts to a " ring "
system, t hus enabling any parHcular box to be
entirely cut out without affecting the supply to its
neighbours. The switching gear for the high and
low-tension connections of these boxes was designed by Mr. Lawson in conjunction with Mr.
C. E. Hodgkin, of the Brush Company. The
arrangement is such that it is impossible to open
the low-tension circuit without having first opened
the high-tension one; and similarly, the high-tension
circuit, if open, cannot be closed until the lowtension circuit has first been closed.
In western Holborn and St. Giles' the whole of
the mains have been laid for a biphase alternating
system of distribution for both lighting and power,
and to t hese mains current is supplied at a pressure on either phase of 100 volts ; if one be fully
loaded and the other unloaded the difference is not
more than 2! per cent. When the whole change to
50 alternations per second biphase supply is made,
it is proposed to balance up the single- phase distribution mains on the switchboards at the station,
so that the load may be as evenly divided as possible between the two phases, St. Luke's being on
one phase and Clerkenwell on the other, while the
outlying districts shall be biphase; the reason for
this being that t here is no object in pro.viding a
biphase supply in St. Luke's and Clerkenwell,
where the continuous-current supply prescribed by
t he Board of Trade is already given.
Some idea of the amount of street work may be
gathered from the fact t hat the length of trenching
in the northern districts to date is about 35 miles,
the length of pipes laid is 100 miles, the hightension and power mains about 33 miles, the lowtension cables about 40 miles, whilst t he number
of transformer-boxes is 50.
These districts, owing to their being chiefly of s.
business nature, have very much greater variation
of load between sum1ner and winter than the
southern districts, which are chiefly residential.
The plant at Wandsworth serves a very different class of consumer than that at St. Luke's.
At t he latter station the Sunday load is almost insignificant, whilst at Wandsworth, the demand for
current being largely residential, the Sunday load
is considerable.
The site selected for the works consists of 3!
acres of land at the mouth of the River W andle,
much of which, at t he time it was taken over by the
company, was little better than marsh. By reclamation works, however, excellent wharf accommodation has been provided for the company's coal
barges, whilst the river gives an ample supply of
condensing water. The buildings in the general
arrangement and character of internal fittings differ
to no great degree from t hose already described,
but provision has been made for very important
future extensions. At present the boiler-room
measures 100 fb. long by 68 ft . wide, but will later
on be extended to double the length. The width
is sufficient to permit of a double row of boilers,
placed against the two longitudinal walls, with a.
central gangway between them wide enough to

227

permit of the removal of tubes when needed,

and an ash conveyor is to be laid. At present,
but eight of these boilers are in place, forming the range along one side of the wall. The
boilers are similar to those at St. Luke's, but some
of the auxiliary machinery is of a different character. Thus the scrapers for the Green economisers are at this station worked by two small
Langdon Davis motors, and injectors are used for
the feed in place of motor-driven pumps, supplementing the Weir pumps. A large Schonheyder
water meter is also installed here, and is said to
give great satisfaction. AB at St. Luke's, the coal
store is placed on a floor over the boilers, the
bunker capacity being at present sufficient for 1200
tons. The coal-conveying gear has not, however,
yet been completed, though the contract time
has expired. Hence the hoppers of the Vicars
stokers are at present mainly filled from the
boiler-house floor, instead of from the coal store
above, as at St. Luke's. The conveyor plant
referred to is being constructed by Messrs.
Graham, Morton, and Co., of Leeds, who have
had much experience in this class of work. When
completed it will be capable of handling 40 tons an
hour. The water-softening plant is similar to that
at St. Luke's.
The engine-room at Wandsworth is 60 ft. wide
by 110 ft. long, and contains six Mordey singlephase alternators, giving 180 kilowatts at 2000 to
2200 volts, the periodici~y being 100 alternations per
second. These are dr1 ven by Ra worth Universal
engines. Provision has, however, been made fer five
400-kilo watt biphase alternators, working at the same
p~tential~ but wi~h only half ~he periodicity. These
w11l be dnven byimproved Universal engines. To enable the wh?le system to ~e supplied at times of light
lo~d by a ~1ngle generatmg set, a motor generator
w~l be l~Id down ~s at ~t. Luke's? which will pernut of biphase mains bemg supplied by a singlephase alternator, and vice ve1sa. The area served
is very large, extending to Roehampton in the
west, Streatham in the south, and to St. Georgethe-Martyr's, Southwark, and St. Olave's in the
east. The low-tension current throughout the whole
district is supplied at 200 volts. In V'landsworth
where there is ~ikely to ~e l_ittle demand for power:
the current w1ll be distrtbuted as single-phase
whilst in the industrial districts conductors fo~
each phase will be laid throughout. The length of
trenching and reinstatement in the districts served
already amounts to over 75 miles.
It is proposed shortly to effect much of the
feeder distribution at 6000 volts, step-up transformers being used at the central st.ation. This
plant is not yet i~ operation, . bu.t will greatly
Increase t he capacity of the distributing plant.
Even as n1atters stand, the fact t hat the low-tension
system in this district is designed for 200 volts has
enabled t he much larger area in question to be
served with only t he same number of transformerboxes as are employed on the St. Luke's system
where the low-pressure distribution is effected at
100 volts.

AMERICAN RAILROADS AND

CANALS.
THERE are points of such considerable interest in
the r~port of the New York State Commission on
Canals, that we need make no apology for a further
consideration of the position of that State in relation to t.he transportation tracle of New York and
the competition of other American ports and ~f the
Canadian canals and Mont real. We have already
pointed out that New York has awakened to the
necessity of improving its water communication
with the interior, and have given details of the
radical improvements proposed to be effected on
the Erie Canal, at an estimated cost of close upon
60,000,000 dols., in order that it may be capable
of accommodating larger vessels. In presenting
its recommendations, the Commission touches on
the question of railroad competition. In effect,
it asks whether the ra.ilroads, with their large
capital ~nd scientific management, their durable
roadbeds, powerful locomotives, larger cars,
greater t rain-loads, greater speed, and greater
certainty of delivery, will be able now, or in the
n ear future, to reduce the cost of transportation
below what is possible on the canals. If there
seemed any likelihood of this, t here would be little
use in spending any considerable sum of money on
the modernisation of the Erie system. Those who
have had experience of the difference in the cost as

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

between rails and water as a means of transport, to the l etting of public contracts by t he State, so as
will not be surprised to find that the Commis- to make impossible a repetition of the unfortunate
sioners conclude that there is no likelihood of greater results of the 9,000,000 dols. appropriation. The
economy ever becoming possible by the utilisation merit system is referred to in the penultimate
of the rails.
clause, and no one, probably, will be found to quesThe cost of transit by water may be regarded tion its excellence any more than its necessity,
as inherently cheaper than the cost by rail. The having regard to t he corruptness of the " boss"
Commissioners find that on the lakes the cost is system which prevails in a marked degree in New
about 1rij mill (one mill equals f-a- cent) per ton- York State and city. The desirability of opening
mile; on the canals of New York, where the boats the canals to enterprise will also appear obvious to
are very small, the waterway greatly restricted, and t hose who ar e acquainted with the facilities granted
methods of handling the business obsolete, it is by the Canadian authorities and by those American
about 2 mills per ton-mile. "By the enlargement ports which have sought- and sought with success
of the canal which we recommend, and the intro- -to divert trade from New York to themselves.
duction of improved methods of management, "
The Commissioners strongly recommend the rethey say, "we believe that the canal rate can peal of the absurd law which restricts the capital of
be reduced to two-thirds of 1 mill per ton- transportation companies on the canal to 50,000
mile, or very nearly as low as the lake rates. dols. On this p oint they say : " vVe believe t hat,
All of these rates have varied in the past, if the canal is enlarged and made free, methods will
and will vary in the future, to correspond with be introduced in the grain trade, under which reprosperity or d epression in general business. But sponsible companies with adequate capital will take
there is every reason to believe that they will charge of the grain at Chicago or Duluth, and demaintain a corresponding ratio, the ocean, lake, liver it in t he hold of the sea-going vessel at New
and canal rates being from one-third to one-fourth York ; making use at all points of the line of their
of t h ose by rail. " The reductions which may be own property in lake steamers, elevators (both
m.ade hereafter in the railroad rate can, it is movable and floating), canal boats, and towcontended, be met by similar reductions in all boats, and giving one through bill of lading."
classes of the water rates, provided the same Such companies, it is hardly necessary to
m ethods of skilled management are applied to all. say, would not tolerate the anti}Uated methods
M oreover, the canals have been largely limited in of hauling canal boats by horses or mules ;
the past to the lower grades of freight, and this self-interest would prompt and compel them in a
is equally true of the transportation on the very short time to find the best means of mechalakes. There is no reason why the canals, if nical traction, whether by steam or electricity ;
enlarged and properly managed, should not com- whether to have the motive power in each boat, or
pete for the higher grades of freight which, to have a self-propelled boat which carries freight
at prices far below t hose charged by the rail- as well as tows other boats; or to have the motive
r oad, would bring very profitable r eturns on power in a boat which carries no freight, but is
used only for towing. And here would come in t he
t he lakes and canal.
Anotqer view of this important railroad-canal value of the improved methods of traction advised
question has been put by General Francis V. in the second clause.
As to the important question of terminal charges,
Greene, before the New York Board of Trade.
That view is, that the railroads of the State would the excessiveness of the rate is as n1uch a matter of
be aided, instead of injured, by the provision of notoriety as the inadeCiuacy of the facilities. What
an adequate waterw~y such as is proposed. General it is sought to do under the new condition of things
Greene's argument is, t hat the advantage to the is to bring about a freight rate not to exceed 1 cent
p eople of the State from a waterway of modem per bushel on grain from Buffalo to New York.
form, extent, and equipment, must be measured 'fhe rate on the lakes from Chicago to Buffalo
by the reduoti6n in the cost of t ransportation of during the last few years has been 1i cent, making
all sorts of freigh t, for such canal would carry with a total of 2t cents for transportation alone for a
certainty, safety, and responsibility all the freight distance of 1600 miles. The cost of handling at
that rail roads n ow carry, except the perishable Buffalo and New York is equivalent to 78 cents
class. Improved canals would, however, while per ton . Ore and coal are handled at terminal
keeping the rates of the railroads within limits, points on the lakes in large quantities, at a cost
tend strongly to increase their traffic. The canals of 8 to 10 cents per ton. It should be possible
created the cities t hat made the railroads possible, to handle grain at a cost per ton little, if any, in
$\nd to-day the local business of both the canals and excess of these figures. Then, as to the provision
the roads exceeds in profit the through business. With of facilities, there are in New York City and Buffalo
the increase in the capacity of the canals for this busi- Harbour miles of unoccupied and cheap water front,
ness, the rail roads would prosper in direct proportion, where suitable structures and appliances for
and even in greater proportion, for the roads could handling the grain out of the lake steamer into the
branch out in every direction, and gath er business canal boat at Buffalo, and out of the canal boat
which the canals cannot possibly r each. In short, into the seagoing vessel at New York, can be
with modern canals, managed with energy and com- erected, the result of which will produce a reducpetence under the merit system, they and the tion in the grain rQte fully equal to that which can
roads would compete and stimulate each other, to be produced by an enlargement of the canal. The
their mutual benefit and the common advantage of possibilities of t raffic, given a thoroughly modern
the public. W e doubt if th.e railway~ will appre- waterway, freed from ridiculous restrictions, are
ciate the full cogency of thlS content10n, but that undoubtedly great. We do not, however, share the
belief of the Commissioners that all that has been
there is a bier
element
of
truth
in
it
admits
of
no
0
stolen by Montreal, to say nothing of Boston, Balquestion.
.
Allusion has been made to the mertt system. timore, Philadelphia, and the other American seaAmong t h e recommendati0ns of the Commission ports, would straightway be diverted back to N ~w
are a number designed to promote the efficiency of York. After all, the Canadian Canal will score bemanacrement of the improved canal system, when it cause, with 14ft. as t he minimum depth of water,
shall have been sanctioned by the State Legislat ure it will be possible (it has been done already,
and carried out. These recommendations, which in fact) to carry cargoes right through to the
are ii).sist.ed upon as essential, a.re as follow: (a,) seaport without any break, whereas the New York
The removal of all restrictions as to t he amount of State Commissioners contemplate t ranshipment at
c l.pital of companies engaged in transportation Buffalo into barges. Nor does it seem reasonable
0 .1 the canal~, and the encouragement of large to suppose, as the Commissioners suppose, t hat an
carrying concerns for handling canal Lusiness, improved c'anal system will mean the transfer of
in place of hampering them, as has hit herto the centre of the iron-manufacturing industry from
been t he case ; (b) the use of mec.h~nica~ means P ennsylvania. to New York State. At the same
of traction, either steam or electne1ty, 1n place time, the ability to lay down Lake ores at a small
of draught animals, and the use of mec~a cost might very readily lead to great developments
nical power in place of hand P?wer for ?peratmg in this direction in t he last-named State; and as
the gates and valves, and mov10g boats In locks ; for the actual transit trade, adequate canal com(c) the organisation of the force engaged on the munication might be expected to go a long way
public works of the State on a. more permanent towards arresting that "steady relative decline"
basis so as to afford an attract1ve career to gra- which Governor Roosevelt and the Commissioners
duat~s of scientific institutions: with the assurance deplore.
that their entry into the service, their tenure of
office and their promotion, will depend solely on
R usSIAN CoAL MINING.- The production of the Donetz
their' fitness as determined by proper and prac- (Russia.) coal basin lasb year showed an increase of
tical tests ; ~nd (d) a r evision of the laws in regard 100,000,000 poods, or about 1,650,000 tons.

[FEB. 16, 1900.

N 0 TES.
TRAMWAYS IN THE CAUCASUS.
A CONCI!SSION for the construction of a railway
from Tifl.is to Kachetien is understood to have been
granted to Prince Tochawtschawodre and others.
The wo~ks ar~ ~ be speedily advanced, although
no defintte deciSion appears to have beec arrived at
as to the details, two or three different lines
having been discussed. The work in connection
with the future Black Sea rail way is being pushed
ahead, more especially as far as its northern
section is concerned. Diuskaja (a station on
the Tichorezsk-No worossisk Railway, shortly before
reaching I ekaterinodar) has been fixed as the starting point, and from there the line will proceed via
Sta.niza Beloretschenskaja to Tuapsse, and a branch
railway will b'e buil t from Beloretschenskaja to the
town of Maikop. The country surrounding this town
has a considerable sunflower oil industry and large
tobacco plantations. These products have hitherto
had to be conveyed by wagon from Maikop to
Tuapsse. The director of the tramways at Tiflis is
seeking powers for the construction of a tramway
worked by wire rope from the town to the mountain plateau of the Mtazmund Mountain, the
gradient ranging between 0.49 and 0.57. The gauge
has been fixed at 1 metre, and the rails are to rest
on two concrete walls ; otherwise the Striib system
will be adopted. An additional concession for the
continuation of this line to Kodsborg has also been
applied for. The concession is applied for for 54
years, after which period it passes into the possession of the town, which, besides, is to have annually
1 per cent. of the gross receipts.
RAILWAYS AND

MoTIVE PowER FROM BLAST-FuRNACE GASES.

In a r ecent numher of La, Revue Universelle des

M ines et de la M etallurgie, Mr. H. Savage, engineer t1) the Cockerill Company, treats of the work
so far accomplished in the running of gas engines
with the waste ga es from bla t-furnaces. At the
outset it was feared that the solid matter sus
pended in these gases would score cylinders and
valve seats so sever ely as to entail a considerable
expense in renewals ; but by the adoption of
separators this supposed difficulty has disappeared,
although the gases now used still carry wit~ them
into t he engine some 60 lb. to 80 lb. we1ght of
dust p er day. This, however, is in such a fine
state of division that, as already stated, it has not
proved directly injurious to the working surfaces
of the engine ; but indirectly it still causes troub~e,
as it appears that its presence leads to a part1~l
decomposition and decarbonisation of the lubricating oils. The Cockerill Company have, however, had a 200 horse-power engine at work for
over 18 months, and have supplied several sets of
500 horse-power engines to certain blast-furnaces
in Germany. German engineers, however, have
deemed it prudent to erect plant for thoroughly
washing the gases to be used. Some of the engines made by the Cockerill Company are of very
large dimensions, such as the 600 horse-power
blowing engine illust rated in our issue of Januar~ 10
last. This has a cylinder 1.30 metres (51.2 m.)
in diameter and 1.40 metres (55. 1 in.) str?ke.
The flywheel alone weighs 35 tons, and t he engmes
are expected to develop 550 effective borse-po:ver,
which will be applied to driving blowing engu~es.
The blowing cylinder will be 1. 70 metres (66.9 m.)
in diameter, and the inlet valves ar~ of such
dimensions that the speed of the a1r through
t hem does n ot exceed 10 metres (32.8 ft.) per
second. In other cases similar engines are used
for dynamo driving. An objection .to these motors
is their high initial cost compared with steam plants
of equivalent power.
AMERICAN I RON AND STEEL EXPORTS.

When discussing recently the general question of

American trade during the last calendar year, we
stated t hat t he detailed figures would show, on
publication that t he valueof iron and steel exports
for t he t~elve months would probably exceed
100,000,000 dols. The complete statistics are now
available, and they show that the total '!as
105,689,645 dols., a figure which compares with
82, 771,550 dols. for 1898, 48,670,218 dols. for 189h6,
and 27,000,184 dols. for 1890. Some part of t e
increase of 1899 as compared with i~ pre~ecessor,
is found in the general rise in the pnce of 1ron and
steel as of other commodities, but that there has
been an increase in quantity also is a matter bey_ond
question, and congratulation is due to our A.Inencao

FEB. I 6, 1 goo.J
friends for the enterprise which can show such substantial results. Accompanying the improvement
in the ra.lue of exports is a rise also in the value of
imports, the aggregate of 15,799,206 dols. comparing
with 12,474,572 dols. for 1898, and 13,835,950 dols.
for 1897. We presume the better part of the improvement here represents higher values rather t han larger
quantities; and it is to be observed t hat in no
other calendar year, except the two mentioned, h as
the total of imports into t he United States been so
low as in the twelve months just passed. F or 1890
the value was 44,544,140 dols., and for 1880,
63,956,853 dols. I t is pointed out that last year the
United Kingdom took nearly 2,000,000 dols. worth
of American iron and steel exports, Germany over
1,000,000 dols., Fra nce 338,857 d ols., a~d other
European countries 965,935 do~s. Of. seWlng machines, the exports to tho Un1ted Kmgdom were
1, 285,609 dols., against 892,654 dols . ; to Germany,
846,034 dols. , against 806,401 dols.; to France,
109,269 dols., against 89,117 dols., and to other
Europe~n countries, 235,426 dols ., against 164,229
dols. The total shipment of electrical machinery
rose from 917,453 dols. in 1897 to 3,143,336 dols.
in 1899; metal-working machinery from about
4,000,000 dols. to nearly 7,000,000 dols. ; railway
engines from 3,000,000 dols. to n early 5,000,000
dols.; and typewriting machines from 1,566,916 dols .
to 2, 776,363 dols. The record is really remarkable, but there has of late been a slackening off,
due to the high range of quotations which has been
attained; and, therefore, we doubt if the showing
for the fiscal year, which comes to a termination on
June 30 next, will compare so favourably with
1898-9 as the past calendar year does with its predecessor.

E N G I N E E R I N G.
petus to the U ral mining industry, the more so as
t he Ural ore can be produced so cheaply on th e
spot-some 2 kopek per pood ; in tho Donetz district fuel is cheaper, but the ore, on the other hand,
dearer. The most likely of t he Siberian coal mines
as regards the supplying of the U ral mines with
coke, appear to be M. Derow's mines in th e
Powlodar district, which seem to be satisfactory in every respect. The working is very cheap,
and a railway is being built, or has, perhaps,
already been completed from the mines to a place
on the Irtish River, and the coke can from t here
proceed almost the whole way to the Ural by water,
which, of course, materially tends to r educe their
cost. The coke will be distributed from the town
of Tjumen by rail to the various consumers.
NOTES FROM THE UNITED STATES.
PHILADELPWA, F ebruary 8.
AFTER several weeks of almost absolute quiet a
large amount of business has been done wit hin a few
days in crude iron. The purchases cover basic,
Bessemer, phosphorus, forge, and foundry.
The
purchases were not particularly large in any case, but
the number of them and the variety of iron called
for has attracted attention. Prices have not been
shaded openly, but some business has been quietly
done as a concession. Inquiries have come from
European sources for crude iron, but the agents who
have made the inquiries do not encourage Americans
to do much business at the prices named. Transactions in Bessemer pig foot up to 30,000 tons, and in
basic pig about half that amount. Demand for ca-stiron pipe is now asserting itself, and the week's business foots up about 7000 tons. As soon as buyers and
sellers can agree upon prices for billets some extraordinary large contracts will be placed. A difference
from 1 dol. to 2 dols. a ton separates buyers and
sellers. The pivotal point of the steel trade just now
is-will the big consuming interests co,er for the last
half of the year? The chances are to-day that they
wi11. The buyers may change their minds next week
and wait. In a general way there is a better demand
for iron and steel all over the United Sba.tes. Railroad companies would place larger orders for cars
were it not for the stiff prices named by car-builders
for work. There is an active demand for all kinds of
car-building material, including axles, wheels, and
t imber. There are inquiries to-day for large quantities of structural material, but the quotations are
calculated to diqcourage the placing of large orders.
There is much t alk about a declining tendl3ncy, but as
strong arguments can be found in favou.r of an upward
tendency.
Newspapers are talking about the probable sale of
the Maryland Steel Company's plant at Sparrow Point
to H. C. Frick, late of the Ca.rnegie Company, who, it
is said, desires that property a.s a source of supply for
shipbuilding interests, whieb it is proposed to esta
blish upon a. scale of great magnitude across the Delaware River to Philadelphia. The inquiries for steel
ra.iJs indicate that the only obstacle to large transactions is the refusal of makers to name more attractive
prices than 35 dole. The demand for scrap is far
beyond all possible supply. The demand for coke is
pressing prices upward and it has stimulated several
big roke - building schemes both north and south,
which will in a few months add materially to the present supply. The greatest production of the Connellsville Region was reached last week, when the production wa.s 207,263 tons.

URAL IRoN ORE FOR SouTHERN RussiA.

The metallurgical development in several portions
of the Russian Empire has of late years been progressing with leaps and bounds, and in directions
which only a few years ago would have been
looked upon as very improbable. This applies, for
instance, to the scheme of supplying the iron
industry of Southern Russia with ore from the Ural
Mountains, which plan was only originated some
two or three years ago, and, when discussed, was
received with much scepticism ; another instance is
the using of Siberian coal for the U ral mining
industry. The realisation of the former plan is,
however, being pushed ahead with much energy.
The new Rusian company has already for some
time been n egotiating about securing concessions
for examining and working ore deposits belonging
to the Crown in the U ral for the purpose of conveying the same-mostly magnetic iron ore-to th e
company 1s iron works at Iusow ka, in the government of Iekaterinoslow. The same company is
also directing its attention to the ore deposits of
the Mountain Magnitnaja (the Magnet Mountain),
which pending the construction of a connecting
railway with the Volga (the projected TscheljabinskZarizyner line) should have exceptional chances for
convenient transport. The ores of Southern Ural
do not contain less than 60 per cent. iron, and
can, subject to some facilities as regard~ transport,
be used with ad vantage by the iron works of the
Donetz basin. Besides the undertakings of the
Iusowka Works, another circumstance tends to
prove that the supplying of the South Russian
CATALOGUES.-Messrs. Kirchner and Co., of 118, Queen
iron works wit h ore from the Ural is assuming Victoria-street, London, E .C., have sent us a copy of
a practical shape, viz., the passing of the their new catalogue of woodworking machinery, including
Sigosinski \Vorks and iron ore deposits in the circular frame and band saws of various types, planing
Southern Ural into the possession of the Nowo- and jointing machines, moulding machines, and general
joiners.A
very
neat
little
catalogue
has
been
issued
by
Powlowka Company at a price of 900,000 roubles. Messrs. E. Scott and Mountain, Limited, of the Close
On land belonging to this company immense de- Works, Newcastleon-Tyne, giving illustrations of a.
posits of iron ore, estimabed at 1 milliard pood, have number of country-houses to which they have supplied
recently been discovered. The new O\vners intend to electric lighting plants. The catalogue is prefaced with
work some 16,000,000 pood (260, 000 tons) of this ore ~ome general remarks on electricity as applied to domestic
annually at their new works, which are being built requirements.
--at Nowo-Powlowka, .in the government of Ieka" FIELD's MINING ENGINRERS' REPORT BooK."terinoslow. This may b e looked upon as the first
Messrs. Charles Griffin and Co., Limited, Exeter-street,
real attempt to use iron ore from the Ural in Lhe Strand, have issue;d a. book compiled by ~lr. Edwin R.
south. At a recent meeting of the U ral Mining Field, a consulting engineer in Nlelbourne, which is inUnion there was present a representative from one tended a-s a sort of vade mecwnt for mining engineers and
of the largest coal mines in Siberia, and his offer of managers preparing expert reports on mines, &c., or for
having Siberian coko thoroughly tried at the U ral directors or shareholders investigating the worth of property. There are stated in convenient order 126 points or
was received with an attention which proved t hat questions upon which data. should be got; there are some
the sceptics of two y ears ago had completely formulre and data for ready calculations; and bound in
changed their views. When the representative in with this catechism is a note-book for recording the requestion proved to them that ~iberian coke sults. the whole being got up in quite a. sumptuous way.
could be delivered in the centre of the Ural The book is well worth engineers havin~ to consult, for it
is complete in its way-anyone with tt could make an
mining districts at 20 kopek p er pood (a pood = "expert's" report-but most folks would prefer the re36.114 lb. ), there was much enthusiasm. This port of an engineer who did not need to use it so closely
proRpect may be destined to give an immense itn- as the compiler seems to suggest.

229
ENGINEERING AT HOME .AND ABROAD.
To THE EDITOR OF ENGINEERING.
SrR,-Will you kindly. allow m.e to ~ake a few re
marks on the leading art1cle pubhshed 111 your 1ssue of
the 2nd inst., and entitled "Engineering at Home and
Abroad"?
Some of the statements regarding Swiss electrical
engineering practice eaU for comment, and among these
I pick out the following :
Anyone reading this article is sure to believe that the
efficiency of Swiss electrical machinery is very much
lower than that of machines of British make. Now, if
the author of the above article is of this opinion, all I can
say is that be is most thoroughly mistaken.
I a.m quite willing to allow that, generally speaking,
Swiss engineers do not strive to get the very last fraction
of a per cant. efficiency out of a. machine, but rather
devote mor: attention to its mechanical construction ;
their principal aim being to turn oub a machine which
shall be in every way reliable.
As about one-half of the electrical machinery manufac
tured in Switzerland is used in connection with steam
plant, which latter. as is stated in the above article, the
~wiss engineer brings to a high degree of perfection,
surely it would show a. lamentable disregard for the mosb
elementary laws of common-sense were he on the other
band to fritter away his power by using inefficient eleo
trica.l machinery.
I may also mention that a great deal of the machinery
manufactured in Switzerland is exported, part of it to
England, and that Swiss firms do not hesitate to accept
the efficiencies and other conditions specified by English
consulting engineers.
Referring to another statement in which it is laid down
that three-phase motors a re not generally adapted to
traction work, I cannot help expressing my astonishment
that this antiquated bogie should still be written and believed in England. I can understand that doubts should
have been expressed as to the suitability of a three-phase
motor to traction work previous to 1896, in which year it
was for the first time used for this purpose. Since then,
however, many three-phase railways have been built, und
it has been shown on these lines that there is no difficulty
in starting a fully-loaded train even on a. 25 per cent.
gradient.
Recent starting tests made on the Burgdorf- Thun
Railway have further shown that three-phase motors
compare favourably with the best continuous-current
motor~, both as regards acceleration and consumption of
energy.
As a matter of fact, the starting torque of a. three-phase
motor is not only equal to that of a. continuous-current
motor, but can be made greater, and on comparing the two
it is self-evident that this must be the case. The torque
of a. motor depends on the magnetic flux and the current
strength in the armature. Now, as continuous-current
motors have to be built with a limited number of poles,
they work with fairly saturated iron. This is not the
case with tbree.pba.se motors, which necessarily have a
greater number of poles, thus making it possible to work
with a much lower saturation. A three-~base motor can
therefore be made to have a large startmg torque, nob
only by increasing the current in the armature, but also
by increasing the magnetic flux much more than is possible with a continuous-current motor. In addition, the
distribution of losses being much more uniform in a. threephase motor, it is able to stand much heavier temporary
overloading tha.h a continuous-current motor.
The starting torque of an ordinary three-phase motor is
about three times the full load torque, and by specially
designing a. motor it can almost be tripled.
I tl has for a. long time been a. marvel to me that this
myth regarding the nonsta.rting of a. three-phase motor
should still be common in England notwithstanding the
fact tha t it is in direct O{>position to what modern electrical engineering practiCe has proved since yE:ars.
Scarcely a week pa...~ses by in which it does not appear,
ghostlike, in some English technical paper, although Continental papers have let it die a natural death long ago.
This fostering of an utterly false idea. has necessarily
been a serious obstacle to the growth of the electrical
engineering industry in England, and my object in writing
you these lines is to attempt to root it out. I should,
therefore, feel obliged if you would publish them.
I am, Sir, yours faithfully,
Baden, January 12, 1900.
C. E. L. BROWN.
AMERICAN COMPETITION.
To TRE EDITOR OF ENGINEERING.
SrR,-In your issue of to-day, "The Mdmber" again,
meta.phorica.lly speaking, crosses the Tugela., and I suppose 1t would not have been human nature if be bad not.
I would rather have been excused replying, but as my
silence would have been attributed in some quarters to a
feeling I spoka against in my second letter, perhaps you
will permit a few words. I would be glad to answer 01ny
p1actical question on the subjects treated of in my letters,
as thfy were written from a painful conviction of the great
need tor arousing my countrymen from the dangerous
slumber into which many years of prosperous and littleopposed trade and manufacture have sunk them. But
"The Member>s" letter would lead us away from the
subject into a round of journalistic fisticuffs which might
be amusing but would certainly not be edifying. I am
afraid neither your readers nor any other body care two
~trMvs whether "The Member" or I can "argify " the
best, and for my part, 1 decline to launch upon an a.imles.'\ discussion, the only effect of which would be to draw
away attention from the subject of ray first two letters.
I a.m willing to admit that in replying to "The Member's " first letter I may bavo said a word or two which
did nob feel "particqla.rly oily," but we all fall into the

230
error of speaking above our breath at times and under
the spe?ific circumstance who could have ~esisted the
temptat10n ? The only point of interest in u The Member's". second letter IS where he calls my composition
" verbiage." My first letter was practically reprinted in
a London weekly under the title of " The Growth of an
Invent~ve ~ation, " if I remember right. My second
lette~ 1nspu~ l<?ng large-print leaders in two or three
E0;ghsh eng1.neermg papers, including one where the
!Vr1ter treel.Y took the ''heads " of my letter, extended them
m. the prohx style of modern journalism, mixed them up
wtth a_su:pply of commonplac~ details, a?d served up the
whol~ m ?ve colum!ls large prmt. A lea.chng American me~hanical JOU~nal :pnnted my second letter h t extenso and
In .a. _precedmg ISSUe advised "all its friends in Great
Br1tam to ~et the copy of ENGINEERING and read the
letter.." Thl.S journal has since ss.id, "There ha\e been
Amer1can engmeers and others writing on the subjects
. . . who ~eed to learn thoroughly and well the lesson
that the wr1ter of the letter referred to evidently so well
un.derstands. . Many of our American shop propnetors a nd ot.hers seem to forget what this Enghshman
clearly ~eco~mses ~nd. boldly states, viz., .. that our
super10r1ty m certam hnes of manufacturing . . . comes
from the fact that American workmen and employers
were for~erly on .t~e same social stratum. . . "
Thus m descr1bmoo
my composition as " verbiage "
9

" The M em ber " again runs up agamst

all authorities
with whom I leav~ him w!th confidence to settle the argu:
ment, an~ meantime, With perfect good feeling to him
and all hlS and my own fellow workmen, I bid him
farewell.
Y ours truly,
A PRACTICAL EXPORTER.

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

(FEB. 16, 1900.

~elieving that some of your numerous readers might

enhg:hte!l me on. the subject, I ~m sending you this comm~micatlOn, . wh10h, I trust, Wlll find a. place in your
Widely-read JOurnal.
Thanking you in anticipation
I remain, Sir, very truly yours,
R. H. ANGlER.

13 ~ilea fr<?n:t Colenso ; a. blank space covering th8

prev10us posttlon of Doorn Kop !
. Reverti.ng to the war itself, it would ap ear th t 1
~tstory wtll f?rm a long string of gallant dJ>ds, nota ~
ned to one stde. Thus at the assault on 'Vagon Hill
January 6 we now read of ''two resolute Free Staters wh~
crept up the epaulment 3.lone and attempted to dislo~ge our men. One of them was shot by Lieutenant
lAst of British Patents on Torpedo-Gwn System I ssued Dlgby .Jones~ an of:Bcer who behaved heroically, and
to JJfr. H i ram Ste1ens Maxinn.
'
whose mtreptd leadmg of our broken men after their
officers had ~en ~hot, probably saved the position. He
No. 552, 1885. Pr~gressive powder.
No. 2090, 1885. Cartridges charged with progressive earned the y1~tona Cro~, and would have been recom.
powder.
mended for It 1f h~ h~d hved, bl;lt before evening hP went
th~ way of the maJOrtty of th.e mtrepid officers that da ,
No. 14,047, 1885. Progressive powder.
No. 17, 994, 1894. Mlllti-perforated powder (11 sections bemg shot through the head m front of his men." It [o
shown).
happened that on the day of the attack a working party
. No. ~591, 1885. Gun using progressive powder, throw- of Sapper:s and Gordon Highlanders bad been sent to
mg aenal torped?es_. torpedo shell with delay action fuse ~agon H11l t? alter a battery. Hence the presence of
Lt~utenan.t Dtgby Jones, R.E., who bad already diatinand secondary prtmmg charge.
No. 6926, 1885. Use of gun-cotton in composition of gutsh~d htmself~ and had been mentioned in despatches
powder.
for hi~ cond0;ct m the sortie under Colonel ~Ietcalf when
the Rifle Bngade captured a 4.7-in. howitzer which wa.s
No. 12,561, 1886. Aerial torpedoes.
then destroyed by the Royal En~ineers.
No. 13, 534, 1886. Fuse with centrifugal release.
The end. of the fight in defence of Cresar's Camp and
No. 16,672, 1886. Delay action fuse for torpedo shell
Wagon Hill was one of the most heroic deeds of the war
shown.
No. 17,252, 1887. Gun for aerial torpedoes; delay action The enemr. were still in posseesion on the reverse of
Wa.gon Htll, and Colonel Parka, with only thl'ee com.
fuses also shown.
No. 1166, 1885. Gunboat with elliptical turret for tor- pam_es of the Devons, when asked by Colonel I an Hamil.
ton 1f he co.u ld clear th~m out, answered, "We will try,"
pedo gun, to be mostly fought h ead -on.
and. they did, at the pomt of the bayonet, after losing all
thetr company officers and a quarter of their men.
The Devons should adopt those words as a motto it is
THE WAR IN SOUTH AFRICA.
unassuming, pathetic, and noble. The greatest deeds are
To TilE EDITOR OF ENGINEEBING.
only done by those who "try." Let the Devons inscribe
SIR,-':l'he past week's news has, on the whole, been upon their banner, "We will try."
A LENDING LIBRARY FOR ENGINEERS. more satisfactory. A ~eneral forward movement is appa- . The Roya~ E ngineers are doing good work on all
rently about to begm, as the Commander-in-Chief in s1des.: the railway companies, i~ re~irin~ a~d improving
To THE EDITOR OF ENGINEERING.
SIB, -Several engineers having expressed the opinion South Africa and his chief of staff have left Cape T own the bnes : the pontoon compames, m bndgmg nvers at
' the front, som.e times doing ~o under fire, as on Monday
that they are at a. greater disadvantage than the members pres umably for the front.
A ctivity, _bot~ on the Tugela and the M odder, points last-a ~ne piece of work mdeed : the balloon parties
of other professions, in there being n o existing library
f~om _which to obtain books for reference: and thab con- t? a determm~t10n to hold the enemy in force on both are findmg plenty of work to do, often within 3000 yards
Sidermg the wealth of t he. Ins~itution of Civil Engi~eers, sides of t he Immense area covered by the war and o_f the enemy's guns for which a balloon is a. great attracand th~ fact thab a lendmg hbra.ry need not necessarily C~lonel Plumer on the northern frontier ha.s also ~n in tion and draws much fire, fortunately without any fatal
be carr1ed on ab the Institution buildin~s should there ev1dence. These signs all point to the conclusion that results up .to date. The frequent work of entrenching
be lack of accommodation in the same, the~e appears to o~r field fore~ in Cape Colony is now regarded as suffi- must be dtrected to a great extent by Royal Engineer
be n o reason why such a library should not be started by 01entlJ: or~amse~ to _warrant a general movement towards offi~ers and men . although we hear very little about itthe prmcipal ObJeCtive.
whlCh, perhaps, lS equal to a good report, as it shows that
the above Institution.
It is not easy to comprehend General Macdonald's things are proceeding smoothly.
It is suggested t~at the accompanyins- petition should
In short, the Royal Engineers vie with the Royal Artil
be sent to the President of the Institut10n of Civil Engi- n:anamvre, whereby Koodesberg Drift was successfully
s1ezed and held, entrenchments formed, and then lery and. the Royal Army Medical Department in de
neers on the subject.
monstratmg to the world that our special services are
As it is i~possible to forward the petition to each evacuated " by order of L ord Methuen."
The only explanation appears to be that some other equally efficient, so far a.s their numbers permit, with
member for Signature, I should be glad if those belon8'
ing to the Institution of Civil Engineers who are m and great manmuvre is impending which requires the those of other great nations.
As regards the equipment of the officers now proceeding
favour of the for~~tion of sue~~ li brary, ~ould send me p~ese~ce of the Hi~hla.nd Brigade in another place, and
to the front, some difficulty may be experienced in obtaina postcard authonsmg the add1t10n of their names to the dtrectiOn-ea.sterly mstead of westerly.*
The smoothest road to Bloemfontein is probably the ing good pistols and field glasses.
said petition.
Mr. Wmans, the celebrated pistol shot, prefers a reone from the Modder vid J acobsdal, Emmaus and
E. H AMILTON WHIT.E~'ORD,
Petrusburg, nearly 100 miles in all but it wou'ld be volver to a repeater, which latter, he says, ha.s a "very
Assoc. M. Inst. C.E.
futile to s~culate on the line or lines' of L ord Roberts' heavy t rigger pull," with the "tri~ger too near to the
Borough Engineer's Department, ~Iunicipal
a~vance w1th .the small amount of information now at our hand," and " the balance all wrong" . . . "occasionallr
Offices, Plymouth.
diSposal. Th1s much, however, may be said that an also the cartridge does not come up into proper post
advance in force by the road mentioned would tend to tion." Other things adverse are mentioned, but the above
C OPY OF PETITION.
separate the Boer forces to the nor th of the Modder from are probably sufficient to insure preference for a revolver,
To the President and Council of the
their base, and from the other commandoes to the south which should be a double-action, solid-framed pistol,
Institution of Civil Engineers.
We, the undermentioned Members, Associate Members and ?f the Orat;lge Ri_ver. Also it would threaten the latter shooting Government ammunition.
Students of the Institution of Civil Engineers, desire to dra\~ your m rear, whteh mtght cause them to trek to the north in
As regards field glasses, one could fnncy after perusing
attention to the serious inconvenience to whioh members of the haste, thereby freeing our forces under Generals French a. recent le tter in the Ti'Tites by Lord Dunra.ven, who was
Civil Engineering profession are subjected by being unable at and G:atacre for an advance in the same direction with appealing to the public for subscriptions wherewith to
any time to borrow a teohnical book for reference.
We would suggest that the Council should take into their the ratlway to the capital v id Springfontein as a probable provide a field glass for each member of the Mounted
Sharpshooters' Corps, tha.b, given the money, he could
'
earnest consideration the desirability of forming a lending library line of communication with their base.
As regards the more easterly operations under Sir obtai n suitable glasses without any difficulty. In this
at or in connection with the Institution of Civil Engineers similar
to those worked by the Royal Institute of British Archite~ts and Redvers Duller, we mus t con tinue to exercise patience he must have erred, for good glasses are now almost un
numerous other professional bodies.
'
and to hope that the "unfortunate entanglements" will obtainable. The .Russian Government has carried oot
be. un~H.velled, althoug:h . the relieving force has for a many experiments in connecbion with this matter, and
third ttme been baffled m Its attempts to pierce the Boer found it a very difficult thing to settle satisfactorily. A
AERIAL TORPEDOES.
defe~ces on the .Tugela. There appears to lJe plenty to good glass for scouting p urposes should be achromatic ;
To THE EDITOR OF ENGINEERING.
eat. m Ladysmt~h, and an abatement of disease, fa.cts possess a good magnifymg- power, a clear definition, a
SIR,-For some years I have taken a. special interest in which cannot fa.tl to remove many anxieties for t he wel- large field of view, a slidmg hood, and hinges, so that
ordnance and matters connected therewith, and made a. fare of the brave garrison. So long as Ladysmith holds the distance between the visual axes may be corrected to
study of th e subj ect and ita bearings on naval construction out, a~d so ~ong as General Buller continues his attempts the distance between the observer's eyes.
.
and warfare. Having recently returned from Russia, to reh eve Ib, the B oers cannot detach any important
I fear that the subject has been rather neglected m
where I was in charge of engineering works, I am natu- ~mmandoes ~~r other purposes, except by raising the England. It ought to have received the careful atten
rally much in~erested in the reports on the effect of siege, and retll'mg on the Drakensberg. But this may tion of our cavalry officers during times of peace. For
lyddite shells, now being extensively used against the happen at nny moment, and, indeed, is highly probable my own part, and after trial, I am inclined to the belief
Doe~.
diract~y a determined advance is even commenced by that a. monocular is preferable to a binocular. The former
A great deal has recently appeared in the scientific and Lord Roberts, 300 miles to the wes tward as the Free is much more easily held to the eye with a single hand,
daily press, and many lectures have been delivered on the State Boers would naturally insist upon' the necessity the other hand being occupied in one way or another.
It is, of course, half the weight, half the size, and ought
subject of throwing high explosives, by a gentleman sign - of defending their own hearths and homes from th~ ining himself Hudson Maxim. Only last week a two-pa~e vader. If not, it simply means that the Free Sta.ters rely to be only half the cost. A large n umber could be
illustrated article (which I enclose herewith) appeared m upon the humanity of Lord Roberts and of the forces manufactured in half the time that a. similar order of
the Spe(JA, describing the great guns, aerial torpedoes, under his command for the protection of their farms their binoculars would occupy.
Moreover, a man's eyes are seldom truly equal, and
progressive powder, &c., of tlais inventor.
servan ts, and their cattle- that they consequently i'ntend
In the course of my investigations I have naturally to fight him in positions more advantageous to themselves, when this inequality is pronounced, it is impossible to
examined the records of the British Patent Office, and and f~rther to the eastward than Bloemfontein. Ca n focus a binocular so as to suib each eye separately. F~r
find tba b the big torpedo gullil, the projectiles, delay. anythtn@' more clearly show the nonsense connected with all these reasons it appears to me that a single glass lS
action fuses, multi-perforated and progressive powder, m modern Ideas a.s to the manner in which wars should be better than a. double one.
Yours faithfully,
short, everything down to the minutest detail of this conducted ?
February 11, 1900.
FTRLD OFFIOKB IN '84.
system, has b~en the subject of a patent.
'Vhen provisions run short in La.dysmith it will be
Most of these patents were taken out in 1885 and 1886, time enough for the garrison of the belea~ured town
as shown by the annexed list, but they are all is~ued in to cut its. way through the Boer lines of mvestmenb.
" T HE PRACTICAL ELECTRICIAN'S POOKETBOOK FOR
the name of Hiram Stevens Maxim, while all the books, Our . exat;u na.tlOn ?f the op~rations on the Tugela, as 1900. "-There has j ns t been issued at ls., by Messrs. S.
pamphlets, lectures, and newspaper articles describing detailed m .the dailJ: press, lS greatly re~ tricted by the Rentell and Co. , Limited, 11, Ludgate-hill, Lond~n,
this so-called wonderful gun and torpedo, for which such wonderful maccuraetes of the maps which are published E. C., "The Practical Electrician's Pocket-Book," which
sweeping _cla~ms a re made, are certainly in the name of in illu~tration. Thus, _the hills on the Tugela change is edited by Mr. H. T. Crewe, M. Inst. :Mech. E. It
Hudson Max1m.
places lD ~a.ch new map lSSued. D oorn K op, for instance, serves the purpose of a diary, and there are perforated
I cannot find anything written on this subject in the was prommently mar~ed and named in the T irnes map pages convenient for orderin~ supplies, &c., for test
name of Hiram Stevens Maxim, and am equally unable of January 15, as 3 m1les. south of the river, and 7 miles results. :J\1any articles of an mteresting, although _nob
to find any patent for a gun of any sort or kind in the from Colenso, ~herea.s m yesterday's map in the T im,es always of a conclusive, nature are published on the vart~us
name of Hudson Maxim, and am, therefore, very natu- D oorn Kloop IS shown to the north of the ri ver, and forms of prime movers, on belt and other means of dnvrally puzzled .
.
ing, on wiring and other necessaries for electric installs.
Does Mr. Maxim have one n ame which be uses exclu* The T im.es and other papers regarded the occurrence tions, on distribution, accumulators, &c., while tables are
sively for taking out patents, and a nom de JJlume which as " inexplicable; " bnt the aboye explanation is now given, with some particulars, of supply stations in the
be uses in describing his inventions ?
found to be correct (February 14).
U nited Kingdom, for ready reckoning, &c.

00

FEB.

ENGINEERING.

r6, rgoo.J

THROTTLING CALORIMETER.
CON 'TRUC'IED BY

..~IESSRI.J.
o

T.

S.

l\ .t
J.l:.LO

INNE<.t
J

A N D CO.,

LIMITED,

<iLAI:)GO\V.

I
I

'

I
I
I

D
,

c,

(SIR6.)

THE very neat form of throttling calorimeter, devised by Professor G. H . Ba.rrus, is now being made in
this country by :Messrs. T. S. ~lclnnes and Co., Limited,
of 41 and 42, Clyde-place, Glasgow, and is shown in the
annexed engraving. A sampling nozzle, provided with
fine slits, is inserted in the steam pipe from which the
steam is to be taken, as shown to the left of the engraving. This sampling nozzle delivers through a
valve into the separator A, where any free water is
deposited, and measured by its height in the gauge
glass. From time to time it can be blown out by the
cock B. The steam thus freed from any water which
may be carried over bodily, but still containing moisture,
pa~ses from the separator to the calorimeter chambers
C aud CI, each of which is fitted to receive a. thermometer immersed in oil or mercury. Between the two
chambers is a throttling nozzle D, which reduces the
steam to atmospheric pressure as it blows through it.
By means of the two thermometers the sensible heat of
the steam before and after expansion can be measured,
and from the difference the percentage of moisture in
the steam can be calculated.
The principle on which such calorimeters act was
set forth on page 89 of our fiftieth volume, and is well
understood. We may, however, remind our readers
that when dry steam is expanded without doing work
it becomes superheated, since the total heat of " dry
saturated" steam increases with the pressure. But if
~h~ steam i.s not entirely dry, owing to the presence
m 1t of mOisture, then a part of the heat set free is
e~pended on vaporising t he moisture, and the termmal temperature is not so high as it otherwise
would be. From the difference between the temperature theoretically due to dry steam and the observed
temperature, the percentage of moisture can be calculated.
If there is no priming water in the steam the
separator A is not required, and the part between the
dotted lines is omitted. Several of these apparatus
have been supplied to technical colleges.

INDUSTRIAL NOTES.
first real indication of an attempt to carry a
~abour Bill through Parliament this Session is the
Issue of the Shop Hours' Act BilJ, to amend the law
relating to the closing of shops. 1t is concise, and
clear in its objects. It is almost as brief and clear
as the Universal Eight Hours' Bill of a few years
ago, but of which we now hear nothing. The Bill is
backed by Sir Charles Dilkc, Mr. John Burns, and
Dr. ClarkP. It provides for the closing of all shops,
as follows :
(a) On one day in each week at or before 1 p.m.
(b) On three other days in each week at or before
7 p.m.
(c) On one other day in each week at or before
9 p.m.
THE

(cl) On one other day in each week at or before

10 p.m.
The Local Authorities are empowered to fix the
early and late closing days within their own aras.
There is no power of local option given, the Act is to
be absolute, applicable to all shops. It is not confined to shops where persone, young or old, a.re employed for hire ; the shop managed by the owner and
his wife are equally included within the puniew of
the measure. The latest hour at which any shop may
be open is 10 p. m., presumably on Saturday nights in
the poorer and even general neighbourhoods. There
is to be one half-holiday in each week, three short
days, closing at 7 p.m., and one, presumably Friday,
closing at 9 p. m. There is no provision in the B1ll
which will oblige the costers' stalls to be closed at
the ~ame hours, for costers' stalls are not, in legal
definitions, shops. The one omission seems to be the
closing of public houses. In country villages, and eyen
small towns, the measure might apply without much
inconvenience, but in the Metropolis the inconvenience would amount to hardship. Voluntary early
closing, according to circumstances, is progressing.
The report of the Friendly Society of Ironfounders
is again able to congratulate the members on the state
of trade. There was a decrease of 48 on donation
benefit, and of 26 other unemployed who were out of
benefit through their own neglect by being in arrears.
The total decrease of members out of work as compared with last month, was therflfore 74. This, for
t he first month in the year, is good. The number on
the sick list has increased by 158 over last month, or
by 266 in t he two last months, influenza being the chief
cause. The total on the fund s were: On donation
benefit, 386; on sick benefit, 691; on superannuation
allowance, 858; unemployed but out of benefit, 68; on
dispute benefit two only. Total, 1975; last month,
1914; net decrease, 61. The cost per member per
week for all benefits was a trifle over 8!d., t he aggregate coat being 653l. 5s. 8d. per week. The cash
balance was, at the close of the month, 92,54ll. 16s. 10d.
The returns as to the state of trade are still very
favourable; in one instance only is it reported that dis
charging was going on, this was at Portsmouth, where
one only (!)is on the unemployed list. In 114 places
out of 125, employing 16,211 members, trade is reported
to be very good. Under all the other heads, down
to "discharging," were 10 places, employing 1574 members, and t he one place, Portsmouth, with one out of
work. The record is pretty good for January, in a
union with 19,887 members. Another test of good
trade is that the advance of wages movement goes on
favourably. At Walsingham the men havo received
an increase of Is. 6d. per week ; at Wakefield negotiations are going on for an increase of 2s. per week ; at
Grantham the hours have been reduced to 53 per week
without the slightest friction. With only two mem-

hers in dispute benefit, two less than on the previous

month, the record shows that peaceful negotiations are
resorted to in this union for the attainment of the
objects sought. The success of this policy IS shown
by the fact that within a. year, from the date of the
re~ort in January, 1899, until the end of January of
th1s year, the balance in hand has increased by
22,633l. 9e. 1d., a splendid nest-egg with which to
meet any depression in trado that may arise after the
present prosperity shall have declined.
The report of the Amalgamated Carpenters and
Joiners for the current month shows a large increase
of unemployed, as is usual at this period of the year.
Still the number is not abnormally large ; on the con ..
trary, the proportion is below the average. The total
number of members was 61,762; of these 1550 were on
donation benefit, 1881 on sick benefit, and 844 on
superannuation allowance. In South Africa, at the
nine branches of the society, the returns refer to the
war, and say '' that the state of tra-de is very bad,
deplorable." This union will suffer sadly by the war,
stoppage of trade, and injury to property. The society
has a rule, which provides for a special audit of the
branch accounts; twelve competent and efficient men,
well acquainted with the system of accounts adopted
by the society, and with the branch books, are to be
appointed for t his purpose. The value of such a.
system is shown by the fact that one of the Glasgow
branch treasurers is alle~ed to have embezzled the
sum of 488l. 4s. 2d. The N ewark branch asked
a very curious question. Whether a member discharged, because he would not do a. reasonable day's
work, by an employer, known to be an easy one
~o wor~ for as regards the amount of work required,
1s entitled to come on the funds for donation
benefit ? The reply was that the branch must decide.
The branch voted without dissent that they could not
stand malingering. The members seem to be somewhat
divided as to whether the union shall continue to belong to and support t he Shipbuilding and Engineering
Trades Federation, or t he new Federation of all trades.
Further voting on the question is suggested by some
branches. ~ very curious point on the Compensation
Act was raised at Bolton, as to whether a. man injured after the first hour's employment could sue for
"average wages." The decision was that "average
wages" meant measure of compensation, it did not
disentitle the plaintiff from compensation.
No
other plea being given, the decision was for the
plaintiff.
The Cotton Spinners' report complains of a decrease
in members, and calls upon the branch officials to deal
with the matter. The trade generally is in a prosperous condition, so that there is n o excuse on the
ground of inability to pay the contributions. The
decline in membership is only 44, but a decline is
always a source of anxiety to the executive of a trade
union. The number of members on the funds is large
considering the state of trade- 5.26 per cent. of the
whole of the full members ; but this is explained by
t he strike at Glebe Mills, which is costing the Association 90l. per week, apart from what it 1s costing the
Amalgamation. The report says : " We cannot see
that anything is being done in the way of bringing
about a settlement." This is regrettable, seeing that
the Joint Committee manage to settle so many disputes every year, most of them without stoppages of
work, and many even without friction. The total
membership of the Association at date was 13,987, inclusive of piecers, which shows that there is a. total
decrease of 235 in the month, inclusive of the 44 full
members mentioned above. The total number of dispute cases in the month was 27, all of which were
dealt with by negotiation, some being settled, some
being still under consideration, and others were agreed
to be left in abeyance by the operatives affected. The
total number of accident cases reported from the
branches were 44 ; of these, 12 were dealt with under
the Compensation Act. This mode of dealing with
cases continues to be very successful. The report
refers to the settlement of the dispute at Bolton, the
advance being given by t he employers without opposition. There is a reminder that the operatives might
have demanded a 10 per cent. advance, but preference
was given to a settlement with 5 per cent. to avoid a
stoppage. It is stat ed that spinning fine rounts from
Egyptian cot ton is profitable, and a hope is expressed
that the American yarn trade will so improve as to
justify a return to the standard of 1876. On the
whole trade is good, but some complaints arise from
time to time with respect to the material employed,
which, when bad, reduces wages.

General activity is well maintained in the engineer

ing trades throughout Lancashire in consequence of
the large uncompleted orders on hand, many of which
will keep firms well engaged for a large part of the
current year. Machine-tool makers are still busily
engaged with the orders they have on hand, which in
moat cases will carry them through a. considerable

E N G I N E R I N G.
portion of the year, but they are not b ooking new
orders of sufficient weight to replace those r unning
out. In some branches of constructi ve engineering a
quietening down is reported as r egards n e w or dt:rs
coming forward, buL gene r ally those depa rtments are
pressed with work, and in some instances they ha ve
enough work on hand to keep the m w ell going for a
long time t o come. Boilenn~kers are still very busy,
as also a re ironfounders. Locomotive and wagon
builders are pressed with orders, some firms having
enoug h work in hand t o carry them well into next
year. Hydraulic and electrical engi neer s continue in
a sta.te of exceptional activity in all departments.
T extile machine makers n.re busy in t he loom branches,
but not so busy in the spinning departments. On the
whole, the p o3ition is very favourable, and the outlook for t he future is not altogether discouraging. In
the iron trade a s trong tone is maintained ; there has
been a steady business, but as a rule the buying is
restricted to immediate requirement s. This is not
unnn.tural when we remember the high prices of
material. There have again been some fluctuations in
warrants, and consequently some irregularity in the
prices of pig iron, but the local rat ea r emain unchanged.
In the finished iron branches the strong p osition
recently reported is fully maintained; makers are so
heavily sold over the next four or five months that
they have little or nothing to offer for prompt delivery.
The s teel trade maintains its full activity, the rates
being firm all round. There seems, indeed, litt le to
complain of in any br anch as regards raw and finished
material, either as to activity or prices, at the present
time.
The position of the iron a nd steel trades in the
Wolverhampton district is good on the whole for producers, but not wi t hout a. shadow of anx iety from the
standpoint of consumers and merchants. .M erchants
a.nd others who w ere holding back prior to the r ecent
advance, have since been j ust as anx ious to get t h eir
orders for future supplies accepted. The difficulty of
producers seems to be the obtaining a supply of fuel.
It is said the leading coalowner s are holding back
supplies in the hopes of higher rates a.bo,e and
bey ond the recent adva nces of from 3s. to 4s. p er ton.
In sympathy with the recent advance in ma rked bars,
manufacturers of sheets, hoops, a nd strip ha ve raised
prices from 5s. to 10s. per ton, and heavy ironfounders
have advanced rates 10s. per t on on chilled r olls and
all iron and steel castings. U sers of and dealers in
iron and steel are beginning t o w onder where the
present boom is to land them, a nd when it will reach
i ts hig hest level and limit. High prices are being felt
by certain users of iron a nd st eel alren.dy, and if those
with heavy contracts on hand have not covered the mselves by contra.cts for supplies a t rates contemplated
when su ch contracts wer e made, there may be a collapse, or at least a disastrous stoppage. In t he present
ins tance it cannot be said that labour is causing high
prices, it merely follows in their wake ; the rates being
regulated by prices already obta ined as certified by
the accounta nts. Mos t of the hardware industries
a.leo continue busy ; but there are always some variations at different p eriod s of the y ear as regards certain branches more or less seasonal in character.
But all those a ffected by Government contracts a re
busy- some extremely busy-as production and supply
cannot keep pace with t he presure for deliveries.
The posit ion on the whole is good, b ut not without a
degree of anxie ty.
In the Birmingham district the tone of t he iron a nd
steel ma rket is described as healthy. Maker s of all
d escr iptions of material report themsel ves as being extrem ely well employed. Prices continue very high,
and the prosp ects indicate even further advances.
The " nimble ninep ence, theory is fo r the present
suspended in favour of t he " silver pound /' or the
" sovereign remedy. " The Government is, to some
e xtent, responsible for the change, it being, as it has
been for some time, a pressing customer for iron a nd
steel for war and tran~port ser vices, the question of
price being altogether secondary to early deliveries.
Indeed, the Government departments cannot a fford to
wait; they must have what they requi re if at all p o3sible. But this means not only a brisk demand for
the raw and finished material needed, but activity in
the departments using th e material r eq uired. Large
inquiries have been on foot for the Indian f:> ta tes
Government. T h ere have been la rge ex ports of gal
vanised sheets to India and Australia ; though t he
d emand has slackened somewhat maker s have not
relaxed the pressure of production as large order s are
expected from outh A frica when the war ceac;es.
Steelmakers' books a re EO full of orders th a t the
firms cannot enter into further con tracts at the present time.
The engineering branches of trad e .continue generally t o be well employed. The IronfounderR speak of trade as good .

now claim an advance. The proposal came from t hA

L ees branch in favour of ma king application to the
employ ers for a 5 per cent. ad vacce, the highest that
can at present be made under the Brookland's agreement. But by that agreement also there can be no
formal application u ntil .March 27, that b eing t he d ate
of the last advance of 2. 91 p er cent. , or 7d. in the
pou nd. But as the proposal now made has been r elegated t o the different branches, and must then be further considered by the executive, and possibly by a conference, it will take eome time before the ordinary
routine has b een gone. through, so that by the d ate
above mentioned the t ime w ill have .arrived for the
formal a pplication to the employers. The rates being
now 5 per cent. below the standard of 1876, the demand now to b e made will, if con ceded, bring the
operati Yes' wages up to that list.
The card and
b lowing - room operatives will doubtless follow the
spinners in ~,ny ac tion t a k en, and a provision is made
to the effect that whenever a general de ma nd is made
for an increase or decrease in wages, the wages of the
male card a nd blowing-room workers may be increased
or decreased proportionately as ma y be agreed upon .
At Bolton the latter obtained a 10 per cent. advan ce.
As t he cotton t rade is brisk it is probable that a.
mutual settlement will be arrived at as in the case of
Bolton.
There is, however, another side to the question, a nd
at Preston it is said to be growing a cute. A fear is
expressed that seriou 3 stoppages of machinery in the
cotton trade will or may tak e place at no distant date.
The uneasy feeling arises from the fact, as alleged,
that heavy purchase3 of Amer ican and Egypt ia n
cotton h ave been made for countries in which t he
industry is compa.ratively new, a nd this has cau~ed a
sudden rise in prices rather than forward purchases by
English firms.
These competitors have, it is said ,
secured t h e pick of the ma rket, which is the reason for
the complaints of spinners of bad material being supplied. Some wealthy manuf~cturers have anticipated
this and fully covered themselves, but oth ers hav e not.
The danger may not be quite so bad as the feeling in
Preston suggests it to be.

--

Some of the North-E~stern R9.ilway men are noL

satisfied with the terms r ecen t ly conceded. At a
large meeting h eld in N ewcastle the men demand ed a
further conference, so that they mig ht have a fre e
h a nd to issue notices.
The matter mostly in dispute
is time and a q uarter for nig ht duty.
~~om e friction was caused in connection with the
agitation of the men on the South Wales Ra ilways by
the statement in the press that the r ail way officials
we re not prepared to receive deputations of the men
to discuss grievances. It now a ppears that there was
n o such de ci~ion, and the officials of th e men are
blamed for not contradicting the statement when
maa e. The matter is now explained, how ever , and
probably some concessions will be made to the employee.
With the high price of coal we again hear of
colliers' wages being t he cause. .M r. Ben Picka rd,
M .P., has met the statement by declaring that the
total advance of 45 p er cent. in wages is only equal t o
8d. per ton on th~ 1 ~8 standard, whe!eas the pri~e
of coal in some d1stn cts had gone up /~. per t on m
six months. In L ondon h ouse coal had advanced to
the consumer from Ss. to 13s. p er ton in the same
p eriod.
In considering this question, some p eople
forget t h a t an increase by percentages depends upon
the basis price ; if on a shilling or couple of shillings,
the amount is not great ; but if the basis be the selling price, it is large, though the proportion may be t he
same. !'.liners in the present instan ce are not to
blame.

---

:Mr. Justice Cozens-Hard y, in the Chancery Division

of the High Court, has d~ci~ed that the Co~mc~l of t~e
Durham ~Iiners' Aesomat1on was not JUStlfied m
making a. volunta ry grant out of the fund s in fa vour of
a st..rike not officially sanctioned by the body, and for
which, therefore, strike pay could n ot be made. As
the issue was invalid, the trustees ough t not to act
upon it. This is important in its bearing upon
"grants iu aid of our own and other trades."
The strik e of miners in Austria has n ot yet been
settled. Large numbers are s till reported t o .be out.
In the R hi no provinces, also, there have been disputes;
but the strike is th ere dying out. The movement
now seems to be extending in Saxony. Whatever th~
final issues, th tre is u nrest in t he mining districts.

R osARlO.-Tbe Argentine Congress has pas.~ed a law for

the development of a port a b R osario. The works contempla ted a re to be com pleted within five years. They
comprise the establishment of 10,000 ft. of quays, capable
of accommodating vessels drawing between 21 fb. and
The wages agitation in the cotton trade has extended 22 fb. water, as well as the construction of docks, grain
to t he Olti h am d istrict. That at Bol ton has b(en tl~va tors, railways, hydraulic .cra;nes, &c. It lS also
settled as btfore in timated, nnd the Oldham branches proposed to introduce the electno hgbt.

[FEB. 16, 1900.

WORKMEN'S COMPENSATION CASES.
Spencer v. L ct'ett, F rank, ctncl Son, and J ohn A ird
and Co.- Tbis was an appeal from the award of the
County Court Judge at Southampton under the 'Vork.
men's Com~ensation Act. It was beard in the Court of
Appeal on February 5. Th~ appelJanU;, Messrs. Levett
Frank, and Son, were a fi rm of sh1ps' chandlers. Spencer'
the a.pplicant, was in their employment. Me~srs. Levett:
Fx:ank, and Son were employed by the owers of the steam.
sh1p J elunga at Southampton ta paint the inside of the
vessel. For this purpose the ship was taken inside the
inner dock and moored alongside a quay. Messrs. J ohn
Aird and Co. were employed to remove the ballast
borrowing some men from Messrs. Levett, Frank and
Son, whose wages they paid. The ballast was taken
out by one of the ship's cranes and lowered into
barges moored alongside in the dock. The applic1nt
was at the time of the accident working m the
hold of the ebip taking oub the ballast when a
bucket struck and inj ured him. H e claimed com.
pensation.
Messrs. L evetb, F rank, and Son and
Messrs. John Aird and Co. were made defendan ts
on the claim ; while Messrs. [L~vetb, Frank, and
Co. claimed an indemnity if they were held liable to the
applicant. The J elunga was having repairs done to her
at the same time.
The County Court Judge found the following facts:
( 1) That at the time of the acrident the applicant was in
the sole employ ment of :I'rfessrs. Levett, Frank, and Co. ;
(2) that hA was e mployed in and about the crane and
machinery; (3) that the dock was a "factory , within
the meaning of S ection 7 of the Act; (4) th~t the ship's
engine and crane used to discharge the cargo was a
"factory " within the mean ing of the Act; (5) that it
was the usual and ordinary course of business that
ships should be repaired in the dock in question;
(6) that the J elunga wa.s on this occasion in the
dock for the purpose of repair, and was actually
in the course of being repaued at the time of the
accident, and (7) thab the ship's engine and crane were
being used in the performance of work neceSS&ry to be
performed for repairing the ship, as described in the
evidence. He held that the dock was a. " factory " both
within the meaning of the Workmen's Compensation
Act, 1897, section 7, sub-section 2, and the Factory and
\Vorkshop Act, 1878, Section 93 and schedule 4, Pt. 2.
Forty p_ounds was accordingly awatded to the applicant.
Mr. R . :I'ri. Bray, Q. C., and :Mr. S. H. Emanue1, who
appeared for the &{>pe1lants, cont ended that the Judge
was wrong in holdmg that th e dock was a " factory"
within Section 7 of the A ct of 18!J7, which incorporated
Section 23 of the Factory and Workshop Ac~ . 189~.
They drew attention to the fact that the deCisiOn m
Hennessey v. M(.;Oabe (16 T.L.R. , 77, 69 L.J.Q.B., 173)
bad n ot been recorded when the County Court Judge
gave his decision.
.
Mr. Cla.vill Salter, who appeared for the appli~nt,
admitted that the ca.se of H ennessey t. M 'Oa.bewas agamst
him, but argued that as the ship was being repaired, the
dock was a "shipbuilding yard, " within Section 93 of the
Factory and \Vorkshop Act, 1898.
The Court allowed the appeal.
In the course of h is judgment, A. L. mitb, L.J ., ~id:
The case of Hennessey v. M 'Ca.be, whi ch was nob decided
when this case was beard by the County ~urt Judge,
clearly covers the present case so far. as Sect10n 23, su~
section 2 of the Factory Act, 1895, 1s concerned. Ib 18
said however, that Section 93 of the Factory and Work
shop Act, 1878, is applicable to this case. Schedule 4
P t. 2, of t hat Act defines a shipbuilding yard as one of
the places included in Section 93.
.
The term is applied to a ny . premi~es ~'in which any
ships, boats, or vessels used m nav1gat1on, are. D?ade,
finished, or repaired." .Can it be sugg~ted that thls~nne~
dock is a yard where sbtps are made, fim~hed, or re~aued
If that were so the presence of any sh1p underg?tng.rd"
pairs in a large dock turned the place into a "s~1~bUilh
mg yard," and, therefore, into a " factory," Wlthm t e
meaning of the Act.
Collins and Romer, L.JJ. concurred.
. .
Lawson v. Atlantic Transport C(J11tpan.11, Ltmltcd.Tbis was an appeal from the award of the County Co~ub
Judge at Bow in ~roceedings to assess compensat1on
under the W orkmen s Compensation Act, 1897. . It wf
heard on F ebruary 5. The respondent was the w1~ow o
a workman who at the time of his death, was lD the
employme~t of the appellanb, the A tlantic Tra.nsporb
Company. She claimed compensation under the Act dn
behalf of herself and children. On :I'rlay 8, 1 .99, thbe e
ceased man was at work for the appellants, w1tb ot ~rs,
in the ~old o~ the appel!ants' steamship ~~ackina~, w~h~
was bemg dtscharged m the W est I nd1a Docks. b
ship was lying in the dock moored to the q_uay, and t e
cargo, in bags, wa.s being discharged from th~ hold of tfe
ship on to the quay, Ly the dock company s hydrau
crane si tuated on t he quay. This crane was worke~ ~
the appellants' men. The deceased ~as one of the eJg b
men at work in the bold, two men m each corner, hlch
two men making up sets consisting of 15 bags each, w c
they laid across a rope strop, and then fastened .the strop
on to the hook of the runner of the hydraulic crane,
which then heaved u p the set out of the bold anf ~n~b~
it on the quay. On the afternoon of 1t1a.y ~~
' ld
deceased and another man were making up a set m the ho . ,
and had got 12 bags across the rope strop, and were 1D
th e act of puttmg another bag on to tb e 12 bags, hhen
some ba~s from the tier behind them fell on to t em.
At the t1me of the accident the runner of the crane ~
not attached to the strop of the set which the d:dea
man was makin~ up, but was ashore. The deceas ma~
dif:d from the mjuries so received . The Co~nt.Y Co~
J udge wa.s of opinion that the case was not dtStmgu

be

FEB.

!6, 1900.]

able from W oodham v. Atlantic Transport Company

(15 the Ti,mes L.R., 51, and [1899] 1 Q.B., 15), and that,
therefore, by Section 23, sub-section 1, of the l~aotory and
W orkshop Aot, 1895, and Section 7 of the W orkmen's
Compensation Act, 1897, the employment w as on, in, or
about machinery used in the process of unloading from
a quay, and wa.s, therefore, on, in, or about a. " factory"
to which the Act applied. H e, therefore, made an
award in favour of the respondent. The appellants
contended that the decision in Woodham v. Atlantic
Transport Company did not apply, bemA.use there the
accident happened while the end of the chain of the crane
was on board the ship, and while the cases were being
placed by the deceased man in the basket attached to the
chain of the crane, whereas in the present case the d eceased man was nob, at the time of the accident, employed in or about the crane, as the chain of the crane
was then on shore.
:Mr. D. C. L eek appeared for the appellants, and Mr.
W. M. Thompson for the respondent.
The Court, consisting of A. L. S mith, Collins, and
Rigby, L.JJ., dismissed the appeal, intimating that they
could not distinguish the case from Woodham v. Atlantic
Transport Company, and that, therefore, the County
Court Judge was right.
Smith v. Coed Talon Colliery Company, Lirnitad.This was an appeal from the award of the Flintshire
County Court Judge. It also came before the Court of
Appeal on February 5. The a pplicant was n. collier in
the employment of the Coed Talon Colliery Company,
who met with an accident arising out of, and in, the
course of his employment, the result being a severe
fracture of the should(:r. The only question was as to
the amount of compensation payable. The accident
happened on October 25, 1898, and the fractured shoulder
was ~ut by the surgeon into splints, in .wbich it remained
until December, 1898. When the sphnts were removed
the applicant was told by th~ su~geon t o m?ve his a~m
as much as he could, and dJreot1ons were g1ven to h1m
as to the manner of doing so. On D ecember 28 and
February 11 the applicant was examined by different
surgeons, and, again, directions were given to him as to
how he should move his arm. In June, 1899, at the time
of the arbitration, the join t w~s reporte~ ~o be st.iff, a~d
the applicant wa~, t~erefore, m a cond1t10n ~h1oh diS
a.bled him from earnmg full wages. At the hme of the
accident the applican.t wa~ earning 19s. a week. Th_e
colliery company patd htm 9s. 6d. per week un~1l
March 27, 1899, when payment was stopped, a'3 m
the opinion of the surgeons his incapacity after that
date was solely due to his neglect to follow the
directions given him. The County Court Judge found:
(1) That the applicant did not carry o~t the instructions of the surgeons; and (2) that 1f be had followed them, there was every reason to believe that he
would have been fit for work on March 27, 1899 ; (3)
that the applicant wa.s a man of very nervous temperamfnt, and that this constitutional and natural nervousness intensified to some extent by the accident, was t he
rea.s~n why the applicant did not carry out the directions
of the medical men, and that this neglect had delayed his
recovery, and was the cause of his present inability to
work; (4) that his neglect to obey the instructions was
not the result of wilfulness or carelessness, but was due
to the nervous condition which he appeared to have been
unable to control. In these circumstances, he made an
award in favour of the applicant for 9s. 6d. a week from
March 27, 1899. The oolhery company appealed.
Mr. Cripps, Q.C., who appeared for the appellant!!',
contended that the County Court Judge was wrong. It
was a question of law whether the appellants were bound
to pay the applicant a weekly sum for an incapacity to
work caused1 not by the accident, but by his own neglect
to follow tne doctors' instructions. The damage bad
been caused by neglect to follow tbo doctors' directions,
for which nf gleot the workman could not charge his
employers.
Counsel for the !PPlicant was not called upon.
The Court (A. L. Smith, CollinE~, and Romer, L .JJ.)
clismissc d the appeal, saying that having regard to the
findings of the County Court Judge, it was not competent
for them to interfere with his deciSion.

MOVING LOADS ON RAILWAY BRIDGES.

AT the ordinary meeting of the Institution of Civil
Engineers, held on Tuesday, February 6, Sir Douglas Fox,
President, in the chair, two papers were read. The first,
on "Moving Loads on Railway U nderbridges," by Mr.
W. B. Farr, Assoc. M. Inst. C.E., dealt with the subject
of the moving loads to be taken in desi~ning the girders
of railway underbrjdges of the standard, or 4 ft. 8~ in.
guage, and pointed out that up to the limit of span considered in the pap~r! viz., 100ft. which was the economioallimit for plate guders, underbridges on British railways were frequently covered f10m end to end by locomotives, which were the heaviest loads needing to be considered, as the heaviest travelljug cranes and the majority
of boiler-trucks gave much lighter loade. V ery few
boiler-trucks heavier, when fully loaded, than locomotives
were in use, and their passage when so loaded was so infrequent that their effect on the loading of underbridges
could safelr be left out of consideration.
Locomotives were thus the only loads that needed to be
considered, and the paper discussed th e use of equivalent
uniformly distri:butd loads in place of the actual concentrated load@, and briefly described the method of obtaining the equivalent uniformly distributed loads from
parabolas which included all bending momen ts due to the
~ge of the concentrated loads over the span.
Particulars were given of the weigh ts of 26 looomotives
of the heaviest types in use (1898) on the principal British
railways. The we;ghts varied con 3icerably, the heaviest

E N G I N E R I N G.

233

engine used for main-line passenger service being the

THE LIFTING POWER OF AIR
10-wheeled Great Northern engine of 98.90 tone, equal to
PROPELLERS.
1. 71 tons per foot of length over buffers, and 2. 04 tons per
foot of wheelbase ; the Lancashire and Yorkshire Railway R esistamce of Su,rfaces in Air, beimg Expe'riments on the
Compa.n y'g engine being only 70.92 tons weight, equal to
Thrust o1 L ift/ilnU Powe1 of A i1 Propelle1s 30 Ft. in
1.40 tons per foot of length over buffers and 1.72 tons per
D i((lmeter.
foot of wheelbase. These weights included that of the
tender. The goods and tank engines in use varied very By WILLIA?!I GEORGE W ALKER, A .1VI.I.C.E., M.I.l\-I. E .,
Westminster.
much, both in total weight and in weight per foot of
Tll ESE experiments were carri ed out duriu g the
length over buffers and per foot of wheelbase, and full
particulars of the heaviest engine of each type were given. latter par t of 1899, with t he expert a nd fioan cial
Tables of equivalent uniformly distributed loads were assistance of ~Ir. Patrick Y. Alexander, of E xperigiven for all spans from 5 ft. to 100 ft. for each type of mental Worlts, Bath. 'l'he a uthor has also been aided
locomotive, together with the concentrated loads on by a Government grant from the Royal Society; and
cross-girders of distances aparb varying between 3 ft. and t he experiments have been issued as a repor t t o the
10 ft. ~ridges of more tha~ 100-~b. S\)a.n would be more Royal Society.
eoonom10ally constructed w1 th m am guders of the lattice
In a paper read before t he British Association at
or open-framed type, to which the system of calculation
by means of uniformly distributed loads were not applic- Dover, 1899, the author gave an accoun t of a series
of experiments on propellers varying from 2ft. to 5 ft.
able with accuracy.
~he ~dditionalloads due to impa.o~, badly laid or badly in diameter, carried out in his laboratory at 47,
mamtamed permanent wa.y, ratl-Jomts on the bridge, Viotoria street, Westminster, a nd Experimental
thrust due to steam pressure acting through inclined con- Works, Bath, proving the following laws, for a tip
necting. rods and inclined cylinde~, &o. , were pointed speed up to 15,000 ft. p er minute:
out, and the question of the best way of making allow1~ The thrust varies as t he square of t he speed.
ance for these and other factors was d iscussed.
2. The horse-power varies as the cube of the speed.
Atten tion was drawn to the necessity of making some
Making some allowances for experim ental errors,
provision for the loss in sectional area which occurred
when the girders were painted, owing to the thorough t hese la ws have been followed in the case of the 30-fli.
scraping and cleaning of the surface which was necessary diameter propellers.
Expe?'imental .Appa/ratus. - Five propellers 30 ft. in
for t::fficient maintenance, and which, in the course of
the life of a girder, would have an appreciable effect. diamete1 were tried, lettered A, B, 0, D, E, the
The history of the Board of Trade rules for railway skeleton structure (Fig. 1, next page) of the blades
underbridges, which at presen t governed their construe. was also tested, the different propellers were form ed
tion, was briefly stated, a,nd it was pointed out that, by altering the canvas stretched on the skeleton
except in the case of oast-iron girders, no allowance for blades. 'l'he skeleton propeller was made as light
impact and the other factors mentioned above was re- as p ossible, and for reasons of strength and lightquued; but that the girders were required only to be ness, a Mangin type of propeller was used of tour
sufficiently strong t o carry the heaviest locomotive,
tra veiling crane, or boiler truck in use, calculated as a blades, t he blades being fixed one behind the
other, and connected t ogether by diagonal struts
static load.
The author su6'ges ted that, as the weight of the most and ties ; the blades were 3 ft . 1! in. apart. A
recent and heaVIest locomotives on British railways had, pair of blades ar e thus, from a structural point of
owing to the limitations of the loading gauge, reached view, similar t o a " warren" or lattice girder, sup its maxim um, any further increase of weighn having to ported a t one end, t he r espective blades of one pair
be pbtained by increased length and consequent increase constituting the upper and lower flanges of th e girder ;
in the number of wheels carrying the weight, the pre- t herefore, when t he propeller is exerting a thrust, t he
sen t was a suitable time for reconsideration of the rules, members of one blad e will be in compression, and the
making allowance for impact and the other factors con- other in tension. The blade frames are made of solidsidered, and specifying the stresses permissible in the drawn steel tubes of best qualit y and. of different dia metal of the girders, using varying coefficients or factors
of safety, preferably some modification of W ohler's law, meters and gauges, the tubes are j oined together by
somewhat similar to the regulations governing the con- brazed socket s. '.he width of the blade fra me was 6ft.
struction of bridges which had been drawn up by the wit h a length of 15 ft .
The propeller was mounted on a horizontal shaft
principal European and other Governments.
Partic1;1lar.s were given of . sug6'ested maximum equi- 4 in. in diameter, and driven by a portable engine by
valent d1stnbuted loads, whiCh mcluded an allowance means of a 6-in. belt. The diameter of t he engine
for impact and other factors, and which were obtained cylinder was 8f in., with a stroke of 12 in. '.he
by adding a percentage for these factors, based on the boiler pressure varied between 60 lb. and 75 lb. per
results of practical observation and experiment, to the square inch. The driven pulley on the propeller
equivalent distributed loads calculated for the twenty-six shaft was 5 ft. in diameter. Several pulleys of diflocomotives to which p revious reference had been made. fer ent diameters wer e employed on t he engine, varyThese maximum suggested loads varied from 9.88 tons
per linear foot for a 5-ft. span to 3. 01 tons for a 30-fb. ing from 2 ft. to 3 ft. in diameter. With smaller
span, 2.46 tons for a 60-ft. span, and 2.16 tons for a diameter pulleys the belt was found to slip somewhat
at t he high speeds. Practically no slip occurred during
100-ft. span.
The suggested maximum concentrated loads on cross- the present readings with the larger diameter pulleye.
girders, obtained in a similar way, were 28.50 tons on
The propeller shaft was free to move in its bearings
each single Jine for girders spaced ab a distance of 3 ft. longi t udinally, a powerful an tifriction swivel was
apart, 26.60 tons when 7ft. apart, and 31.37 tons when attached to the end of the shaft on the discharge side
100 ft. apart.
of the propeller, t o which was attached a Salters
The second pa,per, by Mr. C. F. Findlay, M.A., balance capable of reading up to a pull of 1000 lb.,
M. Inst. C. E ., was entitled, "Note on the F loor System and reading t o a pound, a movement of l~ in. of the
of Girder Bridges." The paper described briefly the
method adopted in renovating t wo old girder bridges on shaft was sufficient to move the needle rig ht r ound
the East Indian Railway in order to bring them up to from zero to 1000. The balance was tested by means
the standard of strength required for the loads and speeds of weights before and after the experi ments. The
at presen t in use. The longitudinal rail bearers were propeller shaft r an very freely in its bearings, requiring
originally of timber, and it was decided to replace them only a few pounds' thrust to move i t horizontally when
by steel beams of such strength as to reduce the load on revolving.
each oro8SfPrder within a safe limit.
P 1opelle1s.- The five propellers tried, which are
Considermg the rail bearer to be of infinite length and letter ed A to E, all 30 ft. in diameter. Propellers A
continuously supported, the author obtained an approxi- t o D had their blade surface set at an angle of 12~ deg.
mate formula, applicable in the case of single-track to the plane of rotation ; propeller E, was set at an
brid ges, for the moment of inertia of a rail bearer which
would reduce the load on a cross-girder to any desired angle of 21 deg.
A (Fig. 2 ) had four blades, each 6 ft. wide, giving an
fraction of the axle load immediately over that girder.
This formula did not apply to girders near the end of a a rea of 350 square feet.
B had two blades, each 6 ft. wide, giving an area of
span, but where the oth er crossgirders were a-s close
together as in the oases referred to in the paper, the re- 175 square feet.
sults obtained by means of th e formula agreed very closely
C had four blades 3 ft . wide each, giving an area of
with those obtained when the effect of the rail bearer was 175 Equare feet, formed by stretchin g t he canvas on
calculated by assuming that the beam extended over a half the longitudinal length of the blade structure.
certain number of cross-girders only on each side of the
D had fou r blades 3 ft. wide each, giving an area of
load, and rested freely on these, the support ~Pven by 103 square feet, similar to C, but with 6-ft. radius of
each cross. girder being proportional to its defieot10n.
The author considered that the advantages claimed blade surface removed from each blade, leaving four
for simple triangulated types of construction, in respect t ips 9 ft . long by 3 ft. wide.
E (Fig. 2) had four blades exactly the same as A, only
of the more definite determination of stre~s which
they permit of, had been much exaggerated, and that et at an angle of 21 d eg. to the plane of r otation.
l!Jxperimental Build1':ng.- The room (Figs. 3 and 4)
there were many cases in which the lattice girder
was the most suitable type to use, having regard to was 210ft. long, 68 ft . wide, and 60ft. high, si t uated in
economy, practical convemence and appearance. W~en W estmioster. The axis of t he propeller was nearly cenlattice girders were used, a comparatively close spaomg t ral with that of the roo m, and 17ft . a bove the floor surof oross-~rders often became imperative, and therefore face, the centre of the propeller beiog about 30ft. from
the considerations advan ced in the paper might be of one end of the room, arranged so to feed from the wall's
service in connection with the design of new bxidges as side. The air space was ample for the proper circulawell as in regard to the strengthening of old ones.
t ion of the air. The disc area of the propellers was
707 Mq. ft., while the sectional area of the r oom in same
Nxw YoRK.-The number of vessels of aJl descriptions plane as propeller was 360~, leavi~g an area of 2893
which entered the port of New. York durin g 1~9p woo-l Equaro_f\et for ~he flow of .au hack m t o the pr?pel~er.
14,067, vf which 9468 were Amer1can and 2407 Bnt1sh.
The a.1r was dtscharged m the form of a oylindnca.l

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

234
colum~,

a bout 30ft. in diameter, down the long room,

returnmg by ~he walls, and passing the propeller
~hrough the d1sc area of 2893 square feet, and again
mto the propeller.
J,fode of Expen'ment.- Each propeller was tested at
about 10 di~erent speeds (including the skeleton
blades), varymg from 20 to 60 revolutions p er minute.
Th~ thrust in po~nd s, ~ev~lutions of propeller and
engme, together wtth an md 10ator diagram, and st eam
pressure were taken simultaneously for each different
~pee~l. These experimental readings are shown plott ed
ID J!lgs. 5 to 10.
A Crosby steam indicator was used,
wh1ch was compared with a Richards indicator, and
found to agree. Tables I. to VI. give results for
propeller speeds of 20, 25, 30, 35, 40, 45, 50, 55, and
60 ~evolutions per m.i~ute; t hese were obtained by
scahng off the quant1t1es from t he fair curves drawn
through the experimental readings. The results
obtained from the fair curves are probably more accurate than the experimental readings.
The friction of the unloaded engine was also obtained,

as a whole, and making allowances for experimental

errors, the following relations are verified:
1. The thrust varies as the square of the revolutions.
2. The horse-power varies as t he cube of the revolutions.
3. The thrust per horse-power varies inversely as
the revolutions.
For a given indicated horse-power E gave the
greatest thrust, at 16 indicated horse-power the thrust
was 260 lb., Aand C 212lb., D 192lb., B 132lb. respectively. At the same number of revolutions A gave
about double the thrust of B.
For equal tip speeds the thrust per horse-power for
propellers C and E were nearly equal. Propeller B,
having two blades, was the least efficient of t he series.
The t hrust p er indicated horse-power of B and :E
at 50 revolutions per minute was 9.4 lb. and 15 lb.
respectively. E required 18.7 indicated horse-power to
dri ve it at 50 revolutions, while the indicated horsepower absorbed by the skeleton propeller was 7.8, and
that of the unloaded engine 2.1 ~ndicated horse-power.

[FEB. I 6, I goo.
P.eller E di~charged 363,140 cubic feet at 32! revolutwnCJ .P~r mmute, requiring 5. indicated horsepower
and gt vmg a thrust of 120 lb.
'
. The thru~~ may be approximately calculated at
different ra~u fr~m the amount of air discharged at
the respect~ve pomts. ~ curve showing this thrust is
shown .m Ftg. . 16. It .will be noticed that the thrust
per um t a reR. 1s a maxtmum near the tips and rapidly
falls off near the central parts.
W ei[J ht ancl St 1ength of P n>pell ers.- The weight of
the propellers, of four blades each was about 120 lb
eac~, not including the canvas. 'The propeller w~
designed strong enough for a thrust of 600 lb. at a
factor safet.Y of 3!, taking the steel tubes at 30 tons
per square mch, a formulre was employed suitable for
long columns and pin joints, whereas the tubes might
be t aken as shor t columns and stiffened joints this
would. give a much higher strength. The auth~r has
no rehable data on the compressive strength of short
t ubes, and therefor e made use of results more suitable
for long ones .

'

FIG.

F1u. 2.

1.

which includes the friction of the belt and propeller

shaft, which was obtained by removing the propeller
and running the engine light at progressive speeds.
The mechauical efficiency of the engine, belting, and
sha.fting was obtained for different loads by means of
a brake dynamometer applied to the propeller shaft ;
this efficiency multiplied by the indicated horse-power
gi vcs us the brake horse-power for tha t particular
horse-power. Every care was taken so that the results
f'hould be as accurate as possible, and t he readings
were taken by a staff of four observers.
T alJulating Result8.- Referring to Tables I. to V.,
the tip speed corresponding to t he revolutions is
given. The total indicated horse-power, the brake
horse-power, and power to overcome the friction of
t he unloaded engine has been given. The power
necessary to overcome t he friction due to working load
may be obtained by adding the power to overcome friction of t he unloarled engine to the brake horae power
and subtracting their sum from the indicated horse
p ower . The thrust, in pounds per. i~dicated horsepower and brake horse power, 1s mserted. The
thrust indicated horse-power and revolutions for propellers A to E, are shown plotted in Figs. 5 to 9.
Fig. 10 is curves of indicate~ borse:power an~ revolutions of skeleton blades. F1g. 11 1s revolutwns and
thrust of propellers. Fig. 12 is revolut ions and indicated horse-power. Fig. 13, indicated horse-power and
thrust. Fig. 14, thrust per indicated ho~se-powe~.
Fig. 15, thrust p er brake horsepower. F1g. 16, air
discharge. Fig. 17, extended curve of propeller E.
Fig. 18, deflection test plotted.
Examinat1'on of Rt"u/t~. -Taking the experiments

N ea.urcnu:.nl ' OJ A ir D io'itha>gecl. - T he velocity of

the air at different points entering, as well as on
leaving the propellers B and E, was measured .
Anemometer readings were taken at a distan<:e of
2ft. in front of the propellers as well as behind and
at intervals of 2 ft. F ig. 14 shows t he velocity in
feet per minute a.t the diff~rent points indicated. No
delivering tube was employed , the propeller Leing
entirely open in fron t as well as behind. The air on
the delivery side at the distance of 24 in. at which
t he readings were taken, had no tendency to spread
beyond a radius slightly greater than the extreme
radius of the blades. The velocity of air at different
points on the delivery side is given in Tables VI I.
and V III. From all points behind the propeller the
air is sucked into t he rarified spaces left by the revol ving blades and discharged in an axial direction in
the shape of a cy 1i11d rical column of ai r having a spiral
motion, the p itch of the spiral depending upon lhe
angle a t which the blades are set .
The croHs-section of the propeller disc on the delivery side was di vided into eight imaginary concentric rings (see Fig. 16), and anemometer readings
were taken at t he following radii which correspond to
t he centre line of t he rings, viz. : 2 ft., 4 ft. , 6 in .,
8 ft. , 10 ft. , 12ft.. , 14 ft., 16ft. The velocity of air
in feet per minute, as ascertained at each of t he eight
radii , was multiplied by the area. of t he corresponding
rings in square feet : and t he product being added
t ogether, gave the number of cubic feet of air discharged per minute. Propeller B discharged 233,230
cubic feet of air per minute at 35 revolutions and 3.8
indicated horse-power, giving a thrust of 42 lb. Pro

The strength of the blades were tested statically .bY

loading the ext reme tips with weights. The deflectiOn
curves are shown in Fig. 18 for axial strength or t~~t
and twisting strength. The plotting shows th~ limtt
of elasticity was not reached, this w.as expe!tment
ally verified for all loads up to breakmg, wluch '!&8
due to one of t he brazed sockets giving out wt~h
600 lb. suspended at one point at the tip of a blade m
an axial direction. The twisting strength .of the
blade was not tested to breaking point.. It t.s clear
t hat by maki ng the sockets of malleable 1ron mstead
of gun- metal, t he weight would have been materally
reduced.
u
Discu . ion on Re uUs.-Comparing A and .B, it W1
be noticed that the proximity of t he wide bla?es
arranged l\langin type did not reduce the thrustmg
power of the propellers, for at the same number of revolutions A gMrc practically double t he thrust of B ; C
had four narrow blades of a t otal area of l'i5 squarf
feet while A had the same number of bladee, but o
double the widt h, and an area of 3.50 s.quare feet, yet
their efficiencies were a bout equal. Th1s seems to.show
t hat, wit hin certain limits, narrow blades are qu1te as
efficient as wider ones, giving the same total thrust at
equal tip speeds. D bad 6 ft. lengt h of each blade removed from the central parts, otherwise the .propeller
was similar to C. At 50 revolutions per mtnnt~ the
thrust of C and D was 159 lb. and 148lb. respectively.
With 16 indicated horse-power t he thrust of D was
20 lb. less than C, showing that t he area of the central
parts of the propeller is not very effective. The skele
ton blado absorbed a considerable amount of power.
At 50 revolutions the pol\er necessary to drive the

any other si1.e oi propeller, and even of d istinctly different desig n wi thin cer t ain limits. I t is clear t hat
t he t hrust and horse-power can be approximately
arrived at for any particular speed. For instance, t o
d rive propeller E at l OO r evolut ions per minute, it
would r equire about lOO brake hor se-power , and give
a thrust of 1125 lb. It is not t he author's inten -

skeleton was 60 per cent. of the power necessary t o

drhre A at the same speed, so that t he application of
350 squar e feet of canvas required only 5 ext ra horsepower , and to give a thrust of 186 l_b.
.
.
DP~ign of P 1opelle1s.-In t he des1gn of sm t a.ble lifting propellers for aeronaut ical purposes t here are
many practical and theoretical points to be considered.

DArt OF EXPERIMENT OCT. 9ry~ 1898.

. Tl s PROPLlERA

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Fi.g. 11. REVOLUTION AND THRUST OF PROPElLERS A 8. C.D& E.

~

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DATE OF XPERIME.NT OCT. ZO T~ 1899.

,.
I

cated horse-power. Now this figure can be cons iderably i mproved :

1. By reducing the skin friction of t he surface.
2. By r educing t he r esist ance of the blade structure.
By making t he blades half the width, which can be
done wi t hout r educi ng t he efficiency ; t he first loss may
be appr oximately ba hred, this will also concurrently

WIDE BLADES.
ANCL0FBLADfiSI2j' AREA 350SQUARE FEET.

//

235

E N G I N E E RI N G.

FEB. !6, 1900.]

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REVOLUTIONS PER MINUTE

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!JW.15THRUST

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REVOLU TIONS
2&20

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tion in this report to go int o the design of a propeller,

although perhaps a few brief particulars of the line of
action may be interesting.
R eferring to propeller E, at forty-five revolutions per mi nute it gave a thrust of 240 lb. with
14 indicated horse-power, or at 17.1 lb. per indi-

4Q 46
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70

60

SPEED .

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REVOLUTIONS PER MINUT.

18

I.H.P. OF PROPELLERS A.B.C.D.E.

For i~stance, it would not be economical to arrange for

too htgh a thrust per horse-power, due to considerat ion
of the weight of propellers. Taking into account the
weight of the propeller, there is a particular thrust per
horse-power which will give the highest efficiency.
The experiments give data sufficient fer the design of

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THRUST PER

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15

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SKELETON BLADES .

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DATE OF EXPERI M ENT OCT.I6 '!' 1899.

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AREA 350 SQ. FEET .

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DATE OF EXPERIMENT OCT.

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ANGLE. OF BLADES 2(

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REVOLUTIONS PER MINUTE

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BLAOf:SURFAC REDUCf:D TO A RADIUS OF 6 F'EET.

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RGVOLUTIONS PER M/NUT.

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66

60

OAT OF EXPERIMENT OCT. I2f.l! 1899.

....

4 NARROW BLADES.
ANGLE OF BLADES 12J
AREA 17S $1 UARE FEET.

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66

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REVDLUTI0/'4S PER MINUTE .

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-~Fig.7. PROPELI ERC.

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FOR PROPELLRSA.B .C.O. E . SKELETON BLADES &

UNLOADED ENGINE .

10
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20 2.5 80 85 4() 46 fjQ

RE.VOLUTJONS PER Ml/fUTf .

16

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DATE OF XPERIMb" OCT.IOTl' 1398.

Z WI DE BLA DES.

ANCLE OF BLADE;s 12j

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60

REVQLUTIONS P11 MINUTE.

F'lll 6_ PRoPELLER 8.

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REVOLUTI ONS PER MINUTii

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1480 Z$60 Ut4 !Z!J(J 8160 4Z8fJ 0700 .sJ'lfJ 5640 6110 6664
TIP

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66

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reduce the loss in the second quantity. The experiments showed that the resistance of t he structure was
excessive, which can be reduced by eliminating some
of the diagonals and other st ruts near the tips ; the
presence of struts in the central parts absorbs corn- _
parat ively little p ower, and their number, if necessary,
may be augment ed. As far as possible, t he blades at
the t ips should only be strengt hened by wire.
For the sake of example, suppose t his loss is reduced
2 indicated horse-power in the case of propeller Eat
45 r evolut ions per minute, bringing i t to I~ indicated
horse-power. Again in this particular cac;e loss in friction, due to belt and engine, was 30 per cent. ; so that
we may approximately say that wit h this p articular
type of propeller 11 indicated horse-power will give a
thrust of 240 lb., or a t hrust of about 21 lb. per indicated horse - power ; this will be equivalent to a
t hrust of 25 lb. p er brake horse - power . Now
assuming t hat no loss occurs due to interference
of t he air when multiple blades are introduced, the
thrust and horse-power will vary directly with the

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

OF AIR PROPELLERS .

LIFTING

~
,- r

1.10

~-

-~

u~

+-- .....

cc

"'0

~!53
<o

~ZSB

.......
I

---+I

'

t:!:!;~~
162

'

-~
'

'

-r-

- I

1~1

I
I

161

1
I
I
I
1-

&::!:!~~=~

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. I

tmi
-im_.,._

~ s

.."

1-

-I

-~

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--

...0

ta '6

AREA Of f?IHGS IN S~ FECT.

RING A

..

...

-,..l

,~

--r-

2fJl 0

10

zo

40

,/

.
0

V~.V
\~

./

/
60

4Q

GO

10

80.

U.O

100

110

J4Q

UQ

ft

ft

.,

- 1?

.,

160 '
ll5 ?
1110 5

'l.S 4

'o()lJ

.28 3

"

"

TOTAJ,. ARU

3(119

....

SQ FT

rl5

..
..
"

PfJWHt; PARAllEL TO SPINDLE.

TWISTIH6

Ftg.18.

30

l43J

REVOLIITIOifS PER MINUTE .

I
I

,....

..

..... - -

+Jj

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- tI

--- UJJ

....: "9

1!11

ts

62

-f
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6

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PLOTTED IN ACCORDANCE WITH THE LAW

... 14.9{ 16

- \

'

.Ft~

UTHDED RWJIHCS

...... ,

'

2(;8

16 >-

/ t -t ,,

'

- - 4- ....

fts.17. PROPELLER E.

r~ 16.

AIR DISCHARGE.
... ~

[FEB. 16, !900.

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....

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~-

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I'

.~

-~

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0~0

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tU JW

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tHI
40
FOPC APPLIED IN LBS.

...

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50

1110

-soo

4()D

7100 l!iiJO

fORe I.PPL/lDIN LDS.

radiu s t e nd t o approximate ordinary aeroplaues

TABLE I.
'l'ABLE V.
Date of ex periment, o ~ tol:.e r 2<', 1899. moving in a st raigh t line .
Propeller A. Date of experiment, October 9, 1899. Four Propeller E.
The following paper s by t he author may be ust-ful
F our wide blades. Arfa, 350 square feet. Angle d
wide blades. Area, 350 square feet. Angle of bladeP,
as reference : "Experiments on , cre w- Propeller
blade~, 21 deg.
12~ deg.
, ' urfa.ce," Inst. M. E ., 1892 ; "Experi ments on Venti1
lating Fans, " British Association, 1893 ; "ExperiRevolutions
of
proR(:volutions of pro_l
I
pellers
..
. . 20 25 30 35 40 45 50 55 CO ments on Propeller Ventilating Fans," lost. M.E.,
peller per minute . . 20 25 30 35 40 45 50 55 GO
Tip ~peed in feet per
1
Tip speed in feet per
1 97; "Supplem entary Experiments, P ropeller Fans,"
minute
..
. . 188!1 23f 0 2 2u 3290 :3i60 4230 4700,5170 5640 Inst. M. E. , 1897 ; " S peed Trials," Briti~h Associaminute
..
. . 1 0 2350 2820 3290 3760 4230 4':'0<1 5170 5640
.. 55 77 104 136 179 240 2~0 340 40fi
Thrust in pounds . . a2 45 62
~
109 l4:J 1&- 245 2 '8 Thrustinpounds
Indicated horse-power 1.1 2.1 3 4 5.1 7.2 9.7 12.8 16.G 20.8 Indicated horsepower 1.1 2.6 4. 2 6.3 9.G 14 0 1 . 7 23.3 32.0 tion , 1897 ; and "Lift ing Power of Air Propellers,"
Brake horse-power . . .4 1.1 2.1 3.4 4.9 6. 8 8.9 11.6 14.6 Brake horse-power . . .4 1. 5 2.7 4 3 G.7 9. 13.5 16.3 2:3. 0 British A~socia.tion, 1 99.
Thrust per brake horseThrust per indicated
power ..
..
.. 150 52 !38.7 31.7 26. 6 24. 4 21.4 20.9 1 .0
horse-power . .
.. 29.1 21.418. 2 16.!i 15.2 1 1. 7 14.5 14.7 13.8
BELGIAN CoAL E xPORTS. - The exports of coal from
'Ihrust per indicattd
I
Thrust per brake
I
1
horse-power ..
. . 52.4 ~9.6 24.9 21. 6 18. 6 ,17.1 16.0 14. 6 12.6 Behdnm last year were 4,563,458 toll(l, as compared with
horse-power . .
.. 74.7 40. 3 29.6,24.8 22.0 21.0 ~0. 7 21.0 19. 7
Horse-powf r friction 1
I I
Horse-power friction of
4,579,955 tons in 1808. It will be seen that the exports
1
of unloaded engine .7 1 .9 1.1 1 3 1.5 1.8 2.1 2.3 2.6 declined last year t o the extent of 16,497 tons. The
unloaded engine . . .7 .9 11, 1.8 1.5 1.8 2.1 2.3 2. 6
1
expor ts of coal from Belgium to France last year were
3, 272,855 tons, as compared with 3,265,b39 tons in 1898.
TABLE
VI.
TABLE II.
The exp0rts to the Luxembourg last year were 360,163
Propeller B. Date of experiment, October 10, 1899. Two Skeleton Blades. Date of experiment, October 16, 1899. tons, as compared with 337,947 t ons; to the Low Countries,
Angle of blades, 12! deg.
298,489 t ons, as compa red with 344,533 tons; and to
w1de blades. Area, 175 square feet. Angle of blade~,
Germany, 288,601 t ons as compared with 232,167 tons.
1 2~ deg.

Revolutions of pro1
T HE CoNGO RAILWAY.-The Congo F ree State is the
peller per minute . . 20 25 30 35 40 50 CO 70 80
Revolutions c t proTip ,speed i o feet per
venture made by Belgium in equatorial Africa. Pre~ty
peller per minute
20 25 30 36 1 40 45 50 55 60
minute
..
. . 1880 2350 2820 3290 3i 60 4700 f.C40 6580 i520 well every leadmg E uropean country has bad somethtng
Tip speed in feet per
horse-power 1.0 1.4 2.3 3.3 4.6 7. 12. c l6. 7 22.0 to do with Africa, and 13e1gium naturally desired noo
minute
..
. . 18SO 2350 2820 3290 3760 423u 4700 5170 6640 Indicated
friction
Thrust in pounds .. 18 25 33 42 54 G9 &9 11Ci 15 ' Ilorse-power
of
unloaded
engine
.
7 .9 1.1 1.3 1.5 2.1 2. 6 3. 3 4.1 to be left out of the scramble. As one of the l'esults
Indicated horse-power 1.1 1.7 2.7 3.8 5. 3 7.2 9.5 13.0 17.6
of the appearance of Belgium upon the African arena,
Brake hon~e -p ower .
.4
.8 1.6 2.4 3. 5 4 9 G
.61 O. J 12.2
the Congo Rail way has been constructed. The amount
Thrust per indicated
of capital expended by the Congo Railway Company
TABLE VII.
horse-power ..
. . 16414.71 2.2 11.110. 2 9.6 9.4 8.0 8. 8
upon the venture t o the close of June~ 1899, was
Thrust per brake horsePropeller B. Date of experiment, October 10, 1899. Air 2, 874,538l., as compared with a correspondmg outlay of
power ..
..
. 42.0 30.0 21.0 17.6 15.213.9 13.4 12.7 12. 6
readings. Two wide blade~. Area, 175 square feet. 2, 701, 025l. a.t the cloEe of June. 1898. lb follows that the
Horse-power fri ~tion

'
1
,.
Angle of blad&l, 12'! deg. A ir discharged p er minute, outlay of capital made in 1898-9 was 173,513!. In the
ofunloadedengtne .. ' .9 1.1 1.31 1.5! 1.8 2.1 2 . .: 2. 6
233,231 cubic feet. R evolutions per minute, 35. Thrust, total of 2,874,538t. ea.rthworks figured for 743,518/;
1
42 lb. Indicated horse-p ower, 3.8.
ma sonry works, for 177,55i l.; metallic bridges,_ for
T ABLE Ill.
239,690l . ; permanent way, for 1,082,305l.; locoroottves,
2
4
6
8 10 12 14 1 16

for 237,893l.; and o ther rolling stock for 107,130l. Tbhe

Propeller C. D ate of experim ent, October 12, 1899. Radius in feet
minute
Congo Railway has been carried out with what t e
Four. narrow blades. Area, 175 square feet. A n gle of Velooityofe.irper
on diecharge side
52 60 267 324 419 3fJ8 222 146

American~ would term a land grant; and th~ area of
blades, 12! deg.
I
land which the company has already secured 1s exte~
I
tive, comprising as it does, 1,496,562 acres ; of tbtR
T
ABLE
VIII.
Revolu tions of propeller per minute . . 20 25 30 35 40 45 60 65 GO Propeller E. Date of experiment, October 20, 1899. Air area. of country 10,117 acres have been sold for 3930l. lb
will be seen that land is exceedingly cheap at present
Tip speed in feet per
I
readingP. F our wide blades. Area, 350 square feet. in the Congo Free State. The company_d~eet no~ ap~ar
minute
..
. . 1880 2350 282U 3290 3760 4230 4700 5170 5640
A ngle of blades, 21 deg. Air discharged r er minntf\, to have secured a.ll the la nd to which It 1s ent1tled b!
'I hrust in pounds
. I 30 43 58 77 101 127 159 19b 244
363,144 cubic fr et . Revolutions per minute, 32!. the. terms of the various conventions concluded
Indicated horse-power 1.1 1.8 2.7 3.8 6.4 I 7.4 10.3 14.2 18. 5
~
Brake horse-power . . .4 .9 1.6 2. 4 3. 6 6.2 7.2 10 0 l2.9
Thrust, 120 lb. Ind icated horse-power, 5.8.
with the Congo Government, the land. to be r~1ve
Thrust per indicated
by the company still awaiting selection m the bastn of
horse-power . .
. . 27.3 23.9 21.5 20.6 18.6 17.1 15.4 13. 9 13.2
the M onboyo-Busira . The revenue collected by the com
Radius in feet
Thrust per brake horse
-. 2 4 6 8 10 12 14 16
pany from its lines in the year ending June 30, 1899,f wbas
power . .
..
. . 70.0 47.8 37.0 32.2 27. 5 24.6 22. 0 19.8 LS.8 Velocit.y of air per minute 165 209 363 661 6f>7 724 426
3~
0 t e
404,
341l.,
as
compared
with
212,
181l.
in
1897-~.
Horae-power friction
of unloaded engine .. .7 1 .9 1.1 1.3 1.6 1.8 2.1 1 2.3 2.6
revenue collected in 1898-9, 41,3?0l. was de~ved f roS
1
1
1
with 18 blades the t hrust would be 1080 lb., a nd the passenger trn:ffic, as compared wtth 23,239l. m 1
indicated hor se-power 49.5. Increasing t h e re volutions The working ex penses in 1898-9 were 162,G22l., as codTABLE IV.
to 60 w ould give u s a. thrust in the latter case of pared with 167.812l. in 1897-8. lb will be seen, accor
Propeller D. Date of expet iment, October 13, 1899. 1836 lb., and would require 125 indicated h orse-power. IDgly, tba.t while the profit real ised in 18978 _was 44,3691.,
Of cours P, by going in for a. lo wer tip speed the the corresponding net revenue expanded m 1898-9 t;o
F our narrow blades. Area, 103 sq uare feet. B lade
241, 719l. It is satisfactory to note that the co~pany s
surface removed to a radius of 6 ft. Angle of blades thrust per horse-power is p r oport ionately g r eater.
12~ deg.
Applying the 18 blades to a propeller of 50 ft. in dia- business is still g rowing, the reven ue co1lected ID July,0
m eter w e ha.n, xunniog at 30 r evolution s p er minute: 1899, having been 30, 138l. ; in August, 1899. 37,000!.00; /
September, 1899, 40, 724!. ; in October, t S99, 46,4 i
Thrust, 3700 lb.; indicated horse-power, 190. At 20 and in November, 1899, 52,400l., making a. total for five
Revolutions of pro
peller per minnte .. 29 25 30 36 40 45 60 I ss 60 r evolutions per minute we hav e : Thrust, 1640 lb. ; m onths of 217,463l., equivalent to 521,912l. per an~ ~
Tip speed in feet per
0
indicated
horse
-p
ower,
57.
The
share
capital
of
the
company
amounts
to
1,
.

.,
546
0
minute
..
. . 1880 2350 2820 3290 3760 4220 4700 5170
The above calcula tions a re made on t he assumption in addition to which the undertaking is responstble for
Thrust in pounds 23 35 60 60 92 118 148 ] 86 224
Indicated horse-power 1.0 1.8 Z.8 4.2 5.9 8 2 11.2 15. 0 19.8 that the surface and projections are ne a r ly as r o ugh as 1, 800, OOOl. obligation capital, involving at present a charge
Brake horse-power .4 .9 1.6 2.7 4.0 5. 7 7.8 10.5 l3.9 the exp eriment a l propellers.
I t seems clear 1 ha.t for interest and si nk ing fund of about60,780l. per an nln~t
1
9
Thrust per ind icated
The
profits
realised
last
year
having
.been
.
241,71
.
'
23 19.4 17.9 16.4 15. 6 14.4 13. 3 12. 4 Ll.3 taking into consideration the r esistan ce and lifting
horse-power ..

pow r of a. smooth in clined surface the a lJ owa.nce for will be seen that a. handsome return ts bemg o11bedtaube1
Thrust per brake horset ~
power . .
..
. . 62.8 38.8 30.6 25.4 22. 9 20. 6 19. 0 17.7 16. 1 friction losses is high, and that th e powe r gi ven ca.n upon the share capital. The fact should be reca
20 per cent. of the n et profits realised by the comp~kY. J.S
Horse-power friction
with
care
be
r
educed.
to be banded over to the Congo Govern men b. A sm mg
of unloaded engine . . .7 .9 1.1 1 3 1. 5 1.8 2.1 2.3 2. 6
In considering whether the proxi mit y of th e blades fund is also to be for med for tbe redemption of tl~e share
will interfer e wi t h each other, it must b e borne in capital withi n 99 years. The ~ubstantial facb lS. h~w
num ber of bl ades at same nvolutionP.
Suppose, mind :
ever established that tbe Congo Ra.ilwayi after passlDg
thro~gh some disappointing years, is now ikely to prov,
l. The d iameter is large.
t herefore, w e arrange f or 12 bladf s, th is wi1l gh e a
2. The speed is small, the tips re volving a t a la rge a remunerative enterprise.
thrust of 720 lb., and r equi r e 33 indicated horse-power ;

br

897

200

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

FEB. 16, rgoo.J

"ENGINEERING" ILLUSTRATED PATENT

RECORD.
COMPILED BY

w.

--

LLOYD WISE.

IBI.BOTBD .ABSTRACTS OF REGENT PUBLISHED 8PEOIFICATION8

UNDER THE ACTS 1888- 1888.
The number (Jj views oive-1~ 1'n the SpeoijicatiO?l. Dm1oi1tqB i8 ~tate~
in each case ; where none a1e mentioned, the Specificatton tB
not illu-strated.
Where inventi011s .me commm~icate.df.ro"!' abroad, the Names, d:c.,
of the Oommumcators are gwen tn ttaltcs.
Copies of Speoijications may be o~ta;ined at the .r:atent Office Sale
Bm:noh, S6, So11.thampton. Btnldtngs, Chwnce1 y-lwne, JV. C., at
tlte uniform p1ice of Bd.
The date of the advc1tisement of the acceptance OJ a c01nplete
Specification is, in each case, oiven ajte1 the .abs~mc.t, unle$s the
Patent ltas been sealed, when the date of sealt7u.J t8 {JtVe1t .
.Any person. may at any time toithin two mO?tths from tit~ dat~ of
the advertisement of the accC'p tance of a complete Spect/i.catwn,
give notice at the Patent OUlce of opposition to the grant of a
Patent Oil anv of the g1ounds mentioned in the Act.

237

frequency of the alternating .current. Fo~ the purpose o~ neutra

lising the effect of c~anges m electromottve force,. the m;m cor~
of the inductive reststn.nce may be const ructed wtth an atr gap ,
or n coil of small self-induction the magnetic circuit of which is

rt:g . 1~--

Fig.2-:-. -----

.......

closed, and magnetised neuly to satmation, may b.e _intro~uce.d

into the former circuit. The two br!l'nches ?f the .d1vt~ed 01~omt
.1868
ELECTRICAL APPARATUS.
may differ in capacity, instead of m self-mducttou, 1f d estred.
1106. M. Byng, London, and R. P. Eidsfortb, (A ccepted Janttarv 10, 1900.)
ceiver. The drawinas ilustrate t he applico.tion of the above alter
Salford, Lancs. Facia for Electrical In_struments.
1866. A. Orling and C. G. G. Braunerhjelm, Stock- native devices to su~h receiver, which is mount~d in ~ pivoted
January 17,1 99.-The inventors have apparently d tscovered .that
by tilting which the arm .carrying t he ac.tuatmg we1ght may
the process of printing i~ of ~re!l't value 'Yhen a number of art1cl~s holm Sweden. Receiver for Waves of Light, Heat, fl)rk
have to Le impressed wtth smular markmgs. They prepare facta or Eiectricity. [2 Figs.] (q on\'ention. dat e, O.c tobl'r 27, be disengaged from a. slo~ tn an annular run, .and may hang
while the casmg lS rotated and the dtstance between
for electrical instruments by impressing upon them the !fla!ks 1S98. ) January 26, 1899.-The reoe1ver comprtses a sertes of .ele.c- vertic.1lly
which are usually put upon such articles, by means of a prmtmg trirally connected objects located between. two el.ectrodes wtt~m t he ter minals of the receiver adjusted ; on restoring the fork to a
hori zontal position, and clamping it ther~in, the weighted arm
process. The metal faci~ plate must ~e of " su~ta~le ".thickness, wholly or partially exhausted nonconductmg.cas mg, and formm.g is
again engaged in a slot, and the termmah are t hus secured
and it is 11 coated with mk or colou~mg, the 1~d~catmg lett~rs, part of an electric circuit, th~>se <?bj.e~ts bemg such that. thell'
figures, or numerals being included m the prmtu~g operat10n, aggregate resistance is materi~Y. d1mtmshed un~er the act10n of from accidental disturbance. (Accepted. Janumy 10, 1900.)
which may be performed by a prepared stone or eertes of stone~, the waves referred to. Tha senstttve objects, whtoh are preferaby
or any method in use for printing in two or .more ~olour~ . ". I t lS spherical or cylindrical, are contained in a non-oonductin~ t~ough,
GUNS AND EXPLOSIVES.
11
at
the
ends
of
which
are
located
the
electrodes,
conststmg
of
stated that the essential feature" of the tnventlOn " 1s m t he
employment of metal plates which hav~ be~!'l subjecte~ .to a metallic pl ates fixed in the troug-h and connected th rough wires
2664. Viokers, Sons, and Maxim, Limited, Sheftield,
printing procees1 as hereinbefore descrtbed. The provtstonal
A. T. Dawson and G. T. Buokllam, Westminster.
specification stat (S t hat the !nventors "print the in~icaling
Ammunition Wagons and Limbers. [7 F igs.] Feb
1
figures, numerals, or the like, duect y upon thP. plate formmg the
ruary 6, 1899.- The axle of. an ammunition wagon C?mpl'ises two
Fze
.t.
Flfj
.
2.
facia upon the instrument," but that they " prefer ~o att!lch .sue~
tapering end parts on whtoh the wheels turn, the mner ends. of
figures or numerals to a prepared plate by screwmg, rtvetmg,
which are cranked down and formed as hollow bosses to recetve
&c. ; while the final specification states that the inven~o rs " .prefer
the ends of a tube by which t he end par ts are connected. Each
to print the indicati ng figures, numerals, or the hke, duectly
end part ha.s a pair of inclined side cheeks, to which are riveted
upon the plate forming the. fa~ia of t he instru men~." T~e claims,
downwardly extending plates which enclose the connecting tube,
which it will be noticed, hm1t the scope of the mvent10n t~ an
and the lower ends of which are riveted together, so that they
11
application in electricnl " instruments, are as follows : " Fnst.
form a girder approximately of triangular section, connecting the
The method of and means for preparing facia. for elel.}trical instruends of the axles. The upper edges of the sideplates are flan ged
ments substantially as herein described.". : Second. In ~acia
outwards, and the flanges are riveted to the framing whi?h carries
for electrical instruments, the method of prmtmg lettera or stgns
the ammunition box and the gunner's seat. To the Stde-plates
upon the metal plate forming the facia by lithographic or like
are also riveted ribs of bent angle-iron, to two of which, located
printing process substantially as herein described." (A ccepted
near the middle of the axle the pole is hinged, while to t he other
January 31, 1900.)
23,055. Siemens Brothers and C~., Limited, West
mtnster. (Siemens and Balske, Be,ltn .) Current Col
lector for Underground Electric Railway Co~
ductors. [6 F1'gs.] November 18, 1899.-A current coUector 1s
constructed as a spring contact tongue, pivotally mounted in a
frame which can be turn ed in its support through an angle of
90 deg., whereby the collector can be raised or lowered through
the slot of the conductor channel at any desired point. The contact tongue is form ed ns a lever of the fi rst order, the long arm of
which, when in t he horizontal or working position, is pressed by
n spring against the conductor rail ; this lever turns on an axis
mounted in a frame, which is in turn mounted by means of loose
eyes or sleeves upon a shaft which is longitudinaUy movable, but

P,g .1.
,1 - - --

----"\
--~-----,

,:Q.

.2 .

Fig .3 .

- Fri)-4.
, [jt!s:

g:e:::tJ;;;:

FitJ.5.

:Y..'"l:l

:C:.Xl:
fu sed into the cMing with t he terminals of a battery, into the
circuit of which is inserted the electromagnet of a relay.
The resistance of the sensitive objects is normally so great
that the current is unable to actuate the relay. When however this resistance is diminished undea the in ft uence of light,
beat: or electrical wavfs, t he relay is actuated, and one or more
secondary circuits into which electrical signalling apparatus has

been inserted, are thereby closed. la the example of apparatus

described, which is adapted tor nautical signalling purposes, t~e
receiver is adjustably mounted upon a heavy pendulum, so that 1t
is not affected by the rolling of the ship ; the sensitivity of the
receiver being adjusted by varying its inclination to the horizon. two which are situated near t he ends of the axle, are secured
(A ccepted January 10, 1900.)
bolts extending forward, nnd terminating in eyes which receive
the swingletrees for the traces ; these angle-irons are bent for
1867. A. Orling and C. G. G. Braunerhjelm, wards so a.s to suppor t the frame which carries the ammunition
Stockholm, Sweden. Regulating the Sensitivity box and seat. The sides and ends of the ammunition-box are
of Light, Heat, or Electric Wave Receivers. constructed of metal plates, out of which pieces are cut, so as to
(1 Fig.] (Convention date October 27, 1898.) January 26, 1899.- leave only open frames, to which are attached sheets of alumiAppnratus for directing. torpedoes or. other vessels, the .action nium , leather, or other light material. The box is divided ioto
which depends upon the mftuence of h~ht, heat, or electr1o rays longitudinal compar tments fitted with drawers, all of which are
on bodies, the electrical resistance of which is materially affected accessible on opening a door hinged to the bottom of the box at
by the action of s uch rays, is provided with means whereby, as the rear end. At the rear of the limber is fixed a hook which
the a\>paratus is moved away from the source of the rays, its receives the trail of the gun carriage, and this hook is made with
sensit1vity is automatically increased. The sensitive bodies are an arm projecting rear wards below the main hook, so as to carry
contained in a non-conducting t rough within an exhausted non- a plate projecting forwards from the shoe attached to the tube of
conducting casing, and are arranged in two rows, t he lower of the recoil spring of the gun carriage, this tube being supported on
which rests on t he bottom of t he trough, while the upper are the plate when the gun carriage is hooked to the lim~er. The
located between and suppor ted by the lower. At the ends of the brakes of t he ammunition wagon are controlled, through gearing,
by a winch at the rear of the wagon. (Accepted JanuanJ 10,
1900.)

1639. A. Reiohwald, London. (Fried. K1'ttpp, Egsen,

Germany). Brakes for Gun Carriages. [6 Figs.] January 24, 1899.- This invention is designed to provide a fluid brake
which can be readily taken to pieces, which has no pipes and few
joints, and which is not likely to be damaged by fragments of
shell. A separate runningou t brnke cylioder is arranged in line
with the accumulator, and communicating with the fluid space
therein. On each side of t he running-out cylinder is located a re
coil brake oylinder; all three cylinders being connected with the
~n cradle in which the gun barrel slides to and fro when the gun
1s fi red, and the running-out cylinder being connected by passages
with recoil brake cylinders. The two rel'!oil brakes a re alike, and

'

not rotatable, in bearings in a. support depending from the oar.

One of the sleeves of the frame has formed in it a pair of helical
slots, each of onequar ter revolution, in which slots engages a pin
through the shaft, which by its longitudinal motion thus turns
the collector from the vertical to the horizontal position. Such
motion is limited by a collar fixed on the shaft, which collar
further serves, when the collector is in the ver t ical position, to
engage and depress its shorter arm, and consequently to raise its
longer or contact arm, so that it clears the conductor rail, except
when in worlcing position. A modified form of the collector, m
whioh its partial rotation is effected \.Jy a sliding sleeve, ins tend of
a sliding shaft, is described and illustrated, and further alternative means of effecting the rotation are suggested. (Accepted
J anttary 10, 1900.)

.IG67.

trough are a pair of terminals connected with the poles of a

battery ; one of which said terminals is fixed, while the other slides
through the end of the t rough against tho action of a spring, and
has screwed thereon t he armature of a horseshoe magn et located
outside the casing and slowl.v rotated by gearing from the pro
peller shaft. By this means the armature within the exhausted
casinJ! is also rotated, causing the t erminals to move further
apart, and the resistnnce of the sensitive bodies to diminish (in
consequence of the increase in their mutual pressure) as the tor
pedo recedes, the diminished effect of the rays being thus, to
some extent, compensated. The steering apparatus is operated
26,723. W. E. Burnand, Shemeld. Frequency by means of a relay, the armature of which is energised by t he
Indicator for Alternating Currents. [3 F i{JB.] De current. (Ac cepted January 10, 1900.)
each of them comprises the cylinder, a differential brake piston
cember.17, 1898:-~he c~rre~~ of which the frequen cy is to be
consisting of a plunger piston fixed to a hor n of the gun tube and
~etenmned and 1nd1cnted 1S d1v1ded between two circuits arranged
1868. A. Or1ing and C. G. G. Braunerbjelm, Stock- a piston which slides in the cylinder, and a tapering brake-rod
10 parallel, one of which has very little, while the other has con holm, Sweden. Device for Regulating the Distance fixed upon the cylinder cover, and projecting into an axial bole in
siderable, self-induction ; the current in the former circuit being between Hermetically Sealed Objects. (Convention the differential piston passages, from which hole is estalJlishfd
b.ut sligh~ly affected by a change in the frequency of the alterna- date October 27, 1898.) January 26, 1899. [3 Figs.]- The dis tance communication between opposite sides of the piston. The runningttons, whtle an increase in the frequency considerably diminishes between the objects referred to (which may consist of the ter out cylinder is fitted with a piston which has a tendency to be
the current in the latter circuit. The currents in the two branches minals of a receiver for light, heat, or electric waves) may be forced towards the cylinder cover by the compressed aircontained
of th~ diyided circuit energise a pair of solenoids which exert J egulated either by providing the movable object with a in the rear portion of the cylinder ; this piston is constructed in
opposmg mfluences upon an armature or a pair of armatures con- threaded spindle, which by means of a. weight is prevented from the form of a cylinder which is open towards the cover , and which
nected to.a p~inter, the position of which varying according to par taking of the rotation of the casing about an axis parallel to contains a stationary brake piston fixed to the cylinder cover.
the relnt1ve mfluence of the solenoids, serves to indicate the the threaded spindle, and by this means is shifted longitudinally The space in the interior of this runningout piston, which il!

E N G I N E E R I N G.
closed. by lh e brake piston, communicates by means of pa.s
sages m t h e b rake piston with the open p or tion of t he interior
of the ruonin ~-out piston ; these passn.ges are formally closed
hy means of a spr ing - actuated valve, which is, however ,
perforated by small boles, s o t hat t he pa ssa~tes are not completely cl~sed . All t hose cavities of the running-out cylinder,
the runnmg-out. piston, and th e br ake piston, which ar e situated
to~ard s th e cover, and also t h e passages between t h e running-ou t.
cyhnder and the br~ke cylinders, are filled with ftuid. :Modified
constructions are described and illustrated, and a d etailed account
of the operation of the r unning out a nd brake mechanism is given.
(.Accepted Ja nuary 10, 1900.)

20,542. D. Croll;Rotterdam, Holland. Water-Tube

BoUe~.
[5 F igs.] October 13, 1 99.-Tbe steam generator,
accordmg to one arrangement, romprises a pair of horizontal
water d rums, situat ed near the lower end of t he furn aces and
conr~ected by. ve~tical or slightly inclined water-tubes, or by 'both
ver t1cal and mchned tubes, to a pair of steam and water drums
t~e steam spaces and t h e water s paces of which are connected by
p1pes, and t he whole enclosed within a casing. The furnaces are
for med by two sets of highly inclined ft regrates situated on the

MINING, METALLURGY, AND METAL

WORKING.

19,876. 0. J. Steinhart, J. L. F. Vogel, and B. E.

Fry. London. Electrolytic Separation of Zinc

from Zinc Oxide. Sep tember 19, 189 . -The zinc oxide is
dis olved in fused zinc: chloride or other salt h aving a similar
action, and an electric current is passed through the molten
bath , oxygen being evolved at t he anode and zinc d eposited at
the cath~ e. The chloride is fused by means of heat applied to
the exter 1or of t he vessel in wh ich the reduction is effected t h e
anode wh!ch consists of car bon plates being at the top of the
Yessel, wb1le the cathode consists of a layer of molt en zinc at the
bottom thereof. Zinc oxide, although infusible at the temperature at which zinc fuses, is stated to be soluble in the molten
chloride, and to fonn with it. a read ily reducible compound when
acted upon ~Y a c~ne!lt of low voltage ; n<? chlorine being evolved
so long as zt.oo.oXJde ~ present. The ox1de may.be supplied to
the bath as 1t 1s contmuously reduced, t he chlor uie acti ng as a
solvent only. ~he fu sed cathode may be about 1 in. in d epth, and
the fused chlonde about 2 in. The anode is usually immersed in
the bath until its ter mination is about i in. above the cathode.
The molten zinc is drawn off as it is deposited by means of an
upwardly turned channel communicating with the bottom of the
vessel. (..Accepted Jan uary 10, 1900.)

I
I

'
I

I
I

,......}.

900.

wbic~ coupl ings join the sides of tbe arches some

m~hes , bel~w thetr crowns. The arcbeg are continued down the
a~1mals s1de9: and are so adjusted that the ends rest agaio1t

!' long nut.

Wltbout presa1_ng on. the pannels of the saddle. Tbe sidebars 0 i

the. saddle swmg partly on socket bearings and partly 00 pine
wb10b bold together t he two par ts of the hinges on "~h icb the'
a.re mounted ; . ~bey thus automatically ad just themselves to tby
s~des of the a01mal. The. one part of 1be binge is riveted to th!
11de-bar ; the oth~r part 1s secur ed to the inner part of the arch
by ~eans of a pa1r of. screw bolts; a number of slot adapted to
rece1ve t hese bolts bemg formed in t he arch so that the aide-ban
may be ver tically adjusted . Ilooks are for~ed on the arches for
the. at.taobment of loads, and standards or hangers are pro,ided
W:h1ch eng:age these hooks, and which are fitted with channelled
p1eces wbtch rest ~o. the ends of the arches, and prevent the
standards from sb1fttng ofT t he saddle. A modification of thie
saddle is also described, in which the arches ha,e no binges and
end imm ediately below the side-bars; tbe same mode of fixing
and adjusting the side-bars being employed . The books are
formed on separate pieces of metal of the same shape and leo~th
as the arch es; these piece are r iveted to the arches care bt1n
taken that t he rive~ are not in t he neighbourhood or' the hookf
(A cceptRd J amtary 10, 1900.)

271 491. J. A. Puryea, Edtnburgh. Apparatu1 for

Llg~tho~ses.
[6 ~8. ) December 30,. 1~98. -Dioptric or
cata~hoptnc. apparatus 1s mounte.d upon a BPI!ldl~, wbic.b may be
furmsbed wtth ball or r oller bearmgs; the entne 11lumioating and
light-directinfr device being arranged to revolve on the spindle at
centre. ~he lamp is furni shed with an eclipser, iotermittenUy
operated m a known manner by means of a cam and an epicyclic
t rain ; t he concavity of the eclipser is silvered, so that when at
t he back of the lamp it eer ves as a reflector. The eclipser, instead
of encircling the lamp, may be ammged to encircle tbe entire ap-

[FEB. I 6,

19,878. 0. J. Steinhart, J. L. F. Vogei. and B. E.

Fry, London. Manufacture of Anhydrous Zinc

Chloride. September 19, 1 98.-The solution of zinc chloride is
concentrated and dehydrated by evaporation in the ordinary way
until such d egree of concent ration is obtained that t he fur t her
app~i~tion ~f he.at would affect its decomposition, s uch decom
pos1t10n bemg hable to occur before complete d ehydration has
~ee o effected . From this point the process is completed by boil
mg under redu~ed pressure in a vacuum pan until practically
n.nb yd~ous chlor.tde is obtaif!ed ,.the temp erature never rising to
the pomt at wbtch the chlor1de 1s decomposed. As an alternative
t he cblor!de may be submitted only to this t r eatment, and air fre~
from mo1st.ure ma.v be drawo over or t hrough the chloride to
assist in carrying off the water vapour. (A ccepted January 10
1900.)
I
PUMPS.

3849.

R. E. B. Crompton. London. Gearing for

Driving Reciprocating Machinery. [2 F igs. ] Febr un.ry 21, 1899.-This invention r elates to a gear desig ned to conve.r~ the motion .o f a. rapidly revolving spindle, d riven by elect riCity or ~tber wtse, mto a slow-speed reciprocatory motion suit
able for. a1r compressors or pumps. A worm on the d riving shaft
gears w1 th a.nd slowly r otates a wom twheel on a shaft at righ t

outer sides of t he vertical tubes, so as t,o form wedge-shaped

fuel spaces between the g ra tes and the ou ter row of tubes. Ac
cording t o a modified arrangement of the generator, t he water
drums are both connected to a single upper drum by water tubes
either slightly ben t or curved, and arranged to form wedgeshap~d fu el spaces between t he g rates and t he tubes, as already
de~onbed .. The generator may also be constructed as a single
boiler haVlD't an upper and a lower drum and a single furnace and
combustion cham ber. (.Accepted J anuary 10, 1900.)
21.341. W. P. Thompson, Liverpool. (J. F . B rady ,
Chicago, U.S..ii. ) Turbine. [9 Pigs. ] December 23, 1899.Tbis turbine, wh.iob is d esigned to utilise steam or ga:t at high
pressure, comprtses a pair of revoluble vane discs, p eripherally
connected1 and each mounted apart upon a separ ate hollow
journal. Wlthio a circular sh ell form ing the exhaust steam case
and .an in.ner vane disc fi rmly mou nted upon a r evoluble sh aft
pas m g axtally t hrough the journals of t he outer ciscs ; an axial
paseag~ t hrough the shaft communicating with t he steam supply
and wtth passagE's t hr<'ugh t he shaft communicating wit h t he
space between t he di cs. Upon the faces of the discs are ono paratue, or it may entirely cut off instead of obscurin~, the so~nce
of illumination, and it may be actuated by mechaollllD eollrel.Y
distinct from t hat by which the rotation of tbe apparatus 11
effected. Modifications of the apparatus are iUustra~ and de
scribed ; and it is claimed that by means of the combmatioo or
the revolving dioptrio panel with the intermittently operated
eclipser a g roup-flash ing light both more powerful and more
var ied in its characteristics may be secured. (.Accepted Jattuary
3, 1900.)

UNITED STATES PATENTS AND PATENT PRAcn'IOE.

Descriptions with illustrations of inventions paten~ in tb~

United States of America from 1847 to the present tune, an
reports of t r ials of patent Jaw cases in the United States, IDilY:d
consulted, gratis, at th e offices of ENGINEERING, 35 and 36, Bedlo
street, Strand.

angles thereto, and in a differ ent plane. On the latter shaft are
mounted eccen t rics which actuate reciprocating rods in t he
usual manner. The entire mechanism is enclosed in an oil-tight
ca.siog partially filled with a lubricant, in which casing are formed
ball-bearings for the shafts, adjustable from the outsid e thereof.
The lubrican t within t he ea iog may be oil, or an emulsion of oil
and water, with which the casing is filled to t he level of the r ecipr ocating spindles. (A ccepted J anuary 10, 1900.

VANCOUVER

couver I sJand las t year was 1,166,251 tons, as compared

with 1,117.915 ton s in 1 98. The expor ts ~t year were
769,091 t o ns, as compa r ed with 765,861 tons 1n 1898.

STEAM ENGINES, BOILERS. EVAPORATORS, &c.

CosT OF ELEC'l'BIC WIRING.-Messrs. Niohol!on and

15,697. L. Da Roztr. F. W. Aldrich, L. P. Cote, and

B. A. Batch, Massachusetts, U.S.A. Means for
Shutting-oft' Steam. [4 F igs. ) Au~st 1, 1899.-Arouod the
11. ,
spindle of the t hrottle valve of a steam engine is fi tted a steam
t ight casin~t, within wbioh is a turbine mounted on the valve
spindle, and actuated by steam admitted tanctentially into the cen t ric circular rows of t rapezoidal vanes, t h e vanes on the inner
casing by n bye-pass from the inlet pipe l eadin~ to t he engine. being inclined in a C('nt rary direction to those of the outer disc,
T he bye-paea is furnished with n valve, which 1s held normally and adapted t o rotate between them. The inner and outer discs are
thus driven in opposite directions, but t he shaft connected to the
former disc, and a journal of the latter. are fu rnished with bevel
wheels, which ~ear with a bevel wheel at t he extremities of a dia
meter thereof, 10 such manner that t he bevel wheels on ~be shalt
and on the journal both tend to t urn the d riven wheel in the same
direction. More than one inner vane disc may be interposed between the outer disos, a modification of the apparatus which corn
prises three such inner d iscs being illustr ated and described. (..Ac
cepted Jamwry 10, 1900. )

Ftg.Z

CoAL. - The production of coa.l in Yan

de Win ton, o f 53, Victoria-street, W estmi~ter, are

issuing a series of price lists for the u se of architects and
others, giving the cost o f electr ic wi~ng_ ~ben; erec~.
By aid of these lists the cost of electr1c wmng, lDCludmg
contractors' profit and allo wance for wast e, ~n be deter
m ined f r o m the m easured quantities. ~be hst l?efore us
gives prices for 29 sizes of in ulated wue, va~y10g f~om
18 gauge to 37/14!3., a nd o f three classes of msulatiOD,
both i n casing a nd without casing.

roe
re:f

his third Can tor

tu r e befor e the Societ;y of A r ts, on " Iron Ore
posits," Mr. Bennett H. Bro ugh quoted a paper
befo re the Society o f Arts in 185-! by Mr. J . .K.
Blackwell, who s tated that the world's produc~o~
o f pig iron then a mounted to 6,000,000 tons. Of t :
MISCELLANEOUS.
q uantity the U nited Kingdom_ _produoed 50 per ~en .,
27,114.. Slr W. G. Armstrong, Whitworth. and Co., F rance 12.5 p er cent., the Unitd States 12. ~~
Limited, Newcastle, and C. Carthew- Yorstoun, cent., and Germany 6.6 per cent. In 1898 the .wor be
Edtnburgh. Pack Saddles. [ Figs.] December 23,1 98. production bad risen to 35,741,000 ton s, of .whdlcKb .t .
United tates produced 32.7 per cent. the U rute
mg
d om 24.1 per cent. , Germa n y 20.6 per cen t._, and France
Rf;.1.
Ftg .2.
7.1 per cent. T he relative position of the d1fferent coln
trietl from a min ing point of view, wa better sho,wn >Y
M ETALLU' KRO'G

DEPOSIT .-In

l':d

the ~tatistics of iron-or e production. Th.e worldU 01

duction in 1898 w a.s 73,670,000 ton s, of w b1ch the
t
States produced 26.2 per cent. , German y. 21. 6.... per ce~t
the U mted Kin gdom 19.3 per cent., Spa.m 9. /
~
08
France 6.2 p e r cent., Russia. 5.6 per cent.,
;;~
Hu nga ry 4.5 per cent. a nd weden 3.1 per ~nt. tant
lecturer then proceeded to d escribe th~ mo.re tmpor b
1711 f.
8
iron-ore dep oslts n ow w orked , illustr~tmg b~ remrlu!
some lantern photographs of the 1ron mmes ~ D
-A pack saddle is constructed comprising a pair of arches hinged Superior, Bilbao, South ern Spa~n, the Ural, Styna, an
at t heir crowns. the spans of which may be adjusted by couplings,
each consisting of two screws, right and left banded, working in n em or a., Gra.ngesburg, and Gelli vare.

pX .,

closed by a weight~d lever from ~bich a wire. is led to vario';JS

portions of t he bmlding, so t hat m case of ac01dent the valve 10
the bye-pnss may be opened, thereby causing the turbine to close
the main valve and effect ~be stop~age of the engi? e ; the closing
of this valve at the same t1me cuttmg off the supply of t h e steam
from the turbine. The spindle of t he throttle valve is furnished with
the usual haodwheel by which the valve may be closed independently of the tur bine. (Accepted Januarv 10, 1900.)