DEc. 6, 1901.

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

DIE FORGING.

No. XI.

By J OSEPH HoRN ER.

THE examples hitherto given have been principally those of dies cast in iron or steel. But a
large nu mher of small stamps are cut in blocks of
solid mild steel, not being liable to fracture, as
some castings are. Some shapes are easily cut,
others are not. This work is done by fitters or
handy men who have acquired experience therein.
A few examples of this cla~s of work are given in

easier to make, because the bosses can be milled

to exact diameter and depth (see Fig. 334); and
the web also, leaving nothing but the radii to be
finished with a file; and even t hese can be roughed
out, or even finished, with the milling cutter by
manipulating the machine properly.
A matter of considerable difficulty in work of
this kind is to get the halves of pairs of dies to
match properly.. There are '!arious wa~s .of :wor~
ing to insure th1s, and there IS much s1milanty _In
this respect between dies and core box work wtth

formed wholly by machining ; but most require the

assistance of the fitter, either in roughing out, or
finishing, or both. In the early stages of the work
the chipping chisel is used freely for roughing out,
after which the details of the work are controlled
by the shapes of the dies.
The dies shown in Figs. 328 to 331 can be
shaped mainly with milling cutters. The bosses in
F ig. 328 can be roughed out only with cutters, as
at A, A (Fig. 332), of a hnger diameter than the
diameter of the boss. The arbor, or shank, of the

Fig.3Z8.

FUJ.330.

FU] .329.

Fig.331.

F'1J.327.

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Fig .355.

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annexed illustrations, to be followed by others in

another article.
The small double-ended lever or link shown in
Figs. 326 and 327 is an example of a piece of work
that would, when of small dimensions, be formed in
a pair of cut dies. If we adopt the same mode of
formation a9 that described in a previous article
(vol. lxxi., page 625), using roughing dies first, and
then removing the double bevel formed in them in
a pair of finishing dies, Figs. 328 and 329 would
represent the first pair of dies employed, and Figs.
330 and 33 1 the second. In cutting these much
assistance may be derived from machines, but it is
n )t a class of tooling which an unski11ed man may
be safely trusted to carry through. Whero this work
is done, it is divided between the fitter at the vice
and the machinist, the latter working to the instructions of the forme1. Some shapes can be

cutter would prevent a semicircle being cut in this

way. The cutter may be either of the same thickness as the bosses or less. With a narrower cutter
it would be necessary to traverse the same sideways. As the cutter cannot got lower than the
arbor permits, a considerable amount of metal still
has to be removed with the chisel, and finished
with a bent file. The web Cfln be milled with an
edge mill B or an end mill 0; it is of no consequence
which. The appearance of the die at this stage is
seen in Fig. 333. Now, the corners of t he bosses
will have to be rounded, and the web merged down
into the bosses (compare with Figs. 328 and 329).
This is done with the chisel and file.
The precise finish of this die, assuming that it is
used as a roughing die simply, is not of so much
importance as that of the next (Fjgs. 330 and 331),
which must be quite exact
But the latter is

regard to delivery, mentioned in our first article,

but chiefly with regard to the matching of halves.
The followin g are practical points involved.
There are two principal methods of marking out:
one, in which each half is marked separately ; the
other, in which one-half is marked from the other.
Taking in the first place the method of matching
which depends mainly on marking out, there are
two cases- that of dowelled blocks, and that of
blocks not dowelled-which constitute the larger
number. In each the first stage is to take rough
blocks of steel, plane them on the faces and on one
edge and one end. Thus in Fig. 335 the edges B
and 0 are planed quite square with each other and
with the face A, both blocks being treated exactly
alike (compare with Fig. 336, which shows
the relations of faces and edges when laid
out fh.twise edgo to edge). In lining out, these

[DEc. 6,

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

1901.

edges alone are squa.red or measured from pre- mill, and so can the semicircular end B, and the
cisely as in working core boxes. If dowelled, bottom faces r.ft, a and b, b. The edges c, c can
the blocks are either dowelled together first, be milled with t he edges of a face mill, and
and the edges planed afterwards, or they are all that is then left to be finished by hand are
planed first and the centres of the dowels located the small merging radii. But in cutting out the
subsequently by the intersection of centre lines die in Fig. 346 no such advantages exist, for nearly
from the edges, as in Figs. 337 and 338, where the all would have to be done by hand- that is, with
two blocks are laid open in their joint faces, with drills, chisels, and files.
the cent re lines marked, and the holes t o be drilled
For a piece of work involving cutting out by hand
marked on the intersections of the centre lines.
chiefly, take the small pillaret in Figs. 34:7 and 348.
There are two ways of marking out from tem- Little can be done here with milling cutters. After
plets, whether dowels are used or n ot. One is the outline is marked out a number of holes are
shown in Figs. 339 and 340, each of which represents drilled (Fig. 34:9), t he depths being carefully gauged
one half only of a die for the first and second opera- by stops, because if only one hole goes a trifle too
tions r espect ively of Figs. 328 to 331, as they appear deep, t he surface of the block will have to be planed
with the templets A, A of the same size and shape in over again. After the holes are drilled, the metal
plan as the recesses to be cut, laid on the joint left b etween is cut out wit h a cow-mouth chisel,
face ready to be marked round. The templets, of leaving a cleared-out space, in which some fine handsheet-metal, are themselves marked from centre work has to be done. First, the edges will be set
lines as shown, and these are laid as carefully as in with chisels almost on the lines, but not quite.
p ossible on corresponding centre lines in t he joint In the early stages of r oughing-out it is safer to
faces of the blocks. As these lines are transfeTred work just a shade inside the lines, because the
from one half to the other, being scribed directly edges will become bruised by the leverage of the
down, and squared from the edges Band C in the chisels against them when cutting out the lower
previous figures, as near an approximation to accu- portions of the dies. If the edges are cut exactly
racy as possible is obtained in marking the outline
of t he portions to be recessed around the templets.
Fifj .861.
Nevertheless, though all possible pains be taken,
it is seldom that the edges of the recessed portions
will be found exactly right when tested with a. first
I
forging or with a. lead dummy. It is very difficult
to work to the thickness of a line, even though the
Fi,g.36Z.
outlines are clearly centre popped, and so some
ii ii
fudging with the file has generally to be done before
c
the halves match exactly. The test generally used
:
I
is a mass of lead poured in when practicable, or a.
soft compo squeezed between, as in actual forging.
Another way is one in which the test of accuracy
in lining is transferred from the eye, in setting to
centre lines, t o the contact of edges to edges,
shown in Figs. 34:1 and 342. A templet A is
prepared, and pins are driven in near the edges,
and these bear against the squared edges BC before
referred to. In the illustrat ion the face a is on the
face of one-half the die. If the face b is placed on
the face of the other half die, and the pins come
against its squared edges, it is clear that the lever
marked in both halves by the inner edges c cut out
of the templet sheet A will be as nearly alike as it
.- .
0
is possible by the method of marking out.
The second method of securing the coincidence
of the top and bottom dies is by transference. In
this one half the die is cut out, and then the second
half is marked directly from it. This also is a
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device practised in making core boxes. The t ransference is done in some cases partly or wholly by
(71DD. S.f
a bent scriber, for which an open-ended die is
necessary, in others it is effected by t he contact of to the lines, they must be protected with angles of
some material, as r ed lead. The first is the most tin or copper when the chisels bear hard against
accurate, because a fine line is ~_>roduced wh~ch is them.
To insure correct results templets must be prereadily worked to. The second IS only practicable
when the joint faces are in perfect contact, and_ then pared for several cross-sections (Figs. 350 to 356),
a thin smear of red lead on the face of the finished working from one end to t he other in the posihalf will be transferred to the other half over the tions indicated by the same reference letters in
Fig. 350. A templet of soft metal may afford the
joint face, ceasing exactly at the cut edges.
In workina out t he cross-sections of the recesses, final test for accuracy, or a forging carefully
templets
sh eet metal are r equired. These finished to dimensions may be red-leaded, and laid
resemble those used in core-box work, correspond- between the dies, and metal removed with bent
ing as a. rule with both width, depth, and shape file s and scrapers until the dies will close round the
of the recess. Thus Fig. 34:3 shows a templet sample forging to a joint, and receive the impressuitable for gauging ~he depth of _the di~ in Figs. sion of the forging transferred by t he red lead,
328 and 329 longitudinally, and Fig. 34:4: JS one f?r practically over the entire surface.
The work done thus is whol1y a matter for skilled
the cross-section of the web. Other examples will
hand labour, of accurate cutting with chisels nearly
occur later.
The greater propor t ion of those dies which are down to the lines, followed by files, and finished
cut in steel cannot be shaped directly and entirely with scrapers, and is, in such a case as this, rat her
with milling cutters, as t hat in Fig. 334:, but the tedious, and the lead test-pieces have to be r esorted
work has to be done almost wholly by hand metho?s. to now and again. Given machines and suitable
It is sometimes possibl~, however, _to n:take .a cho~ce cutters, the labour can be lessened considerably, as
of the least evil- that Is, of two dtrect_wns In w~ICh follows :
Fig. 357 illustrates in plan how this may be done.
dies may be jointed to ~mbrac~ a given fo~gmg,
one may be selected whiCh, while equally suttab_le The circles A, B show sections through milling
with the other from t he smith 's point of view, will cutters with semi-circular ends, one of which (A) is
involve less labour in cutting out the dies than the shown in vertical section in Fig. 358. The hole
other. Thus in the example in Figs. 3~5 and 346, which A cuts could also be drilled from the end.
the easier way to joint t~e di~s is that In the_ first With the mill B the recess for the tapered stem is
illustration. From constderatwns of easy dehvery cut nearly to shape, but, of course, not entirely.
the second would have a slight advantage. If two The cutter is traversed along at three separate
stamps are used a r ouahing and a fini shing, then settings on the three centre lines shown, giving the
Fig. 346 should be theo roughing and Fig. 345 the edges and the bottom, and leaving just a trifle to
fini,hing. The difference between these figures be dressed off with t he file, in order to merge the
with regard to ease of construction is that _the fi~st three curves into one, using the templet C
lends itself to an almost complete formatwn with (Fig. 353). The dotted circles c, c represent a
millina cutters while the other does n ot. In round ended cutter of the same diameter as t he
Fig. 345 t h e b~ss can be milled out with an end boss t which is traversed a short distance, This

cutter gives the exact semicircle on the longitudinal

centre line and the exact depth at the centre portions of the line b, b. Though the corners have
to be cut out with gouge and chisel, and t he
depthing also along b, b, the work is lessened considerably, and the portions on the longitudinal
centre and on the planes b, b serve as useful
guides for working by. The hexagon end call
be milled entirely with an end mill. The first
operation is that indicated in plan at D (Fig.
357), and in section in Fig. 359. The mill 1?
is cutting the vertical edges and working down
as far as the plane a, from which the next
facets start. The block is then tilted up, and
the faces b, b finished in the manner shown in
Fig. 360. A little filing of radii is all that is neces!ary to connect the h exagonal part with the tapered
stem.
Where a large quantity of die-cutting is done,
much assistance can be obtained from the use of a
special machine and tools employed by die-sinkers.
1'he machine resembles a vertical milling machine,
with knee adjustable vertically, which carries a vice
operated by compound slides. Frequently a slotting attachment is fitted to t he head, or the latter

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pv _q. 366
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can be altered rapidly to act as a slotter, using

proper tools for this work. Drills and milling
cut ters of various sizes are used for t he revolving
spindle. The roughing cutter is one with a semicircular end which r oughs out the metal rapidly in
r eadiness for other cutters, or for chipping and
filin g to dimensions.
Figs. 361 and 362 illustrate another awkward
piece of work to be cut in dies. It is the pin of an
equilibrium safety valve pivoted to its lever, and
the pivoted end drops into the conical recess in
the valve. The slot for the lever and the hole for
the pin are tooled, so t hat the die is like Figs. 363
and 364:. The semicircular-ended milling cutter is
t he b est to use here, at t he end A, because it imparts the correct sectional shape atonce(seeFig. 363).
But a flattened cutter can be used at Band t raversed
to meet the portion formed by A . The tapered
portion can be brought into approximate form with
a small cutter traversed in three directions, as indicated by the dotted centre lines(Fig. 364). The square
corners er,, a would have to be cut, following after
A, and the tapered stem will be finished by the
gouge and file. Instead of using cutters A and B a
larger one C can be employed, and t hen the corners
a, a would be finished at once. But t he radius
would be too large, and this would have to be
finished with t he chisel and file. Figs. 365 and 366
show t he fulcrum pin for a safety valve, and F igs.
367 and 368 its dies. These are easily milled out,
and t he only portion that must be finished by hand
work is the convex end, which will be done in the
same manner as in Figs. 363 and 364.
(

STEEL PLATES IN JAPAN. - We learn that the J apanese

N a.val D epRrtment is preparing to establish a. steel-plate
factory at Kure ab a cost of 61000,000 yen. The plant \s
expected to l;p in workin~ order in three ~ear3.

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

DEc. 6, 1gor.]

ortion of the road without much appar ent benefi~

At a point north of 96th-street the line fo~ local io the subway, which brought down on th~. c.on
THE NEW SUBWAY IN NEW YORK trains runs up an incline of 1.4 per cont., while the tractors the wrath of the people and severe cnttcism
ex resses descend at an inclination of 0.11 per
CITY.
the daily press.
.
f h R d
oeEt
Near 103rd-street, the two central t racks, of Mr.
Alfred Craven, division engtneer o t e ~plBy CHARLES PRELINI, C.E., New York.
whidh are 14ft. below the outsi~e on es, turn to the Transit Commission, under whose very able dt~ec
ri ht and continue on the east stde of the subway. tion Section 6 is being construct~d, told the .wrtter
(Contitnued, from page 740.)
'fHE next part of the subway is also divide~ into T~e two outside tracks then come closer together, that the rearrangement of the ptpes, electric co~
two sub-sections, called ''A" and '' B" respect1vely. nnd after crossing over the central tra?ks they run duits, and manholes gave more trouble ~han t e
Section 6A begins at 60th-street, and ends at Slat- under and along .Broadway, thus formmg the west building of the subway itself. These mal~ fo:Jn
.
b
street ; Section 6B begins a.t 81st-str~et, and end~ at side line.
an underground network running in ~v~ry d1rec~Ion
The standard four-track sect10n of the su way and at different depths. Such a cond1t10n of th1ngs
104th-street. As the two ~ub-sect10ns are _be~ng
constructed by the same contractor and by stmllar has been used on Section 6 ?P to 96th-street, af~er would not greatly interfere with the subway whermethods throughout, they will be here des~ri~ed which as the lines run on d1fferent levels, a modtfi- ever the roof is well below the surface of th~ street,
together. The work is done by Mr. Will~am cation' had to be made. The isolated columns, but it is quite otherwise when the roof h es close
Bradley, the contractor, w~th Mx:. R. G. Colbns, formed of bulb angles and. ri':eted to a central to the surface, as is the case at many places. along
plate so that their cross-sect10n IS made to resemble
Mem. Am. Soc. C.E. , as chief engmeer.
Section
6.
Mr.
Craven
laid
before
t
he
wnter.
a
This section of the subway follows Broadway t he ietter H, are here increased in len~th, so that large drawing showing the kind of v:ork wh~ch
from 60th- street, near the Circle, up to 104th-street . the top is on the same level as the side I-peam they are continually doing. It was bemg carrted
Until a few years ago, the part of Broad way north columns- 13ft. high. The H columns are brac~d on at the intersection of Broadway and Nort~
both lonoitudinally and transversely, as shown m
avenue
at
66th-street.
The
roof
of
the
subway
1
s
Figs. 60 ~nd 61. At a point south of 103rd-street
. 60.
the central tracks dip down 14 f~. below ~~e out- here only 2 ft. 4 in. below the concrete bed of ~he
side tracks, being covered over wtth ~ sem~cucular surface oars, while all along Broadway runs a 36-~n.
water main. As there was not room for such a ~~m,
concrete
arch.
They
then
turn
to
.th~
r1g~t
and

- . 1.2 'B1.. f-==~ F:::;:::;~

enter Section 7 at the eastern butldmg line of it was tapped on one side of the .n ew r oad, a ~tmt.lar

main
being
placed
on
the
other
stde,
comm?n1~t10n
0

Broadway and 103rd-street. The two uppe~ tracks

between the two being effected by three 24-ln: pipeP,

I!

run
closer
together,
thereby
admtttmg
the
then

as shown in Fig. 62. Here, again, a new difficul.ty

'
insertion
of
a
third
track.
They
all
pass
over
the
'
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sprang up. It was found that the electri~ conduits

'
running along the surface tracks had either s~nk

uown or else were not laid with all t he care requiTe~

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by the plans, so that they interfere~ very materiF ig . 6.2 . ~- - -- --- --- --- -- SahW~S5ft' --)
ally with the laying of the new p1pes. It was
decided therefore to rebuild the ducts as the
- - ...
readiest solution to the tangled difficulty ; but
86iTu:JL
1 ;~Ked ~
this took up much time, because n ew plans had
to be prepared, various permits obtained, and
lengths of the road torn up, and all this without
'
2/l.inck ironvtp_~
any apparent advance being made in the construction of the subway. Similar difficulties were
.s .0.
frequently met in this section along Broadway.
Owing to the small depth of the r oof of the subway, many of the electric manholes were either
,,
"b
rebuilt larger and shallower, or else constructed
entirely
outside
the
line
of
the
new
road.
(11Z8 BL
(;,
Pc.scer
The four-track subway along Section 6 is built
by means of a single wide trench, wit hout interLONGtrUDINAL S ECTION SHOWI~C TH E BRACING OF THE.
fering with the street traffic. The car-tracks were
11TJI AJ COL Ulrf NS
left undisturbed, being supported on needles,
which rested at first on trussee, but afterwards on
,

uprights. The use of trusses is commendable, as

Heiyht of Tn.w.s 14 . 0 .
they leave a large space below, which ena.bles the
Fig . 63.
Fin . 64. ~work to go on quickly and regularly. The trusses
-------5.'0.!--->'
are continuously pushed forward, so as to be always
..
at the front of the excavation, the work being
-~
carried on in t he following manner : A shaft or
porthole 6 ft. square is sunk down to the founda3ft Q:u- Track
tion of the subway on each side of the track,
four 12-in. by 12-in. uprights are set up, and

.
a crib of t imber 12 in. by 12 in. is built across
the uprights until the sur face of the street is
reached.
A truss is t hen placed along the

tracks, and about 3ft. from the rail the tie-beam or

Span 50 ft Ti,e; beam 16 ; 16
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lower chord rests on the surface of the st.reet.
2.0
'X 20 (7121 D) (iJ
72 ., ,
"
Under the other end of the tie-beam of the truss
1
2
"x
14-.
AU other Tim.ber
the soil is excavated until rock is reached, and
an other crib built as indicated in Fig. 63. When
the abutments of the t russes are thus made secure,
11/U.t:l
the excavation begins close to the uprights. At
distances of 5 ft . needles 10 in. by 12 in. are placed
of the Circle was officially known as the "Boule- concrete arch with a box section formed of steel under the concrete bed of the car-tracks. The
vard, " and so continues to be called by the people. bents of the same dimensions as in the standard needles are sapported by iron stirrups composed of
Being wide and well-paved, it forms one of the section of the subway. There is, h owever, t his 1-!-in. iron rods, bolted from below to a fish-plate
finest driveways of the city. I t is lined on both difference : that as there are only three t racks 4 in. wide, lt in. t hick, and 18 in. long, placed
sides with elegan t r esidential mansions ; and, as it instead of four, the bents are made up of only t wo lengthwise, and bolted above to two similar fishfollows graceful curves, the monotony that on e separate columns. The columns of the west side plates placed across the tie- beam, as seen in Fig. 64.
finds on t he long, straight avenues of the city is line will r est on the top of the arch of the east side The ground under the needles is then excavated,
entirely absent. The middle of the Boulevard is line ; and for the purpose of distributing the pres- and two uprights set under each needle, after which
occupied by a parkway bounded by rows of elm sure over a larger surface, their footings will rest the stirrups are removed, so that the car -tracks
trees, close to which lie the tracks of the Seventh on grillages of steel beams placed on the extrados are strutted directly to the foundation of the suband Tenth-avenues trolley lines.
of the arch.
way. The material under the crib forming the
The four tracks of the subway are located symThe work on this section had to be done through north abutment of the truss is then taken away;
metrically with the axis of the Broadway (the rock and loose soil in about equal quantities. The and while this is going on, the crib is temporarily
Boulevard) ; and when the underground structure rock is the usual mica-schist encountered everywhere supported by small timbers until the level of the
will be completed, openings will be made in the along the subway. In this section it appears as a foundation of the subway is reached, when four
parkway for ventilation and illumination, which thin stratum, with an almost vertical dip, while at uprights are erected. The truss is then moved
openings will be fenced in, as already shown in some points it is friable and rather disintegrated. forward , its south end finally resting on the crib,
Fig. 4, page 478.
The loose soil consists chiefly of good loam with which previously supported the other end. A new
This section provides three stations for local very little water, so that no trouble was met either crib abutment is n ext built for the advanced end of
trains- viz., at 66th and 82nd-streets, and two for in excavating or in building this section of the the truss, and the material below excavated as
expreEses at 72nd and 96th-streets. The station at subway.
already described. The concrete foundation of the
96th-street will be the last on the subway for exThe re-arrangement of the underground pipes subway is then laid in the space which has been
press trains. These trains will run, therefore, and conduits, which preceded the construction of cleared, the bents are erected, and the arches of the
from 96th-street down to the City Hall, which is the subway, gave the contractors quite an amount side walls and roof constructed. As soon as the
th ~ terminal station of the r oad for the p resen t.
of troubl ~. This neoessitnt r-d tearing up a great substructure of the car - t racks rests firmly on
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'

COMPOUND

GOODS

LOCOMOTIVE

RAILWAYS,

STATE

PRUSSIAN

THE

FOR

0\

CONSTRUCTED BY THE STETTINER MASCHINENBAU ACTIEN GESELLSCHAFT "VULCAN," BREDOW, STETTIN.

(FM Description, see Page 771.)

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masonry pillars, supported by the roof of t he subway, the needles and uprights are removed, all
vacant spaces filled in, and t he surface of the road
restored to its normal working condition.
The trusses employed are not all of the same
kind; some are made of timber of the king-post
type. The rafters, struts, and king-posts are made
up of timbers 10 in. by 12 in., bolted to a 16-in.
by 16-in. tie-beam, 50ft. long, or 20 in. by 20 in.

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when 65ft. long. Four trusses are worked together,

one on each side of the tracks, each pair being
braced transversely on top. As they are 14 ft.
high, they are braced permanently without interfering with the car service.
The second kind of truss employed on this
section of the subway is that known as the bowstring type, with a span of 65 ft. Such trusses
were in common use some years ago, but are

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now replaced by plate girders. A third type of

truss is employed on this section of the subway-viz., the Pratt truss. In all there are
44 king-posts, and 12 bow-string and 12 Pratt
trusses.
The trusses are moved forward in a simple and
ingenious way. Each end of the tie-beams carries
two pairs of flat-irons bolted to the beam, and projecting 1ft. from it. These irons are slotted longi,

tudinally, the slots being 2 in. in length. A 10-in.

by 10-in. beam is laid across the two braced trusses,
and at each end, corresponding to the part which
rests on the top of the lower chord of the t russ, a
fish-plate is placed transversely, and two flat-irons
passed through the corresponding slots. Then a
low platform truck, provided 'vith screw-jacks, is
placed under t he beams at each end of the trusses,
the truck running on the tracks of the surface cars.

11

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DEc. 6, Igot.]

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

COMPOUND GOODS LOCOMOTIVE FOR THE PRUSSIAN STATE RAIL

'V AYS.

CON TRUCTED BY THE STETTINER MASCHINENBAU ACTIEN GESELLSCHAFT "VULCAN," BREDOW, STETTIN.

(For Description, see Page 771 )

.14Ia . 5.
FIG.
FIG.

6.

7.

H
TOQG. C

On t urning t he jacks, the braced trusses are supported by the t wo trucks which are then pushed
forward. When the required spot has been r eached
and t he jacks turned off, t he trusses finally rest on
t he surface of the road. The cross-beams are t hen
removed and the car-tracks cleared again. The
time r equired to advance t he k ing-posts is about
10 minutes, b ut more timo is needed to advance
the bow-string and t he Pratt trusses. As t hese are
very low, t hey cannot be braced once for all, and in
consequence time is lost and the t raffic obstructed.
Mr. C0llins, the engineer in charge, while admitting
the handiness of t he iron trusses, gives preference
to the king-post trues on account of th e facility
wit h which it may be advanced, and the saving of
time arising from t he permanency of the bracing.
The excavated material is removed from the
t rench by means of derricks provided wit h a bullwheel and operated by three drum engines. Both
guy and stiff- legged derricks are employed, being
placed alongside t he trenches. The on!y cableway
used on t his section is of the Oarson-Lidgerwood
type ; it works between 70th-str eet and 71st-street.
The excavated material is hoisted in steel buckets
and dumped directly into the carts by means of a
chute built on a scaffolding, under which the wagon
passes.
The drilling machines and hoisting engines were
operated until t he end of October by steam from
tubular boiler3 distributed along t he line at distances of 400 ft. At that time the contractor fully
realised t hat the work would proceed more regularly and economically if done by compressed
air supplied from a central plant rather than by
steam from distributed boilers: Accordingly, after
using steam power for a whole year, he erected a
compressing plant at the foot of 79th-str eet, near
the North River. The plant consists of four tubular
boilers, aggregating 600 horae power, and two 24-in.

by 30-in. compressors. The compressed air is conveyed to t he working line through an 8-in. main
buried in the ground. Before t he adoption of compressed air, a small portable compressor, driven
by a kerosene oil engine, was used in riveting the
bents. This section has also a steam stone crusher
placed at 86th-street and Broad way, which supplies all the crushed stone needed in making
cement.
The n ew plant was started at the beginning of
November, so t hat fi g ure3 are n0t yet available to
compare t he efficiency and economy of the two
kinds of motive power. A rough estimate has been
made, which shows a saving of 30 dols. a day in
f~vour of compressed air.
I t seems a. pity that the
contractor was not aware from the outset of the
ad vantage to be derived from the use of compressed
air. The experience acquired is dearly bought,
and \\ill not be lost sight of by the p rofession.
(To be continued )

ENGINEERING SCHEl\1ES IN
PARLIAMENT.
(Concluded from page 749.)

LAST week we noticed the several railway extensions to be considered in t he next session of Parliament, and we now propose describing the other
proj ects to be dealt with either in t he same way as
private Bills or as provisional orders to be sanctioned by t he Board of Trade ; light rail ways,
which come before the Light Railways Commissioners, are described in a separate article in this
issue. Of Parliamentary schemes t here are fewer
than last year ; but t his is, perhaps, made up for
by the number of light railways, which are more
t han usually numer ous. The total number of projects is 318, as compared with 362 a year ago, the
decrease being most marked in connection with

miscellaneous schemes and provisional orders. The

number of railway projects is practically the same48 against 46. There are t he same number of
tramway Bills- 24; but in many of the miscellaneous
or " omnibus " Bills tramway extensions are provided for. Provisional orders number 174, as
compared with 199 a year ago, and there are 72
mi~cellaneous Bills, as compared with 92 last year.
ELECTRIC LIGHTING S CHE?tiES.

The electrical schemes are very numerous, many

of t hem being the subject of applications for provisional orders, while others are included in miscellaneous Bills. I t is particularly noteworthy
that t he number of local a ut horities applying for
power to supply electricity shows a greater increase
t han is the case wit h private promoters. Comparatively small urban districts display considerable
courage in t his respect ; and, obviously, thoir only
hope of financial success is in the prosecution of large
'' bulk "schemes, which will obviate for them t he
risk of having a large generating station to supply
a slo wly-growing clientele, and at best a variable
load. Of such large" bulk " schemes quite a number
are to be promoted next session. The county of Kent
is included in one, with prospective generating stations at Strood, on the River Medway; at Sturry,
in the rural district of Dover ; and in the Ton bridge
district. In the case of Gloucestershire, the generating stations ar~ evidently to be at Cainscross, in
the rural district of Stroud ; at West Dean, on the
Great Western and Midland Rail ways. Leicestershire and Warwickshire form the third dist rict,
with stations at Newbold-on-Avon, Leek Wootton,
Meriden (near Birmingham), Hinckley, Blaby, and
Measham. DerbyshireandN ottinghamshire together
form another district; while Northumberland makes
a fifth area, with stations at North Seaton and
Cowpen; and in this connection it may be s"ated

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

[DEc.

6,

1901.

t~at

pany and the British Electric Traction Company. ampton about 3! 1niles, th e Aberdare line about 4
The first-named propose a series of lines from miles ; while at Brighton about 1 mile is to b9
Hammersmith, through Shepherd 's Bush and Bays- added, connecting the town with the Grand Parade;
water-road, to the Edgware-road at Marble Arch, while the Brighton and Rottingdean Seashore t rampart of which route is also scheduled by the L ondon road is to be departed from, and a tramway line on
County Council. But the company's sch eme is more open viaducts built b elow high -water mark, the
extensive, taking in also Wormwood Scrubbs and length being ab out 2! n1iles ; but it is difficult to
Latimer-road. Anoth er line is to be made across con ceive how this, wit h its great cost for girder
Hammersmith Bridge, t hrough Barnes, Mortlake, construc~ion, will yield a ny better financial resul t
and Richmond, while the existing line from Rich- t han t he existing fu tile effort at n ovelty. 'Ne give
mond to l{ew Green is to be r econstructed for a list of the schemes brough t forward.
elec~ric traction. A third line will extend from
TRAMWAY ScHEMES.
Kingston, t hrough Norbiton, New Maiden, Merton,
Local .Authorities.
an d Wimbledon, con tinuing on to Wandsworth as
Hey wood.
Praston.
far as the "Plough." There are a number of local Aberdare.
Rhondda.
Ashton - under - Leeds.
branches within the Wimbledon and Merton
Lyme.
Romford.
Lees.
parishes, while "light ra il ways '' extend to Hampton, Birmingham.
Salford.
L eicester.
L ondon County South Shields.
Sunbury, and to Willesden, so that it will be seen Bournemouth.
Southampton.
Council.
that all the western districts will b e em braced by this Bradford.
South port.
Manchester.
comprehensive scheme. The project of the British Brighton.
Cheadle and Gat- :Middlesex County Stockport..
Electric Traction Company is equally extensive.
Sunderland.
lay.
Council.
It is a developmen t of the Croydon system, which Chiswick.
Mountain
Ash Swansea.
Tipton.
(Glamorgan).
goes as far south as Purley ; the lines now pro Devonport.
jected will connect Mitcham, M orden, Oarshalton, Erdingbon (War- N ewcn.atle - on - 'odmorden.
York.
Tyne.
wicksbire).
Sutton, W allington, Beddington, B eckenham,
Newport (Mon.). Walker, U rban.
Exeter.
Lewisham, and Penge. In the East of London, Garston and Dis- Nottingham.
West Ham.
again, several extensions are proposed : the West
Pontypridd (Gla- Wigan & Disflric\
trict.
W olverha.m pton.
morgan).
Ham Burgh authorities are seeking for p ower to Halifax.
extend the N orth Metropolitan Tramways through
Companies.
Stratford Broadway, along a new street to West Aberdeen (N.B.). L ondon United Sa.ddlewortb,
Company,
~pringhead, &
Ham-lane, where the railway will join a line autho- Birmingham and
Midland.
:Mexborough and
Lees.
rised in 1900. The authorities at Romford propose
Swinton.
Scarborough.
Brighton and Rota line connecting with the Ilford Tramway.
tingdean Sea- Nodh Metropoli South
Shields,
Of provincial lines, probably the most interest ing
shore Tramroad
tan.
Sunderland, &
are several connected with the industrial district Cavehill & White- N. Staffordshire.
Distric~.
and
well
(County North Ormesby, Southport
north and south of the River Tyne. The British
Antrim).
South Bank, &
Lytham.
Electric Traction Company, amon gst their many
and DisGrangetown.
Torquay
and
ELECTRIC SuPPLY Soa.EMES.
schemes, propose to connect South S hields and Croydon
tricb.
North
Shield~,
Pa.ign ton.
Public and L ocal A uthor iti es.
S underland with several bran ch lines. The South Greenock & Porb
Tynemoutb, & Tyneside.
Nairn
(N.
B.).
Board of Trade.
Edmonton.
Shields Corporation project an extensive scheme
West
Riding
Glasgow(N.B.).
District.
Norwich.
Eston (Yorks).
Norbhumberland.
(Knottingley
of electric power within the burgh, and the pur- Hastings.
Obley.
Abertillery.
Finohley.
Extension).
Hove, Worthing, RossendaleVa.lley
chase
of
the
company's
lines
now
in
use.
The
Gardton and Dia- Paignton.
Abra.m.
Rochesay (N.B. ). Wrexham.
and Distriob.
Sunderland
Corporation
propose
about
a
mile
of
Saddleworth.
Ardsley, East and
tricb.
The Halifax n otice is inter esting from t he fact
new lines wit hin t heir boundary, while n orth of t he
Gillingha.m(Kent) S"lford.
West!.
Ashton - under - G la.s~o w Corpo- Slough.
Tyne there are several projects, includinl{ one em- that t h e Corporation proposes to create a n accident
ratiOn, Chinnmg Springhead.
L yme.
bracing Wallsend, Walker, Long Benton, South and fund for meeting claims upon them under the
Stanley (Yo1 ks). North Gosforth, and Oockslodge, promoted by a Employers' Liability and ' Vorkmen's CompensaP11.rk (N. B .)
Bar ton Regis.
S~evenag e .
Go van.
Beeston (Notts).
S~ookton (Rurnl). company; while t he Newcastle T own Council pro tion Act, and also the establishment of a fund for
Hitohin.
Birkenhead.
Stoke Newingbon. p ose about 11~ miles of line to embrace many of the the encouragement of thrift among the officers and
Holy head.
Birmingham.
South Bank in same districts, which are mostly without the muni- servants of the Corporation ; contributions being
L ees.
Blaydon.
Norman by.
Leicester.
Bournemouth,
cipal boundary. The Northumberland Company received from the men, and payments made on
Southwark.
Leyland.
Camber well.
retirement or death.
seek
permission
to
purchase
existing
tramways
Swansea..
Liverpool.
Carna.rvon.
Chester-le-Street. L ondon County Thornaby-on- along with t he powers which local authorities or
WATER WoRKS UNDERTAKINGS.
companies already; possess, and pro~,>ose tramways
Tees.
Council.
Chiswick.
Tipflon.
The most important sch e mes under this h eading
L outh.
between Morpeth and Bedlington (7! miles), BedCleethorpes.
L ower Bebingbon. Tottenham.
Dartford.
side and Blyth (3i miles), and Ashington and New- are those in connection with the purchase of t he
Mvtholmroyd Wood Green.
Dover.
companies supplying t he M etr op olitan area. The
bigging
(6
miles),
with
electric
power
station
at
vVoolwich.
(Yorks).
Dumbarton(N.B.)
B
oard
of
Trade
give
notice
of
a
Bill
which,
of
Cowpen,
B
edlington,
and
North
Seat
on.
E ast and Wes b
But t he most lively contest will probably be that course, will be brought in as a Government
Molesey.
Companies.
b etween Manchester and Sa.lford. The first-named measure, and has every prospect therefore of
Northumberland. city, in addition to several n e w lines with being carried into law, apart altogether from
L ead gate.
Amble.
L eatherhead and Pa.ignton.
two n ew power stations- the one in South Man - the fact that its provisions are much more
Belfast.
Penartb.
District.
Carnoustie (N. B .)
chester, of 57,905 square yards, the other in N orth reasonable and politic than those suggested in
L eicestershire and Pokesdown.
Chepstow.
Manchester, of 28,108 square yards-wish to absorb t he scheme of the London County Council. The
S
b.
A
ndrews
W n.rwicksbire.
Ghard.
th e Salford Corporation tramways, which are at Government p ropose to create a new L ondon
(N.B.)
Church Stretton. Morpeth, Asbington,
Newbig- Seghill, Earsdon, present en t irely independent, so that passengers Water Board to acquire and to carry on t he underCowe3.
and Tynemouth t ravelling b etween the two adjoining cities require t o takings of t he nine companies n ow in existence ;
ging - by - the Cornwall.
(Rural).
Se~,
Bedling.
Derbyshire and
change cars at the" frontier. " The Salford Corpo- and this B oard will b e representative of all councils,
a.nd South Wales.
tonshire
Nottinghamcounty boroughs, urban districts, as well as of
ration
are
n
ot
q
uite
so
uncompromising
in
their
attiMorpeth (Ru- Sbanley and Tanshire.
t he L ondon County Council, the Corporation of
tude
of
their
Bill,
for
in
it
they
suggest
the
format
ion
field.
ral).
Enfield.
the
City
of
London,
the
Conservatora
of
the
Rivers
a
joint
board
to
work
the
tramway
systems
of
both
of
Tadcaster
and
DisNew
burn.
Frintonon-Sea..
flricb.
cities conjointly. The Birmingham Corporation Thames and L ea, and others placed in corporate
Ne wcas tle-onGillingham.
Trefriw(Denbigh). have a large extension in contemplation, and at authority over t he areas supplied by the companies.
Tyne.
Gloucestershire.
Hindhead
and North Metropo- Wadbursb.
the same time private promoters propose extensive This area will 1 in the future, include Sunbury,
li ta.n
Electric W esb Riding of lines in t he neighbourhood of the Midland city so Chessington, and Cuddington. The terms of purDistriob.
Y orkshire.
Power.
Kent.
as to include Handsworth, Smethwick, Oldbury, chase, of course, will be determined by arbit ration,
TRAl\IW Ay S OHE?t1ES.
Rowley Regis, the inten tion being to run these and in this connection it is provided that no allowAs we have already suggested, many of t he light lines with electric power, and to reconstruct the ance will bo made for enhancement or deprecia tion
of t he market value of any shares or stock which,
existing
h
orse
tram
ways.
The
Leicester
Corporation
r ailways a re practically ~ramways ; but it is n~t
in the opinion of the arbit ratora, is due to the passpossible here t o differe~tvl.te, ~nd thus, ~nder thts proposes the construction of close upon 20 miles of
ing, or anticipation of the passing, of th e intended
electric
tramways;
Bradford,
11
miles
;
Preston
headina we d eal exclusively w1th such hnes as are
Act ; while at t h e Eame time th e W&ter Board will
of
abo
ut
14
miles
;
Halifax,
about
11!
miles
of
promo~d as pri va~e Bil~s or provisio~al .o rders,
have p ower to defray th e costs of the re-investment
tramway,
and
the
last-named
city
proposes
the
leaving for separate consideratiOn apphcatwns to
of t he money p aid for mortgages, debent ures, &c.
runnina
of
omnibuses
as
well
as
motor
cars.
the Liaht
Railways Commissioners.
H ere
also t he
0

The Wate1 Board will have power to supply

Rhondda
also
wishes
to
go
beyond
its
borough
number of cases where prtvate enterprise IS responwater in bulk to such local authorit ies within
boundaries
with
electric
cars,
the
mileage
prosible bears only a proportion of about 36 p er cent.
the area as desire to reta il the supply t hemselves.
jected
being
17,
with
gen
erating
stations
at
Maerdy
of the total but at t h e same t ime, many of these
The L ondon County Council Bill this year propo~es
and
a
car
stable
at
Treherbert.
The
York
Corpo'
'
w
.
1'
~
f
are of far-reaching importance.
e g1 ve a IS o
that the 'Vater Committee of th e Council will inration
proposes
to
purcha~e
t~e
prese~t
company's
the schemes. 'l'he m ost importan t, of course, are
clude represen tatives of th e several authorities nt
undertaking
and
to
equip
It
electrteally.
The
those in connection with t he Metropolis- the 28
present existing within t he area of supply of t he
Mexborouah
sche
me
is
of
considerable
extent,
0
odd miles promoted by t h e London County Co.uncil
various Metropolitan companies ; and it r emains
including
also
Rawmarsh
and
S
windon,
with
and dealt wit h in our article last week on ratlway
to b e seen whether t h e Legislature will accept this
running
powers
to
Roth
erh
am
and
GreA-ves
con1munications with in the Metropolis (page 748
compromise instead of creating an independent
borough-all
in
the
nW
e.st
Riding.
The
Stock
por
t
ante)-but there are very ext~nsive suburban lines
b oard wit h all the powors.
new
lines
are
about
u
mtles
long,
those
at
Southproposed by the L ondon Untted Tra mways Co:n-

the Newcastle company seek an extenston. of their territory away to the north, includmg Morpeth and Blyth, while another area of
~orthumberland is cla imed by a company, includIng the M orpet h, Ashington, N ewbigging-bytheS ea, Bedlington shire, a nd Morpet h (rural). Cornw~ll is also t o be made into a "bulk, supply distn~t, as is also the West Riding of Yorkshire ;
while one or two municipalities, 1: notably Birmingham, Swansee., and L eicester, and the local authority
of Finchley, seek p owers to supply a much larger
a rea than is included in the municipal b oundaries.
Indeed, even some of the urban district councils
have similar ambit ion, but they aro so little known
that no ad vantage could result in their being named
h ere. The North M etropolitan Company, owners
o f one of the "bulk, schemes already a uth orised,
seek an extension of p owers, and propose to make
a supply station a longside the Midland Rail way at
Edge ware-road, at Willesden.
We give a list of the s~hemes, disting uishing
those promoted by the local a uthorities and company projects. It is n ot necessary to refer furt her
to all of these. The Board of Trade Bill is to provide for t h e alteration and re-adjustment of the
arel.s of supply wit hin the Administrative County
of L ondon, so as to make the boundaries of such
areas eo-terminus with the municipal boundaries
fixed by the L ocal Government Act of 1899 ; a nd
in lhe not ice, 44 provisiono.l orders are sch eduled,
affecting 27 promoters, of which 10 are companies.
The L ondon County Council scheme is to secure
sanction for an arrangement whereby they may
co-operate with the municipal authorities of London
in the ultimate purchase and working of electric
supply works.

..

DEc. 6, 1901.]

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

There are a much larger nu m her of B ills for in a lake extending 1314 yards up the valley.
adding to the existing supply of various districts In connection with this there will he six sertha.n in some previous years, a circumstance which vice r eservoirs at various points, the largest
is probably due t o the r ecen t great drought through- being 300 ft. by 140 ft. The T.ic~~urst scJ:leme
out England; but in no case are the works of any is for the supply of several adJomtng parishes,
great magnit ude, being mostly the boring of wells for which purpose four wells will be sunk.
and the construction of r eservoirs in connection The North Warwickshire Company Bill is for the
with such pumping stations. So far as can be sale of part of the undertaking to Coventry, the
gathered, there are no schemes where the one increase of the area supply to include one or two
source of supply is coveted by more than one rural districts and the sinking of a well at
authority- excepting, perhaps, in the case of the Hampden, in Arden. The Newcastle Company
Consett and vVea.rdale projects, the proposed r eser - propose t he cons truction ?f an em?ankm~nt,
voirs beiog in close proximity. The Consett 27 chains long, acr oss t he Rtver Rede, 10 B elhngB urgh Council propose to construct a dam, ham, for the enlargement of the Oatcleugh reservoir;
19 chains long, across the Belldon Burn, in the while four servic~ tanks are to be constructedparishes of Hexham and Allendale, with a conduit t hree at Byker and another at B enwell. The Birand catch water from the reservoir to the water- mingham Corporation Bill is connected wi th road
course of Westerlysike at Weardale, and a line of diYersions. The Findon local authorities intend conpiping to join with the existing main; while a structing a. new pumping station, with a covered
pumping station is also proposed at Hunstanworth, service reservoir. At Marlow a. company intend to
with a piping to the service tank at Muggleswick. sink wells at Little Marlow and construct a. reserThe Weardale Company's scheme suggests an voir at Wooburn. At ]{nutsford a well is also to
agreement with t he Consett authorities on the be sunk to augment the supply into an existing
subject. The company propose a dam, 24 chains reservOir.
The Portsmouth Corporation propose t o ex tend
long, to impound the waters of the Burnhope Burn,
and another dam, 21 chains long, to form a re- their pipe line. Margate has a project for a. new
servoir at the Wascrow or Waskerley Beck, with pumping station at Wingham, and a high-service rethe necessary line of piping. In both cases t ram- servoir at Victoria-road. Hudders field proposes to
r oad connections wit h the North-Eastern Railway revive powers they secured in 1890 for the construction of the Butterley storage reservoir, in the
are proposed.
Of the other schemes for adding to supply, parish of Marsden, by impounding the waters of
mention may be made of the W:olverhampton the Wessenden Brook; while a tank is proposed
project, which proposes to sink two wells in at Shepley for the by-wash from the Wessenden
the parish of W orfield, with a line of pipin~ to Head r eservoir. The Devonport Company have
the town reservoir at Tettenhall, with another also an extensive scheme for the construction of a
ser vice reservoir at Sedgeley. The Grand Junc- reservoir at B eardown by damming the River
tion Company wish to include Sunbury within Cowsic t o the south of the existing weir. The dam
t heir area. of supply, and propose an increase of will be 10 chains long, and the r eservoir will extend
capital. The Wrexham local authorities intend to north-westwards up the valley about 72 chains ;
construct new storage reservoirs in the parish of aqueducts will be laid to convey t he water into the
E sclusham-Above, with aq ueducts to t he filter-beds Cowsic leat, but, as in the adj oining borough of
and existing maius. They also seek power to Plymouth, the I eats will ultimately be superseded
acquire lands within the d1ainage area of Pentre- by enclosed aqueducts. The Kent scheme is for
bychan Brook so as to p r event pollution. At Bux- extending t he area of supply to include Tatsfield in
tun two additional r eservoirs are proposed on Stan- Surrey and Westerham in K ent. The Street
ley l\foor, near to the Buxton and High Peak line Urban District Council propose a reservoir at
of the London and North-Western Railway. These Rodney Stoke, Somerset, with lines of pipe through
res~rvoirs, which will be each 143 yards by 200 several parishes to a new low-service reservoir at
yards, will necessitate r oad diversion and new lines Street, and pumping plant t o raise the water to a
of piping, &c. The Bristol Company intend to con- high-service reservoir of 50,000 gallons capacity.
struct a new line of pip~s frmn the filter-beds of Bur- At Rhondda a n ew well and pumping station is
row Gurney to Bishopsworth, where a covered ser- projected at Y strad-y-fod wg, with lines of piping to
vice reservoir, having an area of 90,000 square feet, existing reservoirs.
In Scotland there are two or three schemes.
is to be constructed; another, of22,000 square feet,
is to be built in Brit;tol, with the necessary conduits Nobel's Explosives Company propose to dam a
to the distributing mains. At Menai Bridge an stream in Ayrshire with an embankment 318 yards
open reservoir is to be formed by a puddle embank- long, and to construct the necessary filters and
ment across the stream called Afon Rhyd Eilian, piping to supply their works at Ardeer ; while the
and there is to be fitted au hydraulic ram at the Irvine Corporation propose two reservoirs to he
delivery pipe from the reservoir. The Bedford local constructed by embankments impounding the waters
authority intends to construct a pumping station of a river in Dairy parish, with by-wash channels,
at Henlow; and in connection with it a tank reser- filters, &c.
W ATER UNDERTAKINGS.
voir at Hammer Hill, with the necessary pipe
L ocal Authorities.
connections to the supply mains. The Nottingham
Corporation propose a covered service r eservoir London Water Glasgow Corpora- Menai Bridge.
Board.
tion (purchase Nottingham.
at Greasley, and another at South Welford, with
of Milngavre Rhondda.
the various new lines of piping. The scheme under Abertillery.
Company).
Streeb.
" Croft" in our list of privately- promoted schemes is Bedford.
Higham Ferrer3 Swansea.
almost unique, as it is promoted by a lady- the wife Birmingham.
and Rushden.
U ckfield.
Huddersfield.
Wbitstable.
of Mr. Charles M cLaren, K. C.- and is for authority Buxton.
Irvine (N. B.).
Wolverhampton.
from the Board of Trade to erect a pumping Consett.
Darley
Dale.
London
County
Wrexham.
station in a. quarry at Croft, with a. reservoir ad- Devon port.
Council.
Ystraddfellte.
j oining, and all the necessary filters and piping for Finedon.
Ms.rgate.
the supply of this Leicestershire parish either inCompanies.
dividually or through the local authority. The Beccles.
Newcastle
and Limpsfield and
Limpsfield and Oxted scheme is for the sinking of Bristoe.
Gateshead.
Oxted.
a well at Tatsfield, the construction of a reservoir Consett.
Nobel's
Explo- Ticehurst.
sives Company, Warwickshire.
of 10,000 square feet close to the main road t o Crofb (Leicestershire).
Works Supply. Weardale.
Edenbridge, with the n ecessary piping; while at the
Kent.
North Warwick- Weardale
and
same time the parish of Cowden is to be in- Knutsford.
shire.
Shildon.
cluded within the area. of supply ; and, with Marlow.
Pinxton.
West Hampshire.
an increase of capital, the company wish to Mid Ken~.
Portsmouth.
Woodford Halse.
supply water in bulk to any urban or borough
GAS UNDERTAKIN GS.
council. The Pinxton Coal Company propose
a public supply for this Derbyshire district; the
In connection with the gas undertakings the
Higham scheme is for the creation of a joint most nota ble point is that several works a;e to
water board for the three parishes named in the list; have plant for the recovery of residual products ;
while the West Hampshire projectis for the purchase others se~k power to fi t plant for the producer gas
of the Barton-on-Sea undertaking.
The Welsh on the Mond, Dowson, or other system, while
scheme wit h the terrible name of Y straddfellte is for there are ~everal undertakings which aspire to
the constitution of a joint board, to include the local supply gas 1n bulk. Many of the Bills are assoauthorities of N eath and Aberavon, and is for the ciated purely with finan cial arrangements , while a
construction of a. reservoir on the River Tringarth n umber are for adopting the system of sliding scale
by the making of an embankment 307 yards long, of charges, according to the rate of dividend earned.
which will impound t he waters and store them Beyond these general remarks, it is scarcely neces-

sary to d o other than give a lis t of t he schemes

proj ected:
Abercarn District Council (purchase of company't1
works and extension~:~).
.
Bdlymaner (urbs.n district supply and restdual producba).
Barking (slidine--scale rates).
Bothwell and Uddingston (additiona to works).
Bournemoubh Company (purchase of Poole Company,
extensions and increased area, gas in bulk and producer
gas).

d
BradCord and Avon Oompany (reconstructiOn an residual products).
Bradford (exten&ions of works and araa).
Bridge of Earn (additions to works).
Bridgend (Glamorgansbire) Company (increased borrowing powers).
Broadstairs (increased land).
Bromley Company (capital arrangements).
Buxton (producer gd.s}.
Chapel-en-le-Frith (private ownership, works extension,
and increased area).
Caberham and District Company (purchase of ground
at Coulsdon and Wallingbam).
Chard (reconstitution and extension).
Cbigwell, Loughton, and Woodford Gas Company (increased area and works).
_
Cirencester (increased capital).
Claycross (increased land).
Commercial Gas Company, Limited (capibal arrangements and sliding-scale charges).
Deal and Walmer Company (increase of capital and
additional works).
Fearbam Company (extension, capital, sliding scale,
and Eale in bulk}.
Garw and Ogmore Company (increased borrowing
power~ ) .

Gla~gow

Corporation (purchase of Milngavie Company'd

works).
Harwich Company (extension of works and increased
borrowing powers).
Hornsey (extensions and residual products).
Knutsford (extensions and gas in bulk).
Lalebam and Fa.rringdon Company (capital increase).
Leamington Local Authority (purchase of company's
works).
Leicester (residual products).
Longwood Company (purcha~e of Colne Vale Company
and extensions).
New Swindon Gas Company (purchase of Swindon
Company, gas in bulk).
Rickmansworth Company (reconstruction).
Rothwell Company (increased capital).
Sbepton Mullet (power, reconstruction).
Skegness Company, Limilled (extended powers).
South Metropolitan Gas Company (extensions ab Greenwich, Lambeth, and Southwark).
Sbaines and Egham (extensions and residual products).
Strabane Com~any, Tyrone (urban district supply).
Syston and 'Iburmaston, Leicestershire (erection of
works).
Tipton Urban Board (increase of powers).
Wadhurst (new company with increased powers, purchase of Tioehursb Company and producer gas manufacture).
We~t Ham (capital arrangements and works extension).
Wh1tstable (purchase of company by Urban District
Council).
HARBO CR UNDERTAKING S.

Amongst the harbour undertakings probably the

most important is that associated with the extensions at Dover, where the Prince of Wales Pier is
to be considerably widened, and the embankment
or sea-wall adjacent to it is to be extended on b oth
sides to a very considerable extent, while at the
same time power is sought to rearrange the agreement~ ~ith the rai~way companies, principally with
the OOJect of exact1ng a 5s. toll from Transatlantic
passengers, in view of the probability of the Hamburg-American line adopting this p ort as a calling
place on the j ourney between Hamburg and
New York. ~he Brist~l Harbour authorit~es propose an extenston of their em ba.nkment, wh1ch will
necessitate a diversion of the Avonmouth and
Severn Tunnel Railway, while land is also scheduled
for new dock works. The L ondon and India.
Docks Company have a Bill for the r earra.naement
of charges for lighters, barges, and othe~ craft
dis?harging a~d receiving ballast or goods in docks;
whlle . power I S also sought for the acquisition of
land 1n West Ham, East Ham, and Wool wich. A
new fishing harbour is proposed at Brownies
T~ing by the c?nstruction of a 93-yard pier in
th1s Shetland vtllage. At. Craigenroan, in the
north of Scotland, the Buckle Borough authorities
propose a new harbour, including a long breakwater
quays, and a b~acon light ; while a harbour is a]s~
proposed at Cockenzie, a few miles east of Prestonpans, on the Firth of ~,orth.
Several projects are notified for the improve..
ment of coast towns. At Ool wyn Bay the dis trict
council seek powers to erect a sea.-wall or prom~n~de about 1! miles long, in continuation of the
ex1stmg promenad e, and at the same time they
propose a new system of sewage disposal. At St

768

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

SCREW

MACHINE

AT

[DEc. 6,

THE

CONSTRUCTED BY MESSRS. ALFRED HERBERT, LIMITED,

NATIONAL

1901.

SHOW.

ENGINEERS, COVENTRY.

(For I>esr-ription, see Page 770.)

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Anne's-on-the-Sea the existing pierheads are to be

widened and the inevitable pavilion provided.
At Whitstable recreation rooms and regulations for
pleasure boats are proposed. At Herne Bay,
Menai Straits, Cleethorpe,
and Felixstowe,
similar attractions for the coast tripper are
in contemplation. Tenby Pier landing stage is
also the subject of a new Bill; and at Chatham
the Sun Pier is to be extended 65 ft., and
otherwise improved.
At Harrington the Harbour B oard is to be reconstituted, and a pier
180 yards long construcbed, with breakwaters,
while p ower is also desired to hire steam tugs.
Falmouth Harbour is also t o be extended ; and the
Tyne Commissioners propose new landing stages
for t he N orth and South Shields ferries. The
W atchet Harbour in Somersetshire is to be purchased by the Urban District Council.
The Thames Steamboat Company, Limited, promote a Bill for p ower to amalgamate the undertaking with some of the railway or other companies
connected with the river traffic, and for the purchase or construction of piers by agreement or
otherwise with the -Conservancy B oard, and to
authorise the County Council or City Corporation
t o contribute towards the scheme.

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THE NEW MEDWAY AND THAMES CAN AL.

One of the Bills promoted this year is for the

construction of a canal from the Ri ~er Med way at
Frindsbury Extra to terminate in the River Thames
at Higham, the length of t he canal being little
more than 5 miles ; but as it will cut off a great
promontory which separates the two rivers, running
parallel at this point, the great fleet of barges sailing between the busy industrial centres on the
~led way and London will be saved a detour of something like 45 t o 50 miles. The canal traffic is to be
worked by electricity, and power is sought to make
aareements with the Medway and Thames Cons;rvancy Boards and the railway companies in the
district in connection with the working of the
canal.
GE ~ERAL P owERS BILL.
There are a large number of General P owers
Bills by many corporatior s, which, however important from ~he point of v~ew of _municipal politics only ruer1t here a passmg notice. These are
for 'the most part associated with street widening
and drainage ; and it is interesting to note that
every tram way scheme of itself necessitates many
street improvements, which, as a rule, are defrayed
out of the profits of electric traction. Some of
these general improvements may be indi<nted, without any attempt at dealing with them in the order
of their relative importance.
Newport (Salop) proposes drainage works and
the purification of the watercourse from the Marsh.
Manchester contemplates an extensive street im
provement work in the Market-street area, with

a corn pletely new street. Finchley propose~ to

]'IG. 4

'
prohibit overhead wires, and to enforce regulatwns

regarding sanitation. The Huddersfield College

intends to acquire the Technical College and the with the opening of London streets for the repair it will be nece~sary for undertakers of such work to
Lockwood Mechanics' Institute, and to ~upport of water mains, &c., t he London County Council give two months' notice of excavations, and by which
them, if necessary, from the rates. In connection seek po wers to enforce regulat ions under which the County Council will be able t o insist not only

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

DEc. 6, 190 1.]

a sz

Xffl

SHAVING LATHE AT THE NATIONAL SHOW.

C 0 N S TR UCTE D

BY

MES S R S.

ALFRED

HERB E RT,

LIMITED,

ENGINEERS,

0 0 VENT R Y.

(For Description, see Page 770.)

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oa the pericd of duration of such excavationR

but for their temporary covering at specified hours'
and for some measure of order in the opening of
several streets. Manchester proposes a contribution
from the rates annually for the purchase of works
of art .. Liverpool P.la~s a drainage scheme, with
r~gulat10ns as to butldmgs, &c.; Birmingham will
construct a crematorium ; Manchester and Hull
will fig~t t.he Telephone Oompany for telephone
communtcat10n ; Ashton-under-Lyne and Duckin
Corporations together will purchase the Alma
Bridge there. Swansea proposes sewerage works
Mancqester, in a third Bill, wishes to increase th~
*echnical education rate. Leamington and one or two
other towns intend to purchase a refuse destructor
and to purchase a public refrigerator cold-ak
storage plant ; while Owens College, in Manchester, seeks exemption from rates.

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(71.!J.())

~ERA~ EHIPBUI~DING.-There are now 22 private

sh1pbuil~mg. yards ~~ Germany, employing 6Q,QOO men.
The ca.ptta.lmvested m the 22 yards is ste.ted to be about
5, 000, OOOl

770
MACHINE TOOLS AT THE
NATIONAI., SHOW.
BuT for the en terprise of Messrs. Alfred Herbert

Limited, visitors to the Crystal Palace last week

would have looked in vain for machine tools, either
of English or foreign manufacture. But the collection placed on view by this very enterprising
Coventry firm was most creditable, remembering
tha~ but ~ fortnig~t. has elapsed since they closed
their uruque exhibit at the Glasgow Exhibition.
That was responsible for the fact that the machinery
a.t the Palace was not in motion on this occasion as
heret?fore, s~ce it was not possible to transport the
shafhng and Its supvorts to Sydenham in the time
availab.le. But the stand was, nevertheless, a very
attractive one, a large collection being arranged
to the best advantage.
The machines shown embodied a representative
collection of Messrs. Herbert's manufactures, and
also some American ones. A number of cases were
also disposed around containing numerous samples
of work t urned out by the machines the time
occupied in their production being stated. Some
special stands included various specimens of work
prod~ced on the heavier machines, many being in
cast 1ron. Many of the Herbert machines were
shown with their tools in place, and in some cases
with a specimen piece of work in the chuck, so
that there was not much difficulty in following the
sequence of operations of the tools, and these, with
the show~ases tastefully arranged, gave the visitor
a good Idea both of the machines and their
products.
We have never yet visited the stand of this
firm, whether at the Palace, or at Paris, or at
Glasgow, without finding something quite new, and
several improved forms of the older machines.
This year, too, new machines were shown in addition to the older standard ones. Milling machines
and. sensiti.ve drills filled a conspicuous position,
besides vanous capstan lathes and automatics. A
No. 2A hexagon turret lathe is fitted with a new
pattern chuck operated by a lever and double
toggles. The principal feature of this is that round
holders are employed for gripping round bars
instead of the flat holders previously used on the
same machine, giving greater gripping power than
before. Special holders are also provided for
gripping bars of square and hexagonal sections. A
No. 6 hexagon turret lathe has received many improvements in detail since last year. A large No. 3A
automatic screw machine, taking bars up to 2 in., is
new, and has not been exhibited before. The same
remark applies to a No. lA capstan lathe, taking
bars up to! in., and to a shaving lathe. The No. 3
hexagon turret lathe is different in some details
from that of last year. Two new American milling
machines by the Owen Machine Tool Company are
a universal and a plain miller respec tively. These,
with a new radial drilling machine, a 25-in. vertical
drill, and three American lathes-one of standard
type, one tool-room lathe, and a gap bed lathe-were
the most prominent objects in a very fine collection.
We are able to illustrate some of these in detail,
and commence with a new automatic screw machine,
shown by Figs. 1 to 4 on page 768, which was exhibited for the first time-the No. 3A-taking bars up
t o 2 in. in diameter. In connection with this we
show the special change driving gear of the headstock, comprising t wo pairs of back gears for heavy
and light work respectively.
All the larger automatics made by this firm drive
through belt pulleys on a supplementary spindle,
so relieving the main spindle of the stress of the
belt pull, besides keeping t he belts out of the way
of lubricant. Narrow belts also being used, are
shifted more rapidly than t he broader ones that are
necessary when the pulleys are keyed direct to the
main spindle. The substitution of two pairs of
back gears for the single pair hitherto fitted has
for its object driving light work through gears at a
high speed, without unduly increasing the speed
of the driving pulleys.
The drawings of the headstock (Figs. 1 to 3)
clearly show the r elations of the belt pulleys A, BB
to the back gears C, D. The illustrations combine
external views with sectional details in plan
(Fig. 2), ib. front end elevation (Fig. 3), and in side
elevation in Fig. 1. The gears C, D are of the
endlong sliding type, secured in co~r~ct po~ition on
the shaft with a set screw, the dr1vmg being done
with the key seen. The belt pulleys are of different diameters, the belts being sh.ck on the loose

N C 1N E E R 1 N C.
pulleys B, B, and taut on the central driving
pulley A, which prolongs their life. Other details
shown are interesting, details which are completely
covered in by the light cast-iron casings when the
machines are assembled.
The split draw~in or draw-back type of collet
chuck E at the front is closed by its longitudinal
movement in relation to the conical encircling nosepiece. Its normal position is open, forced thus by
a coiled spring at the rear of the headstock. I t is
tightened by the toggle levers F, F and cone Gat
the tail end, and t he latter is slid longit udinally
by one of the pins H below, attached to the
sliding guide J, that is actuated by one of
the cams ou the cam drum immediately underneath (seen in the perpective view, Fig. 4). A cam
on this drum opens the chuck, so releasing the
bar. Another cam on the same drum moves forward the stock feed-tube by means of the collar at
the rear end of the tube, and with it t he bar, which
is held by the frict ion of the split end encircling
the bar at the front end. The chuck is n ext closed
by another cam gripping the bar in readiness for
the operation of a tool or set of tools. Immediately another cam, which is adjustable, draws
back the stock-tube that slips over the bar to its
original position, in readiness for the next fee.i forward. ~rhis cam is made adjustable to suit the
various lengths of articles being produced-in other
words, the distance to which they are thrust out
from the chuck. The other cams are fixed.
A shaving lathe at this stand is a new and improved form. This is a useful tool in any shops
that employ capstan lathes and screw machines,
when the heads of pins and screws, &c., produced
and cut off in these require to be rechucked for
polishing and chamfering. This lathe supplements
the others, so that their proper function- that of
handling bar work-is not interfered with. It costs
much less than these, and a lad can attend to
it when the tools and stops are once fixed up. This
lathe is shown by the gene1al view, Fig. 9, page
769, while the general arrangements are seen in
Figs. 6 to 8. Fig. 5 is a longitudinal elevation
combined with a section; Fig. 6 an end view
taken from the tail end ; Fig. 7 a similar view
taken from the headstock end ; and Fig. 8 a plan of
bed and trays, &c., but with headstock and rest removed. This is a neat example of a specialised tool
designed for performing one function, and for relieving the attendant in charge of all technical responsibility.
The short bed A (seen in plan in Fig. 8) is a model
of neat design, both in its outlines and in the way
in which it is cored to allow the lubricant to flow
down into the sud trough B on which it stands
(see Fig. 6). It is made of the shortest length
necessary to permit of a slight longitudinal motion
of Lhe rest, and it occupies therefore little floor
space. All the tools can be kept in the cabinet
leg provided. A 3!-in. belt gives ample power
without back gear. The chuck is opened and
closed automatically by the movement of the lever
C to the left .
The saddle is moved by the hand wheel D to the
left, which actuates a pair of mitre wheels on t he
handwheel spindle, and on t he feed screw E. The
latter runs in a solid nut F within the carriage.
The exact range of movement of the carriage in
each direction is controlled by the adjustable dogs
a a on the stop-rod G beneath the feed-screw. This
rod is screwed into the lower portion of the solid
nut F and moves with the carriage.
The cross-slide H has two tool-holders, one of
which usually carries a shaving and the other a
chamfering t ool, the range of movement of these
being controlled by stops b, b on a rod at the rear of
the cross-slide. Ample lubrication is provided for
by the pump J, drawing its supply from the well K
in the trough in the bottom of the sud tray B, into
which the chips cannot gain access owing to t he
strainer. A drawing-off t ube is provided. in the
front of the tray. A tray along t he back holds the
work, tools, &c., while t he chips fall down into the
sud tray. The pump stands in a little tray, so
that cleanlineas as well as convenience are regaroed
in the design.
We had intended to illustrate also the new
capstan lat he- the No. lA, but have n ot sufficient
space available in this week's issue. We shall,
however, publish engravings next week. In t he
meantime a brief- account-of some other matters of
interest will condude t his notice.
The other machines by this firm-the capstan
lathe excepted, to be illustr~ted next week-are of

[DEc. 6,

1 go r.

standard types, with which we have made previous

acquaintance, as milling machines, drills, capstan
lathes with chasing saddles, and a number of small
machines and tools, so indispensable in the modern
shop, as power hack saw, cantering machine, benchstraightening press, mandrel press, twist drill
grinder, gas furnace for tool-heating, &c.
It is interesting to observe what a large amount
of care is devoted to the designing of the machines
by Messrs. Herbert. Not only is rapid production
considered, but the outlines of framings, legs,
heads, &c., are always pleasing to t he eye, due in
a considerable degree to the introduction of curves
and the universal rounding off of corners. Though
ample strength is provided, this is to some extent
masked, and heavy clumsiness avoided by the infinite care which is bestowed upon matters of taste
and detail. These machines stand in strong contrast to earlier ordinary machines both of English
and American build, having gaunt and bare outlines,
ugly square corners, and no protection to vital parts,
as gears, screws, and other delicate portions.
A t ool-room lathe by the American Tool Works
Company is fitted with the Hendey-Norton type
of change gear device for screw-cutting. In t his
example t he box is built rather more into the bed
under the headstock t han id usual, and is t herefore
more compact. The lead screw is placed within
t he bed, directly under the front vee, instead of
in front, and so pulls the carriage centrally. The
two central vees are dropped, thus enabling the
saddle to be built thicker and stronger than usual,
while the swing over the bed is also slightly increased. This dropping of the vees is a good
t hing, because in the usual American style of lathe
the saddle has to be made thinner, owing to the
amount which the vees stand up from the bed.
In an English lathe the flat bed enables a thick
saddle t o be used; and this tool attains t he same
thing in different fashion, without sacrificing the
vees.
A shaping machine by the same firm has its
feeds controlled and adjustable by a nest of gears,
somewhat similar to the Hendey-Norton device.
A 26-in. '' Challenge " drilling machine by the
American Tool Works Company pos~esses a novel
feature in the method of balancing the spindle,
and also the lower sliding bearing by one chain
and weight only. The usual method is to employ
two chains-one going up from the spindle, and a
separate one from the bearing. In this new machine
an equalising lever connects the spindle and the
bearing, and the balancing chain is attached to the
central portion of the lever, and thus serves to
balance the weight of both spindle and head.
Two new milling machines by the Owen Machine
Tool Company, of Springfield, are interesting
examples of the latest practice. Change of feed
is by lever and nest of gears, a range of sixteen
feeds in all being obtainable. Stops are fitted to
each motion of the slides, and also automatic knockout or trip for the longitudinal feed. The feeding
screws are provided with micrometer dials for fine
adjustmen t.
'he choice collection of Renold chains and gauges
is always of interest to engineers. This year it
included a new self-lubricating silent chaiil of the
block type. The oil is distributed in spiral grooves
along the surface of the harden ed rivet whieh unites
the links, while the links are each pierced with a
central oil groove, through which t he oil flows to the
bearing surfaces. These new chains are adapted
for very high-speed driving-up to 1300 ft. or
1500 ft. per minute, and they are made in widths
ranging from 1~ in. to 6 in., and in pitches of from
i in. to in.
\V e mention the R enold chains specially because
they possess an interest for general engineers
second only to t hat of t he cycle and motor-car
makers. A few months ago Mr. Hans Renold
courteously conducted us over his works at Manchester,_ and we left with an impression that the
chai~ive probably has an important future in
99nnection with the electric motor for driving
sh.afting and machines. In these shops chain
drives are employed at distances so short as 2 ft. or
2ft. 6 in., where belts would be impossible. Elec..
tric motors drive the shafting on the several floors
thus, and some machine tools are similarly operated.
A large Brown and Sharpe spur-gear cutter capable
of cutting up to 6ft. diameter and 2-in. pitch is thus
driven, and also the feed of.a Brown and Sharpe
miller. These chains are also in operation in various
works, both engaged in light duties, as the governoi
dl'iving of engines, and in heavy transmis~ion of

lt

D Ec. 6,

1901.

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

power. The success of such a system depends on

t he accuracy of t he chains and their sprocket wheels
~nd t hese are ~sured first by the system of pitch~
n~g out, by .w.h10h, as t he chains stretch with service, over -ndmg on t he teeth is prevented and
second!~, by t he exquisite perfection of t h e system
of gaugmg which is ca.rried out. The stock of
cutters and ga.u ges alone in th e works, mostly made
on the prem1ses, runs into many thousands all
caref~lly stored a nd ~umbered under a system 'that
perm1ts of the select10n of any one within a minute
?r two. The cutter and gauge-making, t he grindI~g and t h.e gear-cutting processes t hat are cont mually gomg on , occupy a very large portion of
the works, y et they ar~ merely subsidiary to t he
ma.nuf.acture of th~ chams ; and every single piece
?ham, whet he r hn~ or pin, is subject to a most
rigl~ system .of gau~mg, much of which is of a
semi-automa.ttc select1ve character.

double piston is in one piece, as is also the inside par t

of the valve rod.
The working handle is well within reach of the
driver; it can travel over about 19 in., and is brought
to th~ rear for simple action, and forward for compound
workmg. As a rule, compound working cg,n begin
after the engine has started, and the wheels have made
~0 to 20 ~evolutio~s. ~he passing from compound worklOg t o Simple ach on 1s only effected when t he traction
force is not sufficient, even wi ~h full steam inlet. For
ea.syshrti~g a~d during shunting operat ions, t he device
ca.n be ma mtamed C?nstantly in the second position.
The steam from the botler through facts on the extension
p of the piston Band displaces it during a. moment from
Its seat, by bearing against a spring on rod S ; and
the ~eceseary steam for starting arrives in the intermediate s~ace N ; th.e pressure increasing simultaneously m front of p1ston A, it soon stops this inlet
of steam.
The tender weighs 15 tons empty and 33 tons in
working order ; it carries 12 tons of water and 6 tons
of fuel.

771
THE GUEST UNIVERSAL AND CUTTER
GRINDER.

THIS machine, which is illustrated on pages 772,

773, and 785, is specially designed to do all such
grinding as is required in manufaoturing establishments rapidly and accurately, its scope of work being
the grinding of parallel and taper shafts, mandrels,
arbors, gauges, &c., with the use of water ; jig bushings, cutter holes, female gauges, snap-gauges, straightedges, flat surfaces, dies, saws; parallel, t aper, straight
or spiral cutters, end mills and face cutters, straight
and taper reamers, gear cutters, formed cutters, forming tools, &c.
The entire construction and the details employed
have been carefully studied with the view of making
the machine easily nnderstood and operated, and to
produce accurate work for along time. Briefly stated,
the features which enable the machine to turn out
work quickly are. 1. That the changes from one
kind of grinding to another are made almost instantly. 2. That the device for securing desired
tapers is very exact and rapid in use. 3. That the use
COMPOUND GOODS LOCOMOTIVE OF THE
of water in ordinary grinding enables heavy cuts to
THORNYCROFT MILITARY LORRIES.
VULCAN COMPANY.
o~ an?ther page ~e give a preliminary account of be t aken without producing inaccurate work. 4.
THE Stettiner Maschinenbau Ac tien Gesellschaft
"Vulcan," of . Bredow, in Germany, are renowned the ~pemcg ~~oceed mgs of the trials of self-propelled That the setting for backing off cutters is made in a
not only as butldera of large ships, but also of engines lornes f~r mtlltary purposes, now being carried on by few s.econds, t.here being no levelling, measuring, calof all typfs, and locomotive~. They have lately con- ?- Com!'ruttee of the War Office, of which Lord Stanley culatiOn, or mtcrometer setting. The manner in which
struc~ed a set of ~our-coupled goods engines for the IS president. and Captain F . Lindso.y Lloyd is secretary. thes.e advantages are secured is described below.
~russ1an ~ta~ Railways. One of thes'3 locomotives ~s stat~d 10 our account, we publish on page 776 . Fig. 1 sh?w~ the ~acb i~e as ~rranged for ordinary
JS shown. m Fgs. 1 and 2 on our two p3.ge plate and Illustratilons of two of the vehicles engaged-those ?xternal grmdmg; Fig. 2 IS a VIew of the machine as
on pages 76! and 765.
'
entered by the Thornycroft Steam Wagon Company 1t then .a:ppears fr:om the operator's eye; Fig. 3 shows
The engine is 33 ft. 10! in. in length outside buffers of Basingstoke and Chiswick. These wagons ar~ the p os1t1on for mternal grinding ; and Fig. 4 is the
t here be!-ng a considerable overhang- 8 ft. 8 in. i~ known as type "A " and type " B." Figs. 1 to 4 show usual ~rrangement for. c~tter ~rinding. It will first
be nottced th.at the gnndmg head of the machine is
extent-m the rear of the fourth axle. The total the former, and Figs. 5, 6, and 7 the latter.
T~e general arrangement is well shown in the illus- m~de. to sw1vel, so that changes from one kind of
wheel.base being 14 H. 9 in., there remains a comgrmdmg to &~other are ma.d~ by simply twisting the
parattvel~ la~ge ~verhang also in front . The engine tratiOns.
The type''~" wagon is one of the company's standard head round, m stead of movmg the knee and all its
IS 9 ft. 6 m. m wtdth, and the top of the chimney is
13 ft. ~ ~ a..bove the rail head. The wheels are pat tern, and JS capable ?f. carrying 3 toes, and drawing suppo.rts round. 9; column. The arrangement is such
4 ft. 1 10. ID diameter, and are all driven.
a further 2 tons on tra1lmg vehicle. It is fitted with that m all positiOns the belt runs theoretically corThe engine is ~uilt for wor~ing at a pressure of a cen ~ralfire~ water-tube boiler specially arranged for rectly and has no t~ndency to leave a. pulley. The
171 lb. per square mch, for ha.uhng heavy goods trains cleanmg the mternal surfaces ; a most important fea- arrangem~nt of beltmg for the universal machine is
at a reduced speed, not to exceed 28 miles an hour ture when hard water can only be obtained as is fre- shown (F1gs. 5 to 10}. The line A, B is the axis about
t~e cylinde~s are res~ectively .20g in. and 29! in: q~entl~ the case. The engine is compound'and fitted ~hich the head swivels; Figs. 5 and 6 show the posid1amete:, w1th a 24f -m. stroke. The t otal heating With p1s~on valves provided with rings; it is entirely tt?n of the belt when the head is set, as in Fig. 1 ;
eurface 1s 1508 square feet, of which 113 square feet e~closed m a dust-proof and oil-tight case, and is fitted Ftgs. 7 and 8 co~respond t o Fig. 3, and Fig. 9
The internal spindle is
are 'given by the fire box ; grate area, 23.70 square With a constant lead radial valve gear. The gearing is co~responds to F1g. 4.
feet.
of machine-cut_steel, .a~d drives the road wheels by dr~ve~ fro~ a pulley C carried on the ordinary
. The weig~t.is 46 tons empty, and 52 tons in work- means of 9; SI_>rmg drivmg apparatus, which prevents grmdmg spmdle, and is thus enabled to run a t
mg order, div1ded on the axles as follows : 13.3 tons on the transmission of the road shocks t o the gearing and its. ~orrect cutting speed. Fig. 10 is a view of the
the first axle, 13.23 on the second, 12.32 on the third, greatly .red~ce.s wear and tear. The springs are of dn vmg. pulley D, the idler E, and of the spindle
and 13.15 ~>n t~e fourt h. The draw-bar pull is Si tons. the semie~hpttc pattern, the front axle being mounted pu.lley m t he various positions F 11 F 2, F 3 ; the view
The en~ne IS provided ~vith a starting valve on t he PO as t? ~Ive the .frame a three-point support to avoid bemg taken along the line AB, enables it to be seen
Von Bornes system, wbtch consists of two pistons all tw1stmg strams when the wagon is going over that .t he d~i ve is correct for any posit ion of the head.
A and B (Figs. 6 and 7), connected by the hollow rod C rough and. uneven ground.. Steering is effected by The Idler IS used to permit an endless belt to be used
and which can be made to slide, by means of rodS b; worm-gea.rmg, the axle bemg of the double-hinged and ~he ja~ incident to a laced or other joint obviated~
the action of a handle or a crank. When the de~ice patter~. One n;tan i~ a.bl~ ~o easily perform all the The tdler 1s only moved a few times a year to take up
is in the position shown in Fig. 6, the steam which ope~at10ns requ~red 1n driving and controlling the the perm~nent st ret?h of ~he belt. ~ith the simpler
~omes through H ~rom ~he high-pressure cylinder, vehicle. T~er~ IS a steam brake capable of stopping cutte~ grmders the t.dl~r 1s not supphed, but the belt
reaches the blast-pq~e duect through E, while the the wagon m Its. own length when running at full runs m a somewhat Similar manner. In Fig. 6 is seen
steam from the botler goes to the low-pressure speed .. A steam Jack and water-lifter are provided in a hooked lever G ; by pulling this down the belt on
cylinder through N.
On the other hand when the equtpment. Solid or liquid fuel can be used the the cone pulleys is slackened, and thus is easily
changed from one speed to another.
the position is that shown in Fig. 7, the' steam bunkers having a capacity sufficient for 50 miles '
The device of swivelling the head instead of the
T~e ditfer~ntial ~ear may be locked by a friction
goes from H to N, E is closed, and the engine works
compound. The rod S can slide to a small extent brakmg device whtch can be applied without getting knee, and all that it supports, has the following ad
va.ntages : 1. The macbme can be placed in line with
with reference to the double piston A and B it is underneath the vehicle.
The type "B " wagon is specially adapted for use on others (instead of requiring space around it} and
provided, on the piston A, with a valve v which 'when
t~e device is moved from the first to tb~ second posi- ro~gh roads and uneven ground, the steering axle shelves and o~her conveniences oa.n be placed ~t the
tiOn, travels towards the space C to close it . In this bemg. ~pable of un.usually great angle of tilt; and back of the m~chi~e. 2. The light always comes
way the steam from the boiler at f passes through the drr~mg and stee~mg wheels being of large diameter. from the sa..me dtrectiOn. 3. _The setting of the head
the narrow tu be 'r, and produces a sufficient counter- T~e . boiler and engme are situated directly over the accurately IS an easy and quick operation and in the
pressure in front of piston A to counterbalance the drivmg axle, the carrying platform being provided at ?ase of internal grinding tha belt natur~lly crosses
pressure at Band D, thus enabling the double piston the fore part of the vehicle. This arrangement gives lts.el!. 4. There is no alteration in the length of the
to take up the second position (Fig. 7). The excess the wagon great power to get out of holes in s9ft dr~v10g belt, and therefore no belt-tightener is reof pressure on A maintains the double pistons in ground, &c., and ena.Lles it to exert its full power as qUired.
~~e drawings also show the arrangements for
the second position so long as the valve v closes a t~actor when it is not itself laden. The boiler and
t he space C, and piston B is held down on its en~me are of the same pattern as the standard wagon dnvmg the work for grinding shafts, gauges, cutter
seat. When, on the ot her band, rod S is drawn (~Jgs: 1 to 4). The wagon is fitted with three speeds, a. holes, &c.
Fi~. 11 s~ows. a vi~w somewhat similar to Fig. 2,
back, valve v re-establishes .communication with space w~dmg drum, an? lOO yards of steel-wire ropP. A
C, the steam from the b01ler exerts on D a higher sp.r~ng draw-gear 1s provided, fitted with the standard and m conJunctiOn With Fig. 12 ehowa the operation
pressure than t hat on A, and the double pistons are military draw-hook. The boiler is arranged so that of the water-guards of the work-table. The guarde
~rought back t o t.he first position (Fig. 6). Piston A. the firebars . can be ~asily replaced by the liquidfuel (two} are shown shaded, and the drawings show how
ts larger than B, m order t hat the pressure in spaces burners, wht?h a re e1ther of the spraying or vapouring th.ey overlap and pa:s .one another, and the head and
Nand C and in fron t of A should balance t hat exerted type, accordmg to the nature of the oil which may tatl stocks. When It 1s desired to change from one
le~gth of work to another, all that is necessary is to
on D by the steam from the boiler, when the former be available.
pressure is about equal to half t he pressure at the j
A: condenser is provided., and can be fitted .if required. adJust the hea.dstocks. The guards move with them
Inlet. As soon as the pressure at N increases some- I t 1s arranged so that It can be short-carcuited or a..nd afford perfect protection to the table in all posfw~at, that on ~ B increases also, and the pistons slide remo~ed wtthout int~rferi~g with other p arts of the tlons. They do not present a time-consuming pro
a h ttle to the rtght, until extension D has sufficiently ~achmery. The bo_Iler 1s fed by a. pump drhen blem with each change of work.
T~ese figures (11 a~d 12) also show the method ol
limited the inlet of steam through f. When the ?t~ectly from the engme, or by an auxiliary pump or
pressure ~t N. decreases, owing to an increase in steam IDJ ecto~. An. exhaust feed heater is also provided. settmg the table to grmd parallel or a desired taper
consumpt10n 10 the l.ow-pressure cylinder, the pistons The dtfferent1al gear can be locked in the usual The clamp H is first unloosed and the table set b;
have a t~nden~y to shde to the left, thus causing an ~anne~, and the usual equipment of steam water - hand a:nd eye .nearly to the correct position ; the
clamp IS then ttghtened and the fine adjustment screw
automatto deh very of steam from the boiler to the hfter, J&ck, &c., are provided.
K us~d to obtain pre~ision. It will be seen that the
lo~-pressure ?Ylinder, the small quantity of steam
wearmg parts are adJ usta.ble, so that backlash is rewhtch ~o~es d~rect from the boiler and passes t hrough
,. rema1omg Without action.
. CoAL AT HAMDURG.- The imports of coal at Hamburg duced t~ the vanis?ing point , and the desired taper is
When running empty, the pistons are maintained on 10 O~tober were 429,471 tone, as compared with 445 461 thus quiCkly obta.med accurately. By changing the
th e. second J?OSition by a catch on t he crank ; they ca.n tons ID October, 1000. In these totals British coal fig~red nut from one socket to the other, the arrangement
eastly be sh~fted .by hand, there being t hen no prassure for ~58,828 tone and 301,171 tons respectively; West works over to 45 deg., so that all tapers can ba
on the pack~g rmgs. When the device is under pres- ~hahan coal for ~69, 147 tons and 144,280 tons resp~c accurately set. The table, when adjusted is clamped
~vely; and Amer10an ooal for 1496 tons and nit respeo. by. the eccentric locks L, M, which do not'disturb the
eure, these rmge and valve v make it steam-tight. The t1vely.
adJustment ae the usual nuts do; this saves time, aa

o!

'
~7 ?

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

UNrvERSAL AND CUTTER GRINDER.

O ON S TR UCTED

BY

MR.

,J A MES

J.

G UE T,

EN G INEER,

19~ r.

[DEc. 6,

B I R l\f I N G H A M

Fro. 2.

FIG.

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Fro. 4.

FIG. 3.
also does the fact that it is never n ecessary to screw
a fine- threaded screw several inches through its nut.
The manner in which the correct clearance is ground
upon cutters is shown in Figs. 13, 14, a nd 15. :Most
cutters are ground by the method shown in Fig. 13 ;
and Fig. 3 is a photograph of the m1chioe as set for

this wo k. It is t o be noticed

that the grinding spindle Nl is

canted upwards when in this
p osition, and that the top of
the wor k table N is horizontal.
The tooth of the cutter to be ground is looated by the
edge P of the tooth r est Q which works upon t h e
surface N. This edge Pis at the same height above
N as the centre R of the work is, and consequently
the tangent, at the point of the tooth being ground, to
a circle enveloping the cutter, is Yertical for all sizes

a'ld shapes of cu'.tera, and therc3fore the grinding

wh eel 1 which is a cup or dish wheel, by being pitched
over, pu ts on a clearance, w hioh is the same for ou tters
of all diameters, as illustrated by t he circles T and T 1 ,
which indicate cuttera of different diameter to the one
shown. S ince the clearance is the same on cutters
of different diameters, it is the same on cutter.s of all
angles, including face-cutters. Fig. 14 shows a. face
cutter being ground by this method.
By t his device the correct clearance is always ob
tain~d . It doeJ not matter at what height on the

773

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

DEc. 6, 1gor.]

a a wa

UNIVERSAL AND CUTTER GRINDER.

C 0 N S T RUC T E D

~1 R.

BY

JAM E S

J.

B I R ~I I N G H A M.

E N G IN E ER,

G U E S T'

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Fig. 5.

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Fig.17.

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wheel the cutter is ground, but it is usually best to

set the table low, and grind nearly at the bottom of
the wheel. The clearance produced is fla.t and the
edge smooth, both of which are advantages .
Sometimes, however,- it is best to grind a cutter
on the edge of the wheel, as shown in F ig. 15, page 785.
In this case the operation is as follows : Place the
tooth-rest U on the inclined plane V fixed to the
wheel bea.dstock, and clamp it so that its working
edge W is just outside the wheel, as is shown in the
figure. Place the tooth-rest Q (of Fig. 13) upon the
table N, and adjust the table until the edges Wand
P meet. The table is then correctly set, and a.ny
cutter is ground to the correct clearance, which is
arranged to be the same as that obtained by the other
method. Circles T and T 1, indicating cutters, are
drawn, as before, to show this.
The tooth-rest U is of peculiar construction, as
shown in Fig. 16, the blade X being fitted to the body
U by a circular arc, whose centre is at the middle of
the edge v..r. When a spiral cutter is to be ground,
the blade is adjusted to fit the spiral of the cutter,
but this adjustment does not move the centre of the
blade, so that the same clearance is produced on spiral
cutters.
The least p ossible clearance on the tooth of a. cutter
which will enable the cutter to out freely has been
rarefully investigat ed by the maker ; and while it is
fo~nd, as one would expect, _to depe~d upon the metal
bemg cut, the amount var1es w1th1n comparatively

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smOtlllimite: The sm~ller the clee,rt\uQe-provided it

774

is sufficient-the longer the edge of the cutter standR

and the better the work ; he has therefore made the
~leara.nce !laturally produced by the machine to be only
JUSt suffic1ent to enable the cutters to cut freely on the
metal they have met with. While it is easy to obtain
other clearances with the machine, it is strongly recommended that this one, which the machine naturally
produces, be adhered to, as it has proved most satisfactory, and also since a cutter wastes away far more
rapidly if sharpened first to one clearance and then to
!'nother. T.his is shown in Fig. 17 (page 773), where ab
IS the magn1fied edge of a tooth of a cutter. Let this be
sharpened with more clearance along the line c d, and,
when dull, re-sharpened with another oleuance along
the lined e, which just cleans up the land at the top of
the tooth. The amount which the tooth of the cutter
has been reduced by is a e. If, however, the cutter
had been s~arpened with the sa.me clearance always,
the shar.penmgs would have been as indicated by the
dotted hnes c f and g h. The amount ground off a g is
very considerably less than in the former oases, and
shows what a saving of cutters is effected ; for not
only is it necessary to sharpen the cutters less
frequently, but the sharpening reduces their size more
slowly.
The cutters require to be sharpened less frequently
because the clearance is a practica.l minimum. This
can hardly be approached by the customary method
of setting, for a trifling error in the direction of producing less clearance would lead to the hurried return
of the cutter from the milling machine. The compiler
of tables of settings allows for this, and computes
tables which give a larger cl('arance; while the
operator, bearing the same point in mind, takes care
tha.t all his errors tend in the same direction. The
result is a very liberal clearance on the cutter, whose
teeth consequently dull more rapidly.
The various details on the machines have been carefully attended to ; the spindles are hardened and
ground ; bearings and slides are well protected
from dust; the lubrication system is well designed;
the handles and operations are all convenient to a
right handed man; all gearing is cut from the solid;
the body of the machine is fitted as a cupboard; the
wheelguards a.re easily removed or adjusted; the
internal grinding spindle has a bearing close to
wheel, &c.
The cubter grinder (Fig. 18, page 785) has two speeds
for the wheel spindle, a.nd is driven from a. simple
countershaft. It has no arrangement for cylindrical
grinding, but is adapted for grinding flat surfaces and
straight edges.
The machine, which is designed and constructed by
Mr. James Guest, of Newmarket-street, Birmingham,
can be supplied with automatic travel and with
automatic cross-feed, but these are not shown in the

engraVIngs.
It was awarded a gold medal at the exhibition
recently held in Birmingham under the auspices of
the University and of the Trades Council. Its features
are the subject of several patents.
A NEW CoAL SEAM.-A new coal seam has been discovered ab the Soothill Wood Colliery, Batley, which,
when fully opened out, will give employment to 200 or
300 additional workpeople. The seam, which is known
as the "Low Moor," has been found ab a depth of 400
yards from the surface; and as the estate belonging to
the colliery company covers an area of over 600 acres, it
is estimated that about 30,000,000 tons of coal will be
workable.
R OYAL INSTITUTION.-The following are the lecbure
aTrangements ab the Royal Institution, before Easter:
Professor J. A. Flaming, six lectures (adB~pted to young
people), on "Waves and Ripples in Water, Air, and
..tEther;" Dr. A. Macfadyen, six lectures on "The Cell:
its Means of Offence and Defence. Immunity;" Mr.
W. N. Shaw, two lectures on "The Temperature of the
Atmosphere: its Changes a.nd their Causes ;" Professor
E. B. Poulton, two lectures on" R ecent Researches on
ProtectiveResemble.'nces, Warning Colonrs, and Mimicry
in Insects ;" Dr. A. S. Murray, three lectures on "Recent
EJCcavations ab Delphi and in the Greek Islands ;" the
Rev. John Watson (Ia.n Ma.claren), three lectures on
"The 8cot of the Eighteenth Century : (1) ab Home,
(2) in Kirk, (3) with His Books;" Sir Henry Craik.
two lectures on ''Scotland's Contribution to the Empire ;"
two lectures on " Caricature in and out of Parliament " by Mr. E. T. Reed; four lectures on "The
Landmarks in the History of Opera : Gluck, Moza.rt,
Weber, W a.gner," by Mr. W. H. Hadow ; six lectures on
"Some Electrical Davelopments," by Lord Rayleigh.
The Friday evening meetings will commence on January
19 when Lord Rayleigh will deliver a discourse on "The
In'terference of Sound." His Grace the President will,
after the discourse, unveil and present to the Institution,
on behalf of the subscribers, a bust by Mr. Onslow Ford,
R.A., of Sir Frederick Bramwell, Bart. honorary secretary of th~ Royal I_nsbitu.tion from ~885 to 19~0. Succeeding Fr1day evenmg discourses Will be deltvered by
Mr. H. G. Wells, Professor A. Orum Brown, Professor
Arthur Gamgee, Major P. A. MaoM.a.hon, Mr. W.
Duddell Professor Henry A. Miers, Professor H.
Becquer~l, Professo~ E. Re.y Lankester, Geheimrath
Professor Obto N. Wtbt, and other gentlemen.

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

[DEC. 6, I 901.
John Brown and Co., Clydebank ; the Kincraig, built by
Messr1. Charles Connell and Co. Whiteinoh, for the Kinoraig Steamship Company, of Dundee; a vessel built on
speculation, of 3600 tons, by Messrs. Russell and Co., Port
Glasgow; the Contessa Adelina, of 3580 tons, built for
Gerohmisch and Co., Austria. All the rest of the month's
launches were vessels of less than 2000 tons. In all there
were launched thirteen mercantile steamera of a total of
38,220 tons, and one warabip of 9800 tons, making a grand
total of 48,020 tons. The Admiralty are expected to come
to the assistance of one or two of the Clyde firms by placing
with them a portion of the new warship work, the tenders
for which are a.b present under their consideration.
Glasgow Tramway Revenue for the P ast Half- Year.The drawings of the Glasgow Tramway Department for
the first half of the present year, which began on June 1,
amounted to 327,317l. a.ga.insb 244,270l. in the corresponding portion of the preceding year, thus showing an increase of 83, 047l. The big~est week's drawings amounted
to 14,277l. 11s. 3d., hub, w1th the excepbion of that week,
the drawings during the months of August (the latter
parb), September, October, and November, up till the
close of the Exhibition, generally ran into the 13, OOOl.
The Glasgow Teoknioal College Soientific Society.-On
Saturday evening a. paper was read before this society by
Mr. Andrew Home Morton, A. M. Inst. C. E., on "The
General Arrangement of Power Sbations." Mr. C. P.
Hogg, M. Inst. C. E., occupied the chair, a.nd there was a
large attendance of members. 0 wing to the length of the
paper and the interest manifested, the discussion was ad..
journed until next Saturday.

GLASGOW, Wednesday.
Glasgow Pig-Iron Market.-On Thursday cash business
was reported at 433. Oid. per ton for Cleveland, and the
closing settlement prices were: Scotch, 56s. 4id. per ton;
Cleveland, 43s.; Cumberland bematite iron, 57s. 1~d. per
ton. On the following day between 5000 and 6000 tons
were dealt in in the forenoon. Cleveland was sold at three
months fixed at 42s. 9d. per ton. Scotch was unchanged
ab 55s. 6d. per ton, bu b Cleveland gave wa.y 1~d. per ton.
In the ahemo:>n about 4000 tons changed hands, including
some transactions in Cleveland iron ab 42s. 9d. and 42s. 8~d.
per ton three months ; and the settlement prices were :
563. 3d., 42s. 10~d., and 56s. 10~d. per oon. The market
was more active on Monday forenoon, but the business
was quite restricted to Cleveland iron, and some 10,000
tons changed bands ab slightly reduced prices from those
ruling on Friday. Closing cash buyers were quoted
at 42~. 9d. per ton. Scotch warrants were idle and the
quotations were nominal at 55s. 3d. p er ton cash. There
was very little doing in the afternoon market, the total
transactions consisting of 1000 tons of Scotch and 1000
tons of Cleveland. The former advanced about 5d. per
ton to 55s. 8d. per ton cash, and the latter remained uncb~nged .at the forenoon closing prices, the settlement
prtces bemg: 55s. 6d., 42s. 9d., and 56s. 6d. per ton. On
the warrant market on Tuesday some 10,000 tons were
dealt in. and prices were the turn firmer. Scotch
wa~ marked up 3d. and Cleveland lid. per ton. In
the afternoon only 1500 rons of pig iron changed
hands, and prices were steady. The settlement pdoes
were: 55s. 9d., 42s. 10!d., and 56s. 4!d. per ton.
At the forenoon meetin~ of the " ring " some 10,000 tons
of iron were sold, includmg some Cleveland ab 43s. three
NOTES FROM SOUTH YORKSHIRE.
months. In the afternoon about 5000 tons changeri bands.
SHEFFIELD, W edneada.y.
The settlement prices were: 55s. 9d., 42s. 10!d., a.nd
Mr. W. L. Jackson, M.P., and the Future of Railways.
56s. 3d. per ton. The following are the quotations for
No. 1 makers' iron : Clyde, 66s. 6d. per ton ; Gartsherrie, -Speaking a.t Leeds on Friday evening, lVIr. W. L.
67s.; Langloan, 69s.; Summerlee, 7ls.; Coltness, 7ls. 6d. J ackson said there was a great change coming over the
(the foregoing all shipped at Glasgow); Glengarnock rail ways. They could nob say whether they were going
(shipped ab Glasgow); 66s.; Shobts (shiJ?ped at Leith}, to continue to haul their trains by steam locomotives, or
70s.; Carron (shipped at Grangemouth), 67~. 6d. per whether they would have to face an enormous outlay on
ton. Scotch warrants, which remain practically a. electric motora. Nobody could question what a convenient
closed market, ha.ve of late shown only a few iso- method locomotion by electricity was, and it would be a
lated transactions at moderate prices.
These may most serious competitor. It might not come in his time,
attract some of the makers here to find Connal's warrant hub he believed that, certainly as regarded passenger
store their best market before the end of the year. The work, they would see eleobrioity as the motive power on
feahure of the p ast week has been the large amount of many of the great branch and suburban lines of the
business done in Cleveland iron, with very heavy selling country.
two and three months ahead, supposed to be on short
"Reminiscences of a Middle-Aged Engineer."-Under
account. It is believed in some quarters that the demoral- this title Mr. John McLaren, M. Inst. C.E, gave the
ised state of the copper market has affected some holders of presidential address on Thursday evening to the members
pig-iron warrants. The present price must show a of the Association of Yorkshire Students of the Instituconsiderable loss to manufacturers, and there is a preva- tion of Civil Engineers, who then opened the 1901-2
lent feeling thab in the North of England a number of session. Mr. McLaren said he belonged to a number of imthe blasb-furnaoes may be blown out unless the price portant societies, but he considered the Institution of Civil
improves. Consumers in the foundry department are Engineers overtopped them all. He reviewed the great
buying a little more freely. The number of furnaces in progress of engineering during the nineteenth century, and
blast is 83, against 81 at this time last year. One furnace described the British rail way system as the most glorious
has been changed from hematite to ordinary iron both at monument of private enterprise that could be conceived.
Gartsherrie and s.t Govan Iron Works. The stock of pig No less than 960,000,000l. were now invested in British
iron in Messrs. Connal and Co. s public warrant stores rail ways. which, on ~be whol_e, were splendi?~Y ma~aged.
sbood yesterday afternoon ab 57,592 tons, in comparison As a. busmess man, h1s eXJ?Bt'lence of the Br1t1sh railways
with 57,319 tons yesterday week, thus showing an increase was that there was nothmg on this side of the Atlantic
amounting for the week to 273 bone.
to compare with them. He could not say anything a.bouf
Finished Iron and Steel.-If there is any change in the American railways, never having seen any of them,
reference to these branches of trade it is that they are but be knew in England they could put a traction engine,
somewhat duller than they were a few weeks ago. We weighing 12 tons, on a. wagon at Leeds one night, and it
are getting nee.r the end of the year, and consequently would be in Perth, or Bristol, or London the next mornthere is less inclination to buy, except for the mosb ing by breakfast time; wherea,g in France it would repressing requirements. Some of the steelmakers would quire ab lei\sb a forbnight, and no end of preliminary
like to si{{n ahead, but they find consumers and mer- preparation to effecb delivery at such a disba.nce. In no
chants rather shy. They cotdd do forward business, branch of mechanical engineering had greater progress
but the price asked is nob sufficient to tempt them. been made, or greater relative perfection atbained, than in
Before the terms suggested can be accepted, it will that section which catered for the agriculturist. There
be necessary to get working costs down a bib, was never a better prospecb for smart young men in the
more especially the price of hematite iron, wages, and engineering profession than now. To-day we were on
coal. The stiff price asked for hematite iron and the the verge of enormous developments of engineering, and
raw ore is the most unfavourable feature in the situa- he urged young men to make themselves ready, and to be
tion a.t present, and there is nob much prospect of a prepared for the opportunity when it came.
great relief in the immediate future, although by the
Messrs. John Brown (J;nd Co., Limitcd.- Mr. J. E.
turn of the year it is expected that hematite pig iron will Townsend, who has recently returned from a long sea.
be a bit lower that ib is at present. B~iler plates are voyage, has, in consequence of c:>ntinued ill-heallih, felb
easier in price, the associated makers being now willing to himself obliged to place his resignation of the position of
accept 7t. per ton, less 5 per cent. Angle bars can be secretary and director in the hands of Messrs. J oh a
had for 5l. Ss. 9d. per ton net. Makers of finished iron Brown and C:>., Limited. This resignation the board
are also finding it a matter of some difficulty to renew has accepted with much regret, and Mr. E. Middleold contracts. All round business is tapering off, and ton, who for the past twelve years has occupied the
with little fresh buying on the parb of the colonies or position of accountant to the company, has been ap
India, consumers at home are inclined to ask for con- pointed to succeed Mr. Townsend as secretary.

CeSSlODS.
Iron and Steel.-Local manufacturers of armour plates
The Tube Trade.-Some of the .tubemakers state that have for some time been in communication wi th the Gothey find a few more inquiries in the marke.t, but t~at is vernment with respect to further contracts, but up to the
nob the experience of ooher~. For what little bu~u;1ess present time none have been placed. In these department~,
that is being offered there 1s a very keen compet1t10n. as well as those engaged in the pr0duction of heavy
forgings and similar work, there is comparatively little
and poor prices are being obtained.
doing. There has been no improvement in the demand
Clyde Shipb'Uiilding Tra_de ~ Launches in No't:e~~er. forshafting required for the mercantile marine, and orders
The Clyde shipyards contmue to put large quant1t1es of are not now expected to come in until the new year.
new shipping into the water, the eleven months that have Some firms engaged in the production of spriags, a.xl~,
passed of the present year constituting a record, _about buffers, and other rail way waterial are keeping their men
ha.lf a million tons having passed through the bUllders' fully employed, but such oases are rather exceptional, as
hands. But the other side of the book, unf9rtunately, shows many works have hub few orders on their books. There
an almost total absence of new work of any 1mportance. The is a good demand for pig iron, and local makers are
largest orders booked by local builders would not excaed selling all they can produce. Some classes of finished
a third of the biggest vessellauuched in November. Here iron are also going well, but this does not applv all round.
are a few of the large ships launched during the month : Forge qualities are selling at 4713. 6d.; West Coast
The 03ca.r II. 10,500 tons, built by Messrs. Alexander hematites, at 70a.; and Ea~b Coast, ab 67t:~. per ton; bars,
and Sons Li~thouse, for the United Steamship Compa.ny 6Z. 153. to 7l.; and s beets, 8l. 12li!. 6d. to Bl. 17s. 6d.
of Copen'hagenj the lVIerion, 11,500 tons, built for the
South Yorkshire Ooal T rade.-The po3ition in the coal
International .Navige.tio~ Cumpany; t~e Monmouth, a
warship of 9800 tons, bu1lb for the Admualty by Messrs. trade of the distriot ehowa no cha.nge upon the week.

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

DEc. 6, rgo1.]
The stoppage at several of the collieries continues, but
those at work are running full time, and the output is
being absorbed by the market. The continuance of mild
weather militates against any boom in house coal, but
there is, nevertheless. a. heavy tonnu.ge leaving the district for the ~Ietropolis and other distan t markets. Best
S ilks tones are quoted at 13~. to 14a. per ton, and Barnsley
house from 12s. to 13s. per ton. In steam coal circles
interest is centred on the attitude that the railway companies will adopt towards the owners' demand for an
additional 6d. p~r ton. but so far bhe companies have not
replied. There is an improvemen t to be recorded in the
general inland trade, and about an average export business is being done. Barnsley bards are now quoted ab
9s. 6d. to lOa. per ton. Engine fuel is in bebter demand.
Nuts are making from 9a. 6d. to ios. 6d. per ton, screened
slack from 6~. per ton, and pit slack 3a. 6d. per ton.

NOTES FROM CLEVEL~lliD AND THE

NORTHERN COUNTIES.
MIDDLESBROUGH, W ednesday.
The Cleveland Iron Trade.-Yesterday the market was
very dull and little business was transacted. Sellers were
pressing more iron on the market than for some time
past ; but buyers were very backward, and what sales
were record ed were chiefly small lots for early delivery.
Both merchants and makers were ready enough to dispose
of No. 3 g. m. b. Cleveland pig iron a.t43s. 3d. for prompt
f.o.b. delivery, and some of the former were prepared to
accept 43s. 1~d . Such offers, however, did not prompt
buyers, most of whom considered 43s. quite high enough
for No. 3. Producers stated that the iron could not be
made ab such a. figure, and in more than one case intimated their intention to blow furnaces oub owing to unremunerative quotations. No. 4 foundry was more
plentiful than i t has been, and it was practically the
same price as No. 3. Grey forge was still somewhat
scarce, notwithstanding the recent increased output, and
few sellers would entertain offers at less than 43s. 6d.,
so that the prediction it would be dearer than No. 3 has
been fulfilled. The dearth of supply of Ea..qt Coast hematite
pig has disappeared, and offers to sell Nos. 1, 2, and 3
at 69a. for early delivery did not bring forth buyere. T oday there was practically no change in the market.
Manufactured I ron and Steel.-Tbe chan~es in manufactured iron and s teel are but small. Quotations for
most descriptions are upheld, but iron ship-plates have
at length been reduced, after maintaining a. comparatively
high rate for some time. Common iron bar3 are 6l. 5s.;
iron ship-plat~. 6t. 12~. 6d.; steel ship-pla.too, 6l. ; iron
ship-angles, 6l . 2a. 6d. ; and steel sbip-angl~, 5t. 15.:~.-all
less the usual 2! per cent. discount. Heavy sections of
steel rails remain at 6l. 10: . net cash at works.
T ees I ron Exports.-The shipments of iron and steel
from the port of Middlesbrough during- November show
a decrease on the previous month of 13,000 tons, and a.
decrease on November last year of 2500 tons. The feature
of the ~bi pments was the continued heavy deli very to
Scotland 27,817 tons of pig iron having been sent north of
the lwe~d during the month just ended, which makes
over 380 000 tons for the eleven months of tbe year. Italy
was the ia.rgesb foreign pi~ iron custr.-mer, taking 8560 tons.
Germany came second wtth 6989 tons. Time was ~ben
Germany was by fa.r the largest buyer of Cleveland u on ;
but for some time now clearances to that country have
been declinin~. Jnd!.a took 3263 tons of finished iron and
steel, and 2295 tons went to West Australia..
Coal a;nd Coke.-Coal is steady, with a fairly g-ood demand for this year's delivery. U nscreened Durham
bunkers are 10s. lO~d. to lls. 6d. Cok~ .is no~e too
plentiful, and average blast-furnace quahttes dehvered
here realise 16~. 9d.

NOTES FROM THE SOUTH-WEST.

Ca;rdi.tf-There has been a. moderate inquiry for best and
second class steam coal at about former rates ; the dry
coal and Monm outhshire trades ha.ve also been pretty well
maintained. The best stea.m coal has been makmg 16s. 3d.
to 16s. 9d. per ton, while secondary qualities ha.ve brought
15s. 9d. to 16s. per ton. The house ~a~ trade has not
shown much change. The best descrtpt1 ons have, however, exhibited a hardening tendency ; No. 3 Rhondda.
Ja.rge has brought 16~. to 16s. 3d. per ton. Foundry c?ke
has been quoted at 21s. 6d. to 22s. 6d., and furnace dttto
at 17s. 6d. to 18~. 6d. per ton. As regards iron ore, t~e
hest rubio bas brought 14s. 6d. to 14s. 9d. per ton, whtle
T afna has been q uoted at 15s. to 15s. 6d. per ton.
Welsh Coal for Italy.-~Iessrs. Moxon, .Savon, and
Co. have secured a. contract from thE.\ Itahan General
Navigation Company for the supply of 100,000 tons of
best steam large coal, and 40,000 tons of ~est steam s~all,
at 21s. 9d. and 14s. 6d. per ton respeo~tvely. Dehvery
is to be made a.t Genoa over next year, m agreed quantities. Th~se prices, based on the present rate to. Genoa.,
are regarded as satisfactory, as, ~fter deductmg the
freight and tax, the free-on-board pr10ea are about 15s. Sd.
per ton for bhe large coal, and 9s. per ton for the small.
The "Minerva" and the "Hyacimtllt."-';rhe Lo!ds of
the Admiralty have ordered that the crutsers Mmerva
and H yacinth shall be subjecte~ to a..lon~ seri~ of steam
trials, in order that the spe01a.l bot~er oo!Dm1ttee ~ay
thorough I v test the engin.es. The ~r1als w1ll be carrted
out with the engines workmg a.b ~a.nous powers, f~om t~e
lowest po~sible up to 150 revolut1o~s; and the ships will
he then again docked to have the1r proJ?ellers re_placed.
When they are again ready for sea., they wlll steam 1n company to the Eddystone, to co~mence a number of runs at
various speeds over the 28-mtle. deep-sea. course off t~e
Cornish coast. When this port10n of the programme 15

over, the Hyaointh will return to Devonport to be again

docked, while t he Minerva will go to Portsmouth, to be
prepared for a series of trials in Stokes Bay.
Water at Ccvrdiff.-Mr. Alderman D. J ones recen bly
laid before th e Water Works Committee of the Cardiff
Town Counoil several schemes for the extension of the
storage reservoirs to meet the increasing needs of the
town. Mr. J. A. B. Williams. of Bournemouth, the
former water works engineer to the Cardi ff Council, was
asked to report on the several schemes; and ab a. committee meeting on Friday it was decided to engage Mr.
Williams ab a fee of 150Z., inclusive of everything.
W-rington Vale Ltight .Railway.- The Wrington Vale
Light Railway is now o~en for traffic to Wrington, Langford, Burrington, and Blagdon. The ourves are gentle
and the gradients are easy, the stiffest one being 1 in 50
between Langford and Burrington, where an altitude of
160 ft. above sea level is attained. Then there is a gentle
fall until Blagdon is reached.
New Dry Dock at Cardijf.-A new dry dock of th~
Mount Sbuart Company a.t Cardiff, which has just been
completed, is 550 ft. in length. It has cost 80,000l., and
it will be formally opened in January, although it is now
ready for use.
T he Swansea Valley.-The number of tin plate mills now
working in the Morriston district is 46. In the upper
part of the valley 30 mills are going, and in the lower 21,
thus making a total of 97 tin and sheet mills in operation.

MISCELLANEA.
T HE Cape to Cairo telegraph line has now been carried
up to Ujyi on Lake Tanganika. On reaching the north
end of this lake the line is to be taken easterly and along
the shores of the Albert Nya.nza, whence telegraphic communication with the coast already exis~.
The United States Patent Office has satisfactorily
disposed of Mr. Charles E. Tripler'~ claims to have
independently invented the method of producing liquid
air, worked out by Dr. Hampsen in this country and
Professor Linde in Germany. They have decided that
the priority rests with Professor Linde, and have refused
to entertain Mr. Tripler's claim for a. patent.
The Electric Lighting and Traction Company of
Australia. have received cabled advice from Australia
that a supply of electricity has been commenced from
their Adelaide station. The company's stations at Melbourne, Geelong, Adelaide, and Port Adelaide are now
all in operation, and the supply is being rapidly taken
advantage of for lighting and power purposes.
The Civil Service Commissioners announce that an
open competitive examination for an appointment as
draughtsman in the Hydrogra.phical Department of the
Admiralty will be held shortly. Copies of the regulations and forms of application for adm1ssion to the examination may be obtained on application, by letter, to the
Secretary, Civil Service CommiSsion, Westminster, S.W.
The Twickenham U rban District Council ba.ve approved the scheme prepareci by their surveyor, Mr. F. W.
Pearce, F .S.I., for a new sewage pumping station, refuse
destructors, and sewage disposal works on baoteriallines,
estimated to cost 28, OOOl.. and have appointed Mr.
William Fa.irley, C. E., 53, Victoria.street, Westminster,
consulting engineer, to acb jointly with the surveyor in
carrying out the new works.
A paper on "The Sewage Question during the P ast
Century," was read on Monday last before the Society of
Engineera by Mr. H. A. Roechling. The author dealt
largely with the question of land treatment, and in this
connection summarised the interim reporb of the Royal
Commission recently published. D ea.lmg with bacteria
bed~, the author maintained that the effluents from these
should in a.ll cases be still passed through land before
being allowed to enter the natural streams and water
courses.
It has been decided to hold a.n International Exhibi
tion at Cork next yea.r, and the Department of Agriculture and T echnical Instruct ion for Ireland have reserved
for themselves a. space of 30,000 equare feet in the
main building, for the display of exhibits of manufactures suitable for introduction into Ireland. The Deparbmenb a.re therefore inviting manufacturers to contrtbute
to this exhibit, and offer to pay carriage from the factory
to the Exhibition, to provide free space, describe the
exhibit fully in the official catalogue, supply power, and
insure the plant. They will further pay the wages of
the machine attendants, and supply free the raw material
when obtainable. Forms of application can be obtained
from the Secretary to the D epartment, Upper Merrionsquare, Dublin.
The Compagnie des Chemins de Fer de l'Ouest has
recently b uilt four compre&ed -air locomotives for service
in shunting work, at its Ga.re des Inva.lides, in connection
with its new line between this station and Meudon.
This line is operated by electricity, the current being
pioked up from a. third rail. Where there are many
points and crossings, however, this rail has to be interrupted, but in general the inertia. of the moving train
suffices to carry it past the breaks. Shunting operations
cannot, however, be conveniently carried on in t his
fashion, and hence the locomotives in question have been
const ructed, since the company are precluded from using
steam locomotives ab the Invalides station. The aircompressin~ plant is driven by tbr~e-pbase motors. T~e
air supply JS taken from the mams of the Compagme
Parisenne d' Air Comprime at a pressure of 85.3 lb. per
square inch, and raised by the compressing plant to
2142 lb, per square inoh for storage in the locomotive

rece1vers.

775
The rearrangement of the working agreement in the
engineering trade, which was made ab a conference of
the Federation of Employers and the Amalgamated
Society of Engineers, held in L ondon last week, is now
being submitted to the operatives for approval. The
agreement is that which was drawn up at the close of
the great strike a few years ago. It has worked exceedingly well, especially the provisions for avoiding and
set tling dispu tes, and since it came into opera.'tion
there have been scarcely any stoppages of work in the
trade. The alterations made at the recent conference
were in matters of detail only, and the agreement is
still practically what it has always been. The conference
was amicable in every way, and the revised agreement is
almost cer tain to be accepted by the men. It has already
been accepted on behalf of the employer3. The fact that
ib has been so thoroughly successful is regarded by those
interested as a very striking example of the value of con
ciliatory methods in trade disputes.
Mr. I van L evenstein states tba.t a. powerful deputation is to wait on Mr. Gerald Balfour, to urge a speedy
amendment of the Patent Law. The report of Sir
Edward Fry's committee has, we believe, dissatisfied
every one save lawyers and patent agents: as, indeed,
was to be anticipated from the ideas entertained by the
Commissioners a.s to the scope of their inquiry. Thus
L ord Alverstone stopped M r. Bousfield, K. C., when be
was arguing as to the economic importan ce of d eveloping
new industries in the count ry, with. the remark that "the
economic question is not Dlaterial to the present inquiry."
This dictum of L ord Alverstone is a curious inversion of
t he original object of the issue of patents. In the ori~in
these were issued, not so much for new inventions a~ for
the introduction of a new industry into the country. In
France, Germany, Russia., and Austria. a patent is revoked if a. patentee will neither work the patent himself
nor let others work it; and the President of the Board
of Trade is to be petitioned to amend our own laws in
a. similar direction.
In a. recent issne, L e Genie Civile describes the
two new liners-Savoie and Lorraine-recently p ub in
service by the Compagnie G enerale Transa.tlantique.
The two are practically sister boats, differing only
in some details of the internal arrangements. The
length between perpendiculars is 537.74 fb. ; the breadth,
59.05 ft. ; the mean draught loaded, 25.43 ft.; and
the displacement, 15,410 tons. About three-quarters
of this displacement is due to the dead loa~, and but
one-fourt.h is available for coal supply, cargo, passengers, and crew. As the bunkers hold about 3000
tons of coal, the displacement actually available for
paying load is only about 7.5 per cent. of the total displacement. On trial t he speed reached by the L orraine
m calm water was 21.91 knots, whilst with the Savoie,
tried under less favourable conditions, the speed on the
measured mile was 21.65 knots. The twin-screw engines
fitted are of 22,000 indicated horse-power in the aggregate, and they are supplied with steam by retu rntube boilers of the ordinary type, designed for a working
preasore of 170.7 lb. per square inch. The total grate
area. of these amounts to 1224 square feet. There are also
on the upper deck a couple of small Belleville boilers
which supply the auxiliary machinery. The latter includes a number of L a.val turbines driving t he gene:1.ting
machinery for the electric light. We shall shortly publish illustrations of these vessels.
CANADIAN CANALS.-The q uantity of freight oarried
through American and Canadian ship canals at Saulte Ste.
Maria in October amounted to 4,174,545 tons. This total
showed an increase of nearly 1, 000,000 tons as compared
with October, 1900.
P ERSONAL.-We are asked to state that Mr. W. B. G.
B ennett has resi_gned his position as borough en~ineer and
surveyor to the Southampton Corporation, in order to take
up private practice with his son, Mr. E. Bennett, and has
opened offices at Midland Bank Chambers, Southampton.
-The vacancy on the staff of the Northampton Institute
caused by the retirement of Mr. John Ashford, the
head of the Mechanical Engineering and Metal Trades
Department. has been filled by the appointment of Mr.
Charles E. L arard, A.M.I.C.E., A. M. I . M. E., the head
of the Civil and Mechanical En~ineering Department of
the Huddersfield T echnical College.-Messrs. R oyles,
Limited, have transferred their works to Irlam, near
Manchester, where new premises specially adapted to
the manufacture of the firm,s specialities have been
ereoted.
FIRE TEsTs WITH DooRs.-The British Fire-Prevention Commibtee again undertook a series of investigations
at their Bayswater Testing Station on Wednesday last,
the 4th inst. Mr. Edwin 0. Sacbs, chairman of the
executive, presided. The afternoon was devoted to tests
with doors-firstly, with two double deal doors and two
double oak doors ; second ly, with a single "Jarrah "
wood door and a single "Karri" wood door, the thickness of the doors in each case being 2 in. The double
oak doors appeared to have very considerable fire-resistance compared to the deal double doors. t he test in each
oase extending to 1! hours. The '' Karri " and "Jarra.b"
wood doors were unfortunately badly constructed by the
makers, and altbou~h the wood itself showed considerable resistance durmg a test of one hour, the fire appeared to get through where the joints had nob been
satisfactorily made. The full official reports will shortly
appear in the usual way. It might be noted that the
testing operations were somewhat hampered by the fog,
all the photographs and records having to be taken by
flash light.

776

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

[DEc. 6,

1901.

MILITARY

LORRIES.

CONSTRUCTED BY THE THORNYOROlfT STEAM WAGON COMPANY, LIMITED, BASINGSTOR:E AND OHISWICK.

(Fo1 Desc'tiption, see P aue 771.)

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777

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

DEc. 6, 1901.]
AGENTS FOR "ENGINEERING."

TRACTION and TRANSMISSION.

AusTRIA, Vienr,a: Lehmann and Wentzel, Kii.rntnerstrt\88e.

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TBLEGR.APIDO ADDRESS-ENGINEERING, LONDON.
TBLKPBONB NtntBRR-3663 Gerrard.
CONTENTS~

PAGE

Die Forging.-No. XI. (Il-

lustrated) .. .. ........ .. 761

PAGB
The Late Mr. Wa.ltPr Robert
Kinipple (ll"i th P ortrait) 780
Notes (I llustrated) .... . _ 782
Notes from the United
States . . . . . . . . . . . . . . . . . . 782
Yoment of Resistance (Illustrated) .. .. .. .. .. .. .. 783
Gyroscopic Action and the
Loss of the " Cobra." .. .. 783
Flooring for Engineers'

The New Subway in New

York City (/llus.) ...... 763
Engineering Schemes in
Parliament .. .. .. ........ 765
?11 'lChine Tools at
the
National Show (lllus.) .. 770
Compound Goods Locomotive of the Vulcan Company (fllustrated) . . . . . . 771
Shops . . . . . . . . . . . . . . . . '?83
Thornycron Mili tary Lorries
The Electrification of the
(fllU8trated) .. .. .. .. .. . . 771
Metropolitan and MetroThe Guest Univt>rsal and
poliLa.n District Railways 783
Cutter Grinder ( l llus.) .. 771 " The
Architectural
Side of
1!:

,,
Notes from the North .. . . 774
ngmeen ng . . . . . . . . . . . . 784
Notes from South YorkDiagrams of Three Months'
shire ... . ...... . .... .. ... 774
Fluctuations in Prices of
Notes from Cleveland and
Metals ..... -.. .. .. .. . . .. 784
the Northern Counties . _ 775 Industrial Notes . . . . . . . . . . 786
Notes from the SouthBoiler Explosion near WakeWest . ... . . .......... 776
field . . . . . . . . . . . . . . . . . . . . 786
Miscellanea .... .. . . ........ 776 Hydraulic Pumpin~ MaShallow Underground Trar.r.
chinery (illustrated) .... 787
W8.l' S. . . . . . . . . . . 777 "Enginee rin~" Patent Re
Military Lorries . . . . . . . . . . 778
cord (Illustrated). . . . . . . . 701
The O,rcle Shows .. .... .... 779

With

Ttoo-Pagt Engraving of a 0011POUND GOODS LOOO

~(OTI VS

FO/t THE fRO$SlA.N STATE ~A lLWJ!YS.

PART IX. NOW RBADY.

PJUOB 28., Net; PosT FB.BB 2s. 4d.
Published at the Offices of ENGINBBRING, 86 and 86, Bedford Street,
Strand, London, W.O.
CONTENTS OF PART IX.
Co.MPLETI:\'O YoL. 11.
P&OE

P.Af. Y.

Systems of Elect ric Tmot.lon. By

The Ecc..nomlcs of Railways. By
Phlllll Dawa'lll ( lllustm tlons In
the Hon. RQbort P. P orter ...... 228
Text) . . . . . . . . . . . . . . . . . . . . . . . 193 l'he Zur ich Electric P owet Plnnt
Educut.lon nnd Commerclnl Supra( PlnteH LV U. to LX:!. , a nd lllus
m ney. lly G. n. Dune! I. ...... 207
tm t lous In 'l'oxt) ... ......... . ... ZU
The LeccoSondrlo (Gnuz) Eleot.rlc
The Inner Clrule . . ... . ........... . 2~1
Rall wn.y (Pinto X LIX. to LVI.,
I 'l'ho W a.1te lt<mt E uglne (Plates
a nd lllustmt.lnnR In Tllxt) .. .... 213
L XTI. to LX IV.. and nluatraMunlcl pa l Tmc.llng.
.By Major
tloUJ In Text) ....... .. ....... . 2.52
Flood Page .. . .. .. .. .. .. .. . . .. 222
I NDJ.<:X TO VOL. H . SEPTEMBER TO DECEMBER, 1901.

NOTICE TO CONTINENTAL ADVERTISERS.

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 Bol
land should be sent through the Agence Bavas,
8, Place de la Bourse, Paris, our Sole Agents for
those countries for similar Advertisements.
READING 0Asxs. _ Reading cases for containing twenty-si~
numbers of ENGINBERlNG may be had of the Publisher or of a.ny
newsagent. Price 6s. each.

NOTICE8 OF MEETINGS.
TilE SuR\'Erons' INSTITUTION.- Monday, December 9, when a
paper will be read by Professor W. Somerville (Associate), entitled "ArLificial Manures." The Ohair will be taken at 8 p.m.
SocrnTr OF ARTS.-Monday, December 9, at 8 p.m. Cantor
Lectures. " The Chemistry of Confectioners' Materials and Proceases" (four lectures), by Mr. William Jago, F.C.S., F.I.O.
Lecture Ill.- Wednesday, December 11, a.t 8 p.m. "Aluminium,"
by Professor Ernest Wilson, M. Inst. E. E.
TilE INSTITUTION OF CI\'IL E~GINEERS. - Ordinary meeting,
Tuesday, December 10, at 8 p.m. Paper to be further discussed :
" Train Resistance," by Ur. John A. F. Aspinall, M. Inst. C. E.
Paper to be read with a. view to discussion: ''Motive Power from
BlastFurnace Gases," by Mr. Bryan Donkin, M. Inst. C.E.Students' meetin~, Friday, December 6, at s pm. Paper to be
read : "Gas-l~ngme Construction," by Mr. R. W. A. Brewer,
Stud. Inst. C.E. Mr. Charles Hawksley, the Pre3ident, will
occupy the Ohair. Students' visit, Wednesday, December 11, at
3 p.m., to Messrs. Maple and Co.'s new electrically-driven cabinet
factory in Hlghgate-road.
TIIE INSTITUTION OF ELECTRIOAL ENGINEERS (GLASGOWSECTIO~).Tuesday, December 10. "Aluminium: Notes on its Production
Properties, and Use," by M r. w. Murray Morrison (hfember).
'
Till~ INSTITUTION OF ELRCTitiO
AL ENGINEERS (BIRMINGHAM LOOAL
SECTION).-Meeliog in the Municipal Technical School, Suffolkstreet, Wednesday, Dect>mber 11, at 7.30 p.m. Dr. w. E. Sumpner
will read short papers on "The Power Factor of AlternateCurrent Circuits," and on " The Workshop Testing of Dynamos and
Motors."
TIIE INSTITUTION OF ELECTRICAL ENOIN&Efl,S.- Meeting at the
Ins~ituti o n or Civil Engineers, Thursday, December 12, at 8 p.m.,
ordmary general meeting. Conclusion of discussion on "The
Physical ~t:operties of Certain Aluminium Alloys, a.nd some Notes
on Alumtmum Conductors," by Professor E. Wilson (Member).
"Some Principles Underlying the Profitable Sale of Electricity,
by Mr. Arthur Wright (Associate Member).
'
.
_

ENGINEERING.
FRIDAY, DECEMBER 6, 1901.

SHALLOW UNDERGROUND
TRAMWAYS.
. THE County Council are promoting a Bill in Parliam en t to enable t h em to construct a s hallow
und erg round tramway in the new street they are
making between Holborn and th e Strand with
an extension to the Embankment. It is t h'e ir intention, or rather t heir h ope, to extend th e southern
tramways, when they are converted to electric
traction,
across Westminster and B lackfriar s
Bridges, and along t he Embankment to meet t h e
new line, and t hus to connect t h e n'orthern a nd
southern systems. T o enable them to enter on t his
undertaking with more c.ertain knowledge, th ey sent
Mr. Alfred Baker? their tramways manager, and
Mr. John H. Rider, their electrical engineer
in company with Mr. Alien :Baker t he Vice~
Chairman of th e Highways Committee 'to .America
t o study t he question in Boston and New York'
wh ere Ehall?w- tunnel railways are in exist~
en ce, or are 1n course of construction. The former
gentlemen h ave presented a r eport, and t h e latter
gentleman an ''addendum" t o t h e Council settina
forth what they h ad seen and learn ed in America,.,
and t his report has just been issued to the public.;
As r egards t he Now York Subway our readers
are fully informed, as for several w'eeks past we
ha'"e been publishing a complete account of its

* ',' Sha11ow U nderground Tram ways." P. S. King and

Co., 2 and 4, Gre~t Smi ~b-street1 Westmtns~er r1a. l~d

post free. J
' "

construction (see pages 477, 507, 547, 576, 637,

674 699 and 737 a'nte, and page '763 of the present
issde) ;nd t his r eport is naturally far more de
tailed' and instructive t ha n t hat of the Council's
officers. The Boston Subway was completed in
the autumn of 1898, and compr ises five miles of
single track part being for four tracks and part for
two tracks. ' The subway is entered from Boylston
street, by means of an incline in t he public garde~,
and passing under the edge of ~oston Common, IS
join ed by another s ubway commg from P leasantstreet, where anoth er incline leads to the surface.
From t he junction the subway continues under
the Tremont-street side of the Common to Parkstreet, which is t he centre of the system, and
where there is a loop terminus. From P~rk
str eet the subway is carried directly under Tre.
mont-str eet to Scollay-square, and by means of
bifurcation under Hanover-street on t he one hand
and Cornhill on the other, to a j unction under
Washin~ton-street ; and immediately a fter it rises
...
h
by a n incline to Causeway - str eet, w ere i t
connects with both the surface and the elevated
lines. The t unnel is of several types : in some
places it has side walls with an arched r oof ; in
others the two lines are each in a masonry tunnel
with an arched roof ; while in others, again, upright
steel columns are used for th e walls, with steel
g irders for the l'Oof, masonry and concrete being
placed around each. This is the meth od mainly used
in the New York Subway. At Boston the standard
heig h t of the roof is 14 ft . clear above the r a ils,
d h
11 3
b 1
h
an t e r oof is genera y
ft. e ow t e str eet
s urface. At New York the subway is 13ft. from
floor to r oof (see page 478 ante), and t her e also
both arched and steel-and-concrete methods of
construction are emp loyed.
Th b 'Id'
f
h 11
e Ul m g o a s a ow underground tramway
under the County Council's n ew street sh ould
be a comp~na.tively easy m atter, for the Council
will h ave complete command of the ground; there
will be few pipes to d isturb, and n o buildings to

mterfere with. Whether it is intended to make th e

tunnel as shallo w as t hose in America is not clear;
b t
th E 1' 1
'd
U as e ng lS 1 carS carry OUtsl e passengers,
while t he American car s do n ot, it would seem desirab1e to have a little extr a h ead way h er e . Of
course, the passengers will only leave their seats in
the stations, and i t will n ot be necessary to allow
them space to stand uprigh t in th e t unn els. In
any . cas~ t here will be no serious engineering diffiCU}tieS ill that part of t h e line which lies in t he
area in which the buildings are being demolished
w bile the two terminal p or t ions ar e short. Ther~
t b
1'
h
H lb
m us
e an IDC 1ne at t e
o orn end, n ear
Southampton -r ow ; but at t he E mbankmen t the
ground is so far below t he Strand and the new
str eet that the cars will run in on the level or
possibly on an up g rade. Probably t he line ~11
be more or less uphill all the way from south to
n orth. Provided P~rliament gives consent for
tram ways to be laid on the Embankmen t, there is
a great d eal to b e said for the n ew scheme as it
would great ly reduce the omnibus traffic 'which
will ~pri~g up im~ediately t he new r oad is 'opened,
and It wtll d o so 1n the best way possible
The shallow tunnel h as very g reat ad van taaes
from the point of view of the passenger over th~
tube."
The platforms can be rea;hed in a
moment by a short flight of steps, and t her e is n o
n eed for a journey in a lift, with its attendant
waste of t ime . Many people sh rink from going to
a. depth of 80 ft. below th e surface, and prefer
etth er to walk or to take an omnibus. But, pro.
bably, n o on e would feel any objection to riding in
a subway the roof of which was only 3 f t . below
t he street l~vel. The q uick succession of single
~ars , followmg each other as rapidly as possible,
1s. also t;>. be preferr ed to trains at two to three
mmutes tnt~rvals. Sm!l'll a s the delay may be, it
r eal.ly exerclSes a considerable influence on the
ch01ce of r outes bef~re th e short-distan ce passenger,
who usually pays h tg)ler fares proportionately t han
th ose ~ho tr~vel further, and is therefor~ worthy
?f constderatwn.
The omnibuses could not live
if. every one went as far as his payment entitled
h1m t o.
Although t.he subway ref~rred to above is the
only one ~h1eh . th e Counetl has in immediate
contemplat~on , ~t has a much larger sch eme
under consideratiOn for the future. On June 13
1899, . t he Council called upon t h e Highway~
Commtttee to r eport as to the practicability of
a s hallow under gr ound electric tram way from
Weetminster ~vitt Padiament-etreet, Strand, Fleijt
l(

E N G I N E E R I N G.
street, and Cheapside) to the Bank ; thence
under Moorgate- street to the terminus of the
North Metropolitan Tramways Oompany at Finsbury-pavement. The report before us is probably
one result of the resolution. The subject will,
however, need great consideration before it can
be seriously entertained. American cities are
very different from London, and t he construct ion
of subways in them is a far simpler matter than
here, because the streets are straighter and wider
and there is almost always a parallel street int~
which the traffic can be diverted. We are not
without shallow subways in this country. The
Inner Circle of t he Metropolitan Rail ways runs in
under Cannon-street and Eastcheap ; and, indeed,
a large proportion of the Inner Circle is built
under public roads, and as near the surface
as practicable. This railway has a depth of
13 ft. 9 in. from the rail level to the underside of the roof girders, where the roof is flat,
and is proportionally deeper when it is arched.
The estimate of the Council's officers t hat a twotrack subway could be built in London for 282,000l.
a mile, in addition to the sum required for the
purchase of vaults, cellars, and vested interests,
and to that for pipe galleries in the subway and
the reconstruction of sewers, is probably too small,
considering the difficulties of the work. Certainly
it is litt le more than half the total cost of the
Metropolitan Railway.
Possibly the steel and concrete type of tunnel,
if executed in short lengths, would obviate a certain
amount of underpinnin g, but it would not r ender it
unnecessary in every instance, while the removal
of sewers and pipes, and their re-establishment in a
narrow thoroughfare like Jneet-street, would entail
tremendous expense. Of course the thing could
be done, and the outlay would not be greater than
that of a deep-tunnel railway with two roads; but
the inconvenience to the public would be unendurable. The prospect of having the Strand and
Fleet-street more or less blocked for two or three
years would produce an outcry which even the
County Council could not disregard. Even if the
road were decked over with timber, and the work
was carried on underneath, the inhabitants would
suffer much inconvenience, for it must be remembered that the traffic is maintained in full swing
to midnight, and commences at a fairly early
hour in the morning. The laying of the P ost
Office telephone wires dislocated the traffic for
six months at least, and inflicted great losses on
shopkeepers and others ; and that, of course, was
a mere trifle to such a rail way construction. All
these wires would have to come up again, in
addition to many others, and new channels would
have to be made for them before the actual
work of the tunnel could be seriously proceeded
with. The subway has many advantages over the
tube, and we are sorry to appear to be in antagonism
to any form of engineering enterprise ; but the
inconveniences which would attend the building of
such a structure in the Strand would be too great
for the public to face. It must be remembered t hat
the astute people connected with t he District line
considered this question more than thirty years ago.
They had the experience of the rail way in Euston
and Marylebone- roads to guide them, and the
result of it was that, rather than face what was
before them in t he Strand, they deliberately adopted
the far less advantageous line of the Embankment.
No doubt engineering methods have iml?roved in
the interval but even n ow such a task IS enough
to make us p~use. It is not that it cannot be done,
but that the result does not justify the loss and
trouble it will cause to people who will gain nothing
by it. It must be remembered that the rail way
would tend rather to carry people a way from the
Strand than to it; for yeara the thoroughfare has
been undergoing a change, which has not been altogether for the better. New shops, theatres, and
restaurants have been built further west, to the
detriment of t he older ones, and those which remain
h ave to fight for existence. If the roads were closed
for months, they may probably be closed als~.

MILITARY LORRIES.

may be t h e shortcomings. ~f the War

Office in other departments, the authonties appear
to have attacked the problem of self- propelled
vehicles for military purposes in a vigorous. and
business-like m unner. A "Wa r-Office Committee
on Mechanical Transport" has been f~rmed, 'Yith
Lord Stanley as Pre5ident, and Captam F. LmdWHATEVER

say Lloyd, .R.E , as Secretary. The members are

Colonel C. E. Heath, Lieut. -Ooloneli F. B . Elmslie
and R. E. Crompton, and Captain C. H. Nugent.
Colonel C. H. Scott is an associate member for
India ; and there are five associate members for subcommittees in Colonel T. R. Main, Lieut.-Colonels
F. T . Clayton and H. C. L. Holden, and Captains
H . Prentice and G. B. Roberts.
I~ order to get practical and trustworthy informatiOn on the subject, it was wisely decided to
obtain the assistance of the manufacturers of selfpropelled vehicles, and with that view it was
decided to offer three fairly substantial prizes for
'' the three self-propelled lorries which shall be
adjudged, after a series of trials to be carried out
by the War Office Committee on M echanical
Transport, to be the best suited for mechanical requirements." The first prize is 500l., the second
250l., and the third 100l. Although the amounts
are, as we have said, substantial, when we state
that the trials will last over a period of 17 days, it
will be easily seen that none of the eleven firms
who originally gave n otice of entering hoped
even to pay their e:xpenses; even although the
War Department supplies all fuel and water, and
that a detention allowance of five shillings a day is
provided for one attendant to each lorry during the
period of the trials.
The proceedings commenced at Aldershot on
Wednesday, December 4, with the inspection of
vehicles, and the weighing, loading, and measurement of tanks. The depot, which forms the central
s tation, where the vehicles are kept, and from
which all trials commence, is at South Aldershot,
in the establishment of the Royal Engineers on
the Farnborough Road, and close to the Basingstoke Canal.
The following are the names of the firms who
had entered for the competition:
I

One steam lorry.

Brown and May, Limited .
Devizes
The Creek Street Engineer
Deptfl)rd
,
ing Company
..
.
Edwin Fodeo and Co.
..
S!lndbach
,,"
"
One
oil
engine
London
George F. Milnes and Co. . .
{
lorry.
The Straker Steam Vehicle ' London and} One steam lorry.
Bristol
Company
Chiswick and t Two steam lorries.
The Thornyoroft Steam
Basingstoke f
Wagon Company
The Wantage Eogineerin~
One steam lorry.
Wantage
Company
..
..
.
London
Ba.yleys Limited
..
.
Particulars not
0. lanes Ba.illie
..
sent.
}
",.
J. E. Litndet . .
..

[DEc. 6, I got.
.4. The lorry platform and that of trailer to be fitted
w1th removable sides and ends about 2ft. high.
5. The top .of the lorry platform, when the lorry is
ready for loadmg, nob to be more than 4 fb. 3 in. from the
ground level. and that of the trailer not more than 4 ft.
6. ~he lorrr, carrying its full net load of 3 tons, and
drawmg a traller loaded with 2 tons, to be cap&ble(1.) Of a speed of 8 miles per hour on fairly level
roads in fair condition.
(2.) Of a. mean speed of ab least 5 miles per hour on
average roads, up and down bill.
(3.) Of taking its full load without assistance on an
av~rage road, up a slope of 1 in 8.
7. The we1ghts should be so distributed that the lorry
should always be under oontrol on slopes up to 1 in 8
whether loaded or empty.
'
8. Proper arrangements to be made that no part of
the machinery be liable to damage from mud or dust.
9. Any casmgs used must be easily removable.
10. In ?rder to avoid d~mage to the lower portions of
the machmery fron;t toucbmg the ground when going over
rough country, or m the event of the wheels sinking into
sofo ground, all such portions must be strongly protected,
and, excepb in the case of the driving gear, must not be
less than 18 in. from the ground ; the driving gear should
be kept as high as possible.
11. The lorry to be capable of efficient contro], and
steering ab all speeds and of reversing at low speeds, and
of being worked and con trolled by one man.
12. The lorry to be able to run for 48 hours without
overhaul or cleaning.
13. The driving wheels nob to be less than 4 fb. 6 in.
in ~iameter, nor less than 9 in. wide across the tyres,
whwb may be fitted with plain diagonal road-strips.
14. No restriction is placed on nature of fuel or class
of engine-steam, internal combustion or otherwiseexcept that oils under 75 deg. Fabr. flash point (Abel's
close test) must not be employed.
In the case of steam enginell, an alternative arrangement for burning solid or oil fuel is desirable.
15. In the case of steam engines the construction of the
boiler must be such as wi11 comply with the requirements
of the Manchester Steam Users' Association.
16. No limit is placed on tare weight, hub the total
weighb will be taken into consideration, as stated in paragraph (o) below.
NoTE.-In considering the merits of the competing
ve~icles, special importance will be paid to the following
pomts:
(a) Prime cost, having due regard to efficiency.
(b) Distance that can be travelled by the vehicles when
fully loaded with 5 tons, with the fuel and water carried
on the lorry (great importance will be given to this
point).
(o) Economy in weight.
(d) Durability.
(e) Accessibility of all part3.
(j) Simplicity of design.
(g) Ease of manipulation.
(h) Absence of noise, vibra.tinn, and smoke.

Unfortunately, all those who had entered for t he

trials were not able to put in an appearance at the
prbliminary inspection of last Wednesday. The
lorry of Mess rs. Brown and May, although practically complete in all its chief features, was unable
to be present owing to the delay in delivery of
some material. The Creek Stre.et ~ngineering
Company were also disappoinLed in the same way,
their steam lorry being absent because they had
been unable to get delivery of wheel castings by
the time promised. - The Wantage wagon also had
not arrived on Wednesday, having been delayed
on the road.
On another page we give illustrations and descriptions of two vehicles entered by Messrs. J. I.
Thornycroft and Co., of Chiswick and Basingstoke.
These, it will be seen, are steam driven, as are all
those entered with the exception of the Milnes 5-ton
war lorry, which has an internal combustion engine
of t he Daimler type. The appearance of this vehicle
will add to the interest of the trials.
We are unable to give any details of the trials
this week, as the first run will be concluded only
shortly before we go to press ; but for convenience
of r eference we give brief descriptions of the
vehicles entered. Before doing so, however, it is
necessary we should give the conditions of the
competition, in order that our readers may form an
idea of the work for which the vehicles are designed. The following is a copy of t he official
regulations :
STATEMENT OF REQUIRUIENTS 01!' SELF-PROPELLED
LORRY FOR MILITARY P URPOSES.
1. The lorry to be capable of being used on rough roads,
and, to a. limited extent, across country.
To be able to go wherever a. country cart can go, and
to be capable of being driven through an npening
7ft. 6in. wide.
2. Net load to be. 5 tons, of which 3 ton~ must be
car?ed on the lor~y 1tself and 2 tons on a tra.il~r; these
we1gbts are exclusive of fuel and water. all of whiCh musb
be3.carried
on
the
lorry.
Total platform area. nob to be less than 15 square
feet for eaoh ton of net load.

Although the steam lorry of Messrs. Brown and

May, of Devizes. was not present, for reasons
already stated, t.he following particulars of the
vehicle may be of interest. It is much to be regretted that this firm, with their extended experience, were not able to take part in t he competition.
The lorry is 18 ft. long by 6! ft . wide. The main
frame is built up of channel steel, and is supported
on both axles by springs, the front axle being on the
divided system for steering purposes. All wheels
are of wood. the driving pair having 9-in. tyres
and the leading wheels 5-in. tyres. There are
three speeds, giving a range between three and
eight miles per hour. The engines are compounded,
the high and low-pressure cylinders being respectively
in. and 7i in. in diameter by 6 in. stroke.
They are of the inclos.:.d type, lubrication of working parts being by the splash method, a sight -feed
lubricator being employed for t he cylinders. The
cylinders are carried by the main framing of the
vehicle by means of a universal coupling. In this
way, if there is any twist in t he framing, it does not
affect the engine, so that no binding strains are set
up in the working parts of the gearing. The latter
is all spur gear, with helical teeth. The teeth are
cast in rings which are bolted to cast-iron centres.
This allows the gearing to be replaced without dist urbing t he wheels on the shafts . The boiler pressure is 225 lb. to the square inch, steam being
generated in a "Toward" boiler burning coke.
The engine is run at 600 revolutions per minute.
This vehicle is fitted with a s winging crane,
which is placed on the r ear part. The jib is
hollow, the wire rope being conducted through it
by me&ns of guide pulleys. It is worked from the
engine crankshaft by means of a friction arrangement.
The steam l orry enter ed by the Creek St.reet
Engineering Company will be of interest as working
with superheated steam ; a good opportunity of
testing the system would have been afforded by the
trials had the makers been able to get the vehicle

d
d
T
f
rea Y
he ollowing IS a ascription of the lorry.
The engine and b oiler are phced in front; the

4t

DEc. 6, 1901.]

former being of the vertical type, with three

single-acting cylinders. Power is conveyed to the
driving wheels first by a Renold silent chain, which
reduces the speed on the countershaft one-half,
whilst an equal r eduction is effected qy the wheels
of the balance gear fitted on the countershaft.
Between the countershaft and the driving-wheels
there are two Renold roller chains, which effect a
final reduct ion of 3 to 1. There is n o change gear
to this vehicle. The boiler is a "semi-flash coil
generator," which burns ordinary petroleum with a
vaporising burner. This is controlled by a special
device which regulates the temperature of the steam
by proportioning the flame to the amount of water
entering the boiler ; whilst the water supply is
regulated by the steam pressure. Admission
and eduction of steam in the engine are effected by
equilibrium lift-valves. These are operated from
a countershaft by.cams, of which there are two sets
to each cylinder-one for forward gear and one
for reverse motion. The taper on the forward
gear is so cut that variable expansion can be
effected by a lateral movement. The hubs of the
wheels have rubber incorporated in them, to
absorb shock or vibration.
Messrs. Foden and Sons' steam wagon, which,
if fired with coal or coke-though it can easily be
arranged for liquid fuel-has a main platform
9 ft. 4 in. long by 6 ft. 4 in. wide. Below this is
a lower platform 9 ft. long by 2 ft. 9 in. wide and
15 in. deep. The general arrangement may be
described as of the traction engine type. The
boiler is horizontal, and forms the front part of the
framework, the sides of the frame being of channel
ste~J, and these are tied and braced together. The
engine is compound, and is placed on the top of
the boiler ; the cylinders are 4 in. and 6i in. in
diameter respectively ; but high-pressure steam can
be admitted direct to both cylinders if needed,
each of them having independent exhaust. Driving is effected by a pair of spurw heels, which actuate
a cushioned compensating gear by two block-chains;
two speeds being given-8 to 1 and 20 to 1. There
are two feed-pumps-one on the engine, and the
other an independent single-cylinder pump. The
load wheels haYe cast-steel hubs and double-dished
steel-plate sides, with a f-in. lapping plate. The)
are shod with steel diagonals, 2 in. by ft in. The
car is on laminated springs, with horn-plateSJ and
sliding axleboxes.
The Milnes 5-ton war lorry is 21 ft. long by
6 ft. 6 in. wide. The frame is of channel steel,
and the platform space is 13 ft. 6 in. by 6 ft. The
wheelbase is 12 ft. 9 in., and a total load of 6 tons
can be carried. The motor is a four-cylinder oil
engine, 3i in. (90 millimetres) in diameter by 4f in.
(120 millimetres) stroke. The engine is on the
Daimler principle throughout, and will run at
about 750 revolutions per minute, to give about
25 brake horse-power. There is a float feed
governor, and a surface-water cooler, with rotary
pump. There is i orced lubrication to all engine
bearings, and ignition is by a magneto-electric
device. Transmission is by a single friction cone.
Power is taken from the main longitudinal shaft
through the differential gear by means of two
pinions engaging two internal gear-wheels fixed to
the hack road wheels. There are four changes of
speeds, the changes being provided by one lever on
the Cannstatt principle.
The Straker steam lorry is 18 ft. 6 in. long by
7 ft. maximum width. The leading axle is mounted
on a central pivot, with anti-friction bearings under
the boiler. This gives a three-point support, relieving the frame from transverse strain, besides
giving ease in steering. The body of the vehicle
is of wood, the area. being 48 ft. The wheelbase is 10 ft. 5 in. The leading wheels are
2 ft. 9 in. in diameter by 5 in. wide. The back
wheels are 4ft. 6 in. in diameter, with 9-in. tyres.
The engine is placed horizontally and is of the
compound type, having cylinders 4 in. and 7 in. by
7 in. stroke. The engine is reversible, the valve gear
being specially designed for linking up. At 400
revolutions the power developed is about 25 indicated horse-power. The boiler is of the watert ube type, working at 200 lb. pressure. There are
70 ft. of heating surface and 2 ft. 2 in. of grate area.
There are two speed ratios giving travelling speeds
of from two to eight miles per hour. A countershaft
carries a chain pinion driving direct to the back
axle, on which there is a. locking device for the differential gear. The driving axle has radius rods to
keep it in proper posit.ion with the countershaft.
We shall illustn~te this lorry n ext week.

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

779

the boldness of those who design an engine-driven

vehicle which will not stand upright of itself, and
the ingenuity with which the details are worked
out, we think it doubtful whether the motor cycle
will when the novelty has worn off, take a firm hold
of public favour. The convenience of a motor car
one can understand. It is always ready-unless
out of repair; it will carry thre~ or fou; .people,
and will go at a great speed Witho~t trrmg.. It
is true it has been accused of bemg '' nOisy,
jaggerty, and smelly;" it also seems to stir up an
unusual amount of dust ; but that, like the smell,
is left behind for other people. Still, the convenient qualities of the motor car outweigh its
defects when it is made to fulfil a useful purpose .
The same can be said of the motor bicycle only to
an inappreciable degree. Probably quite a number
of man (we have not yet seen the female motorbicyclist, but doubtless she is in process of evolution) who purchase a motor bicycle one year will
be unlikely to buy another for the following
season. Both the motor car and the motor bicycle
are, however, doing a great and good work; they are
teaching quite an important part of the population
to take an interest in mechanics. Everyone knows
that the material success of any country is founded

on engmeermg.
That is the recreation aspect of the motor bicycle;
from the point of view of mechanical originality,
one can hardly admire it too much, although even
now there are signs of improvement for the
future. Designers seem by no means settled
where to put the motive machinery. The favourite
means of propulsion is by rear driving, the motor
being placed in the frame, and the power being
transmitted by a twisted belt to a pulley rim on the
spokes of the back wheel. The feet can be brought
into play in the usual way to assist the engine. In
some cases, however, the engine platform is on the
top of the front wheel. In such cases the front
wheel is mechanically driven; whilst the feet can
actuate the rear wheel in the usual way. In other
cases the engine is put quite close to the ground,
doubtless for the sake of a low centre of
gravity-a feature of some importance with an
engine- driven vehicle.
The centrifugal forces
set up in rounding a corner are considerable,
and a cyclist on an ordinary machine almost unconsciously slows down to lessen them. .An engine
takes no such instinctive measures, and, unless the
power be shut off in time, the machine may easily
come to grief. With a high centre of gravity the
rider has to lean inwards more than when the
weights are low, and this adds to the chance of
side-slip; and side-slip with a motor cycle must be
rather a serious matter.
The motor bicycle made by the Singer Cycle
Company, of Coventry, shown at the Crystal
P alace, is, perhaps, one of the most wonderful
of a wonderful class. The machine is like an
ordinary rear-~ri ving bicycle in general arrangement and outline; but the back wheel, which i~
the same size as an ordinary back wheel instead
of being of the suspension type, has on ~ach side
eight spokes formed out of a dished sheet of aluminium. Between t~ese spokes, which are splayed in
THE CYCLE SHOWS.
the usual manner, IS placed the whole of the motive
THE two annual cycle shows seem likely to be- machinery- that is to say, an oil motor with its
come very shortly machinery and motor-car shows. adjuncts of carburetter, magneto-electric ignition
This year the value of cycles worked by muscular gear, &c. The movements are controlled by one
power, exhibited at the Agricultural Hall and the lever carrie~ up to the handle-bar. In order to get
Crystal Palace, must bear a very small proportion at the machinery-a most necessary provision- the
to that of machine-driven vehicles. Whether this spokes of the wheel are detached from the rim to
is a circumstance to be welcomed or regretted which they are held by screws. The motors are
depends on the point of view. . We, as engineers, 2 brake horse-power, and the bicycle is said to be
naturally rejoice in an extension of engineering capable of ~rav~llin~ at a speed which certainly
activity. To the mechanic a motor bicycle is a ought to brmg Its r1der under the notice of the
thing of interest, for he can appreciate the talent police;. but th~ makers. disclaim any intention of
needed to harmonise the opposing factors of its pro~ucmg a racmg machme ; aiming only at ''good
design. But we can understand the feelings of an serviCeable r?ad '!ork, touring, hill-climbing, &c.
athletic cyclist of the older kind, neither engineer .. . a 200 mlles JOurney uphill and down at an
nor mechanical crank, who looks on the motor average o.f 16 .miles per hour. The total w~ight of
bicycle as a puffing anxiety, fit only for men who the machme IS 110 lb. The motor wheel is also
have neither back, lega, nor wind to take them up fitted to tricycles.
a hill by the pedals.
.A somewhat remarkable motor bicycle, also
Whichever view we take, there is no doubt that shown at the P~lace, was the '' Holden," made by
the motor bicycle puts into the shade all other th~ Motor Tract10n Co.mpany, of Kennington-road.
cycle interests at the present shows. Last year It 1s a very long machtne, with a small back wheel
there was a forecasting of this shadow by the on which the motor drives. The front wheel ha;
exhibition of t en; this year we counted nearly 70 apparently crypto-gear, or its equivalent for the
at the Stanley Show alone, and we should judge foot-pedalling. . The m~tor is a four-cyl'inder inthere was a like number at the National Show. ternal com bust10n engme developing 3 horseNo doubt the boom is on the rising grade, and power. It is placed horizontally beneath the
during next year motor bicycles will be made in frame of the machine-or rather forms a bottom
larger numbers than ever. Much as we admire part of it, and is thus quite clos; to the ground,

The Thorny croft wagons are described on page 771

and illustrated on page 776, to which pages we
refer our readers. who are, however, well acquainted
with the chief features of these wagons.
The Wantaae motor lorry, which had not arrived
on Wednesday in time for inspection, has been
specially designed for rough andsoftroa~s, th~wh~els
being of large diameter, and fitted w1th widemng
rings. The driving wheels are of steel, and revolve on
a fixed axle attached to the main frame by laminated
springs. For driving them therea.reflexible steel-wire
ropes attached to the wheel bosses at one end, and to
an arm connected with the main gear at the other
end. In this way the gear shafts may have fixed
bearings. Steering is on the Ackermann principle,
through a screw and lever. The axleboxes are in
horn blocks, laminated springs being used. A twocylinder engine is used. The boiler is of the locomotive type pressed to 200 lb , but has two barrels.
It is carried under the main frame, and has a
large grate area. Fixed between the two barrels
is an inclined shoot through which coal is supplied
to the furnace. .A small steel drum, on which is
wound 100 yards of flexible steel-wire rope, is
fixed to the back end of the main frame. It is
actuated hy the main engine through worm gearing.
The competing vehicles will b e put to somewhat severe tests between now and the 21st inst.,
when the trials conclude. There are four routes laid
out~ Route A roughly constitutes a triangle, about
30 miles on its three sides, and lying to the northwest of .Aldershot. R oute D is another triangle,
of approximately the same dimensions, to the southwest of Aldershot, taking in .Alton as its southerly
point and Farnham near the easterly apex. Route
B covers another triangle, north-east of Aldershot,
with Bagshot on the north and Guildford on the
east. Route C is a fourth triangle, on the southeast of Aldershot. This has Hindhead as an
extreme southerly point, and includes Farnham
and Godalming, crossing the H og's Back.
Those who know the precipitous nature of the
hills in this picturesque part of the country will
easily understand the vehicles will have no holiday
task, especially if the weather should turn wet.
From December 16 to 21 is devoted to special speed
trials, manoouvring tes~, 3nd rough-country trials;
when, we believe, the vehicles will be asked to cross
ditches and banks, break through obstructions,
and, as one competitor put it, "to go across country
like a weight-ca rrying hunter, and do everything
but jump stone walls." In s ubsequent issues we
hope to give some particulars of the most interesting
of these trials.
In concluding this preliminary notice, we would
like to say a word as to the excellent manner in
which the arrangements have, so far, been carried
out by the Committee. The programme itself is an
admirable compilation, and is got up in so substantial a manner that it will be. likely to last
through the campaign even under trying circumstances of weather. If these trials had taken place
four or five ye_ars ago, the South African War might
have worn a different complexion on many occasions.


E N G I N E E R I N G.
and runs at the comparatively moderate speed of
500 revolutions per minute. This motor, with the
small wheel, enables direct driving to be effected, a
connecting rod going direct to a crank on the back
wheel, and, unlike any other for a similar purpose
with which we are acquainted, is water-cooled; a fact
which accounts for the large tank equipment, which
gives the machine its characteristic appearance.
Elechric ignition is used.
A few tandem bicycles fitted with motors were
shown both at the Agrioultu~al Hall and the Crystal
Palace. The combination does not appear to us a
very happy one. The risks run in tandem bicycle
riding are far greater than those experienced with
single machines. For that reason tandems are
more suitable to young and active persons who
should be able to do their own pedalling. With a
motor on a bicycle the chance of serious accident
is increased, and for that reason alone we would
prefer two single motor bicycles to one tandem.
A point to notice about the motor bicycle is the
reduction of price that h~s taken place, one machine
being marked at 45l., or 55l. for a tandem. No
doubt there is a large field for econon1ies in the
n1 ~nufacture of these machines and their motors if
everything were standardi.sed, and very large numbers were produced, by the best appliances and
with automatic tools specially designed.
Unforhunately, fashion is capricious, and a large
factory might be started at great cost to find
the demand for motor bicycles had disappeared.
We noticed also that there is a considerable reduction in the price of ordinary bicycles, even
amongst some of the most fashionable makers.
No doubt bicycles are generally absurdly dear,
considering the labour and material expended on
them. The makers complain that the agents have
the whip hand, and take by far the larger share o
the profits. If that is so, the makers have only
themselves to blame, for a private buyer can
generally make better terms with the agent than
with the maker. The middle-man in any trade
performs a useful function so long as he does not
demand an excessive sum for his services; but
when he becomes an excrescence on a trade-as
he has, according to some makers in the cycle
trade- it is time manufacturers combined to suppress him. Unfortunately, many of the cycle-making
companies are suffering from the after-blight of
the cycle boom of a few years back, and are so overcapitlllised that they think they must put on a large
profit to pay any di via end at all. Of course, the
view is opposed to sound business principles ; but
sound business principles have had very little to do
with a large part of the cycle trade.
The novelties in bicycles proper were extremely
rare. Bevel-gear drives do not seem to be sweepina
the chain and sprocket-wheel out of the market,
0
as was at one time foretold; though those makers
who took up the cha.inless bicycle appear to
adhere to their former conviction, but generally
6ffer an alternative of ordinary transmission gear.
In this connection one notices the absence of imposing shows by th~ ~mer~can firms. At o?e time
it seemed as if British biCycles were des tined to
take the proverbial '' b9.ck seat."

At the Sta.nley Show the Birtwistle Hydraulic

Jointing Syndicate, of Worsley-street, Manchester,
showed a number of bicycles, the frames of which
are built up without b~azing, the tube-form~g
members being expanded Into the lugs by hydraulic
pressure. We described and illustrated this method
of constructing frames in our issue of August 10,
1900, and are glad to hear it is maki~g hea~way.
Cert11.inly in a delicate steel structure, hke a biCycle
frame resource should not be had to brazing if any
other 'method of jointing can be used wit~ suc?e~s.
The Humber Con1pany have a mechanical JOmt
which enables the frame to be taken to pieces and
the parts packed in a box for tran~por.t.
Spring frames appear to be comtng 1nto vogue to
a certain extent. In some cases the arrangement
takes the form of spira.l ~prings in the tu~es of the
frame ; these being cut and telescoped Into each
other. The "Fle xor" spring frame, shown by
the Crypto Company, is a more highly-developed
arrangement. Here the back forks are ab3ent,
but a short laminated spring extends forward from
b eneath the bottom bracket and is conne?t~d by a
tie-rod to the point where the top bar JOins the
head. The front forks are jointed ~o the front
wheel hub by two sh~rt links, wh10h are h~ld
in position by spiral springs. No doubt anything
that oan be done to prevent vibration will be a
1reat boon to oyolists, for the constant jar, even

[DEc. 6, 1 go r.

with pneumatic tyres, is the most distressing, one case was shown separate. It is a vertical fire.
if not tiring, feature in cycle-riding. Whether tube boiler, the shell being of steel and solid rolled.
an efficient spring frame causes a loss of power, There are 350 !in. copper tubes. The engines
especially when going up hill, as some main- have two cylinders 2-l in. in diameter by 3t in.
tain, is a matter that experiment, or experience, stroke, and give 5 horse-power. Steam is con
must decide. Some m~kers go ou~ of their way densed by an air condenser.
to obtain rigidity ; one firm, exhibiting a lady's
bicycle, have trussed the drop-frame, thus forming
THE LATE MR. WALTER ROBERT
what is really an inverted and somewhat distorted
king- post truss. This frame was supported at
KINIPPLE.
each end where the wheel axles would come, and
BY the death of Mr. Waiter Robert Kinipple,
had i ton suspended from the middle at the bottom which we briefly announced with much regret last
bracket. It was a remarkable example of the week, there has passed away an engineer who by
strength of light steel structures.
his original work, in connection principally with
Two auxiliary devices attracted our attention. harbours and breakwaters, has materially assisted
One was at the Crystal Palace, and is said to have towards the great advance of the maritime inbeen instrumental in making a number of records ; terests of the United Kingdom and of some of
indeed, it has twenty-three times beaten the "world's her Colonies. For quite half a century he devoted
road records unpaced," and, as the advertisement the whole of his time to such work, retiring
states, not by fractions, but by large margins. It is from active duties only some six years ago;
known as the "Bricknell auxiliary hand gear." The but even so, he did not altogether dissever himhandle-bar is made to pivot at the head, so that self from his profession, having since visited Egypt
the handles can be moved up and down in a vertical and Canada to give the Government authorities of
plane with a reciprocal action. A long light con- both countries advice as to harbour works. He
necting-rod is attached to the handle-bar at one continued in satisfactory health up till a fortnight
side, and at its lower end it is attached to the pin ago, when he had a paralytic seizure, and although
of a disc crank,- which has bevel teeth on its peri- he lingered on for a week, he never regained conphery, and thus forms the driving wheel of a pair sciousness, and died on N ovem her 25, at his
of bevel-gear wheels ; the other, or driven wheel, residence in Hove, in the seventieth year of his
being attached to the hub of the front wheel. age.
Both wheels are thus driven and the arms get
Mr. Kinipple was of Danish stock ; one of his
exercised-without being rigidly held all the time ancestors, for instance, constructed, more than 150
- -as well as the legs. How far the pumping years ago, a bascule bridge over the harbour at
action of the handle-bar would affect the steering Copenhagen, which is still known as the Knippel
one c~nnot say without trying the machine. The Bridge. His father was a shipbuilder at Limehouse,
motion must be continued, whether any work is where the subject of our memoir was born on July
31, 1832. He served a pupilage of seven years with the
done by it or not.
The other auxiliary device was shown at the late Mr. J. B. Redman, who had been chief assistant
Stanley Show, and was on the Gibbs Auxiliary for a long time with the late Mr. James Walker.
Power Cycle Company's stand. A number of Parentage and training thus inclined young Kinipple
short tubes are placed in the frame where the in the direction of maritime work. Following upon
luggage-carrier usually goes. These are connected his apprenticeship he served for five years as an
to a long pump, which is worked from the hind- assistant to Mr. Redman, being engaged principally
wheel, and forces air into the tubes. That is the at Gravesend and Greenwich piers, Mowlem and
action when the machine is running down hill, or Oo. 's wharf, and at the tidal docks at Greenwich.
if the rider has superfluous energy to let off, on the He commenced business on his own account in
level, for the working of the pump naturally acts 1858, and the reconstructing of old docks and the
as a brake. When, however, a hill has to be building of new graving docks and wharves in the
mounted, the pump is turned into an air engine, Thames formed a large proportion of the work he
helping to turn the driving wheel. The reversion undertook in these early years ; while at the same
time he was occupied on various rail way works.
is done by the rider from the saddle.
A prominent exhibit at the Stanley Show was The graving docks of those days were almost enthat of the Paradox Variable Gear Company, of tirely constructed of timber, and Mr. Kinipple was
Lincoln. This firm showed a giant model of Wana- largely engaged in their reconstruction, often with
borough multi-speed gear. It consists of an ex- concrete. Amongst those so rebuilt may be menpanding sprocket wheel, in which the rim can be tioned .the docks known as Bull's Head, the King
expanded and the diameter of the wheel increased. and Queen, Tyndall's, and the Prince's, while one
The teeth remain at the same pitch, and there is of the new docks made by him was that of Limetherefore an idle or toothless section in the wheel. kiln, which was then the largest private dock conThe arrangement is difficult to describe without structed. Other works with which he was concerned
illustrations, but the effect is that the gear can be were Dowson's, Lavender, North Woolwich, Horsechanged to any degree within the compass of ex- ferry, and tho Limehouse Docks.
Mr. Kinipple took part in several competitions
pansion of the wheel. A small jockey pulley takes
in connection with the design of public works, and
up any slack chain.
The motor-cars, or locomobiles, of various de- amongst those in which he was successful in securscriptions exhibited at both shows are an important ing a prize may be mentioned the harbour works at
and interesting display. We do not propose deal- Greenock, Jersey, and Quebec. One result was
ing with them at present; partly because we have the commencement of his long and pleasant associaalready described and illustrated some of the most tion with the Greenock Harbour Trustees, ~xtend
important; and largely because a show is a very ing over more than thirty years. He was instructed
bad place to get information. These shows are to carry out the new works, which included the
really bazaars or markets ; and anyone coming construction of the Garvel graving dock; the
without cash in his pocket to spend, and asking only J ames Watt dock, one of the largest in Scotland ;
for instruction, is apt to be looked on as a nuisance as well as the east and west tidal harbours, which
by the attendants ; who, we believe, receive corn- have an area of about 35 acres; and in connecmission based on the amount of business done, and tion therewith he laid down channel-way lines,
not on the amount of instruction imparted to the strongly urging the adoption of fixed lines for
the navigable passage along the river at Greenpublic.
A general observation, however, revealed the ock. Such improvements of the channel were
fact that motor-car building is an advancing arh. subsequently carried out by the Clyde LightDesigners do not now so much limit themselves house Trustees, when they were incorporated, and
to taking a type of horse carriage and putting an their engineers. The relationship in connection
engine in front, underneath, or behind. Some with the new Greenock works was so satisfactory
of t he cars were luxuriously fitted, the seats being that Mr. Kinipple became consulting engineer for
designed for comfort. The half round seat with a the harbour generally ; and the port, with all its
corner back is a great improvement, enabling the facilities, is largely the result of his great experitraveller to move his legs and get a greater range ence. He reconstructed the Custom House quays,
of position. The arrangements for fitting hoods completed Prince's Pier, and a large number of wareand tops to open oars appeared also to be well houses, spending altogether something like a
million sterling. It was at Greenock that he
thought out.
By far the greater part were propelled. b:y oil first introduced his caisson and travelling bridge,
engines of more or less well-known descriptwns. the main feature of which is that, in addition
The steam four-wheeled dog-carts of the American to shutting in or out the water from the
type, shown on two stands at the Crystal Palace, dock, it serves the purpose of a swing bridge
were, however, notable exceptions, The boiler in for ro~d way and rail way traffic ; the deck, by

D rc. 6, 1901.]

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

parallel motion, folding down automatically, so

that t he caisson with its deck can be drawn into
a recess without in any way encumbering the
quay. As the space at several of the Greenock
docks wa3 limited, the advantage of the arrangement was at once appreciated. Two of the caissons
at Greenock close openings each 75 ft. wide, t he
depth below quay-level being 40ft. At t he West
H arbour, again, t he same principle was utilised for a
travelling bridge, with a span 103 ft. long. The site
being limited, precluded the adoption of the ordinary swing-bridge, while t he nature of the substrata
would have made foundations for s uch a structure very expensive. Mr.
Kinipple constructed his
foundations somewhat ingeniously. He drove a
nu m her of bearing piles,
and floated on the top of
them a timber grid, which
was fi xed in position in
about 18 ft. of water.
Owing to the displacement
or air chambers in the
bridge
structure, the
weight on the grid or platform was greatly minimised, and at the same
time the passage of tidal
water into and out of t he
harbour was not obstructed, while the raising
and lowering deck enabled
the bridge to be quickly recessed or brought in to position acro~s the opening.

The cost was only about

one-third of that of a swing

bridge, and the result of

sixteen years' experience
has proved most satisfactory.* As the Greenock
works largely occupied
Mr. Kinipple's time, he
took into partnership Mr.
William Morris, M. Inst.

C.E., to attend to Westminster and other busi'

ness, and the relationship
continued until the death
0f Mr. Morris, in 1886.
Another competition in
which Mr. Kinipple was
successful was that for
plans for the Quebec
Harbour Works; and as
a r esult he was subsequently selected by the
Board t here to carry out
t he works, which consisted
of a wet dock, a graving
dock, and a tidal harbour.
P erhaps the chief departure from existing practice made in this connection was the crib-work
construction adopted in
the wet dock and tidal
harbour ; but as a paper
on this subject was read
to the Institution of Civil
E ngineers by Mr. 'Voodford Pilkington, it is not
necessary to enlarge upon
the subject h ere. t Mr.
Kinipple was also engaged by the Provincial,
Dominion, and Imperial
Governmenta to construct
a graving dock at Esquimalt, in British Columbie., to aocommoda te war
vessels. This dock, built of concrete, faced with
limestone, is one of the mosb substantial on the
Pacific Coast, and has been largely used since it
was completed, about sixteen years ago.
Perhaps, however, the work by which Mr. Kinipple
is best known and will be longest held in repute is
that associated with the solidification of foundations for breakwaters and harbour works by the
* The H arbour Works at Greenock were described in
the Proceedings of the Institution of Civil Engineers
vol. oxxx., page 276.
.
'
t See Institution Proceedings, vol. oxxxix., page 286.

'

clay and loose material, right down to the underlying solid granite rock, . and ~he~ enclosed successive areas of foundatiOn within bags of concrete, filling in the interior with rub~le stone and
shingle, accurately levelled. Into this lo~se mass
of material neat P ortland cement grouting was
passed down from above the water-level, th~ough
iron tubes, to the bottom of the ru.bbl~ and shin~le,
from whence it percolated, res ulting m .th~ entue
loose mass becoming practically mo~ol~thw. On
this was founded the main work, consiBtmg.of ~on
creta blocks, which upon all sides had proJectiOns
and recesses, and thus a
system of dovetailing was
formed ; the joints were
s topped or caulked with
oakum
or
canvas
by
divers,
after which the joints were
run with Portland cement,

and the blocks thus cemented together and,

similarly cemented to
the grouted mass of the
foundation, became thoroughly united. This we

have said was the first exten sive application of the

cement grouting to the

construction of greater
water works, and it has
since been carried out at
several places with marked

s uccess.*
Other public bodies for

which Mr. Kinipple car

ried out works, or by which

he was consulted in connec

tion with works, were :

the Aberdeen H arbour

Trustees, Girvan Harbour

Trustees, Llanelly autho

rities for the Bury
Estuary Works, P oole

Harbour Trustees, the

Yarmouth Town Council,

the Newfoundland authorities in connection with
the laying of 100 miles of
railway, and several other
bodies. In 1891 Mr. William J affrey, M. Inst.
C.E., who had been for
many years chief assistant,
became a partner, and
was associated with Mr.
Kinipple in his later
works. Mr. Kinipple retired in Septem her, 1896,
leaving his partner to continue the work in hand;
but he still found occupation for his active
m ental energy, first in
visiting Egypt to advise
the Government there
wilh respect to the leaks
in the foundations of the
S h u bra barrage, which
were stopped by means of
F1om, P hotog1aph by .Mess1's. Maull and r ox.
btock-r~unming with clay
an cl grouting with cement,
w bile in 1899 he went to
Canada to advise as to the
large graving dock at St.
J ohn's, New Brunswick.
Mr. Kini pple was of an
inventive turn of mind,
and introduced many improvements, n ot only in
harbour works, but in

mechanical
appliances .
,

.
We have already referred

.
,
to his syste.m of caisson.
where the leakage was most pronounced, with the Of equal importa11ce were the improvements which
resulb that it was e ffectually stopped. Another he effected in dredgers. He designed the system
successful instance was in stopping le_aks in the of stern well for hopper dredgers, which obviated
old graving dock at Greenock ; but the first, and the divided bow formerly in use- it was not only a
still one of the most extensive applications of this source of inconvenience, but an obstacle to econopractice, was in t he execution of the breakwater at mical speed. The hopper ladder worked in the well
Jersey, where Mr. Kinipple was called in by t he at the stern, and anumberof vessels were constructed
State authorities to extend the St. Heliers break- to this design ; indeed, it may almost be said to be
water, and to construct the new Victoria landing universal now.
He also introduced a form of
s tage, North Quay, &c., the works costing about bucket constructed of interchangeable parts. Thus,
100,000l. In forming the foundation for the
. breakwater, he excavated through t he sand, ,* See ENGINEERING, vol. 1., pages 437, 515, 616, and 772.
process which he himself called "grouting in
water. " As far back as 1855 he began to take considerable interest in the use of Portland cement,
and its possibilities in con~ection '!it h the COJ.?-Struction of sea works ; and hts attention was dtrected
principally to the advantages which it possessed for
cutting off runs of water undernea~h works, a?d
for stopping leaks, &c. He apph ed t~e pr~o
ciple in many cases; one of the earhest Inta.nces being, about 1860, for stopping leakage
in a cofferdam by forcing n eat Portland cement
grouting between the joints of the s heet piling,

E N G I N E E R I N G.
one. part formed a back, being really parh of the
chain ; ~he . body slipped over. a projecting lip or
two proJecting horns, and was secured to the back
by a couple of bolts; the lip, where the wear is
gt:ea.test, was made separate and could thus be
removed and replaced in a few minutes. The
advantage of this arrangement is obvious. Another
of his inventions had reference to the application
of ga~ for motive power, but space prohibits our
ref~rnng further to the evidences of an ingenuity
whiCh those who were associated with Mr. Kinipple
very soot?- ~ecognised and highly appreciated .
Mr. Kinipple became a member of the Institution
of Civil Engineers in 1865, but did not take
any pronounced part either in this or in other
public bodies. His political creed may almost be
defined by the well-known combination '' Church
and State" ; but, after all, his whole mind was
absorbed in his profession, the only rival being his
love of domestic life; and the family-a son, who
is a barrister, and lwo d9.ughters-have, in their
bereavement, the sympathy of a wide circle of
profession'.'! 1 friends.

illustrated diagrammatically in the annexed figure.

In this A represents a syphon, of which the shorter
leg dips into a reservoir of mercury D, and its lon11er
leg into a small tank of acidulated water E. At the
point where it enters this tank the bore of the
syphon is so constricted that the capillary repulsion
prevents the mercury flowing out under the head
available. If, however, a current is passed through
the mercury frmn B on to the tank E, and out
at C, the mercury, as in Lipmann's electroscope,
tends to follow the current, and as a consequence
droplets commence to flow out in to the acid tank,
and add themselves to the drop of mercury shown
at F. This drop of mercury rests immediately over
a small hole, as shown, this hole b eing in turn so
small that the head of mercury above is just insufficient to produce flow. The additipn of more

NOTES.
THE INSTITUTION OF NAVAL ARCHiTECTS.

TaE volume of the Tnvnsactions of the Institution

of N aval ..A.rch1'teots jo1 1901, which has just been
issued, is a more bulky book than almost any of
its predecessors. This is partly owing to the
Glasgow autumn meeting, and also to the large
number of plates that accompanied the paper on
"United ~tates War Vessels," read by Professor
Biles at the spring meeting. An excellent portrait
of Mr. George Holmes forms the frontispiece to
the volume, and will be much appreciated by
all m emhers. Mr. Holmes was secretary to the
Institution from the year 1878 until he retired
in the spring of this year, to take up an
important positiO'n in Ireland under Government.
To the admirable qualities of its late secretary the
Institution owes its present prosperous condition
in an exceptional degree. The present secretary,
Mr. R. W. Dana, is to be congratulated on the
prompt appearance of the volume, more especially
when it is remembered the large amount of additional work that has been thrown on the exf'cutive

this year. Not only was there the Glasgow Meeting of the Institution, but practically a further
meeting was held by the Institution, which undertook the management of the Marine Section at the
Glasgow Engineering Congress. In addition to
this, there have been recently appointed se"'eral
special committees of the Institution in connection
with investigations of a professional character,
of which that appointed to arrange for the establishment of an experimental tank is one of the
chief. It is to be hoped that this suggestion
will be successfully carried out. Our shipyards
and marine engine works are still the strongholds of our industrial power ; but we cannot hope
we shall here escape foreign assault any more than
in other branches of trade. It behoves us therefore to make every effort to keep the lead we hold ;
and nowhere is the duty more incumbent than on the
Institution of Naval Architects. It is sincerely to
be hoped that me~bers. will see that .t he .-public
experimental tank IS carried to a successful IEsue.

THE ABMORL ELECTRO-CAPILLARY RELAY.

The daily press has recently con~in~d notice~ of

a. system of wireless telegraphy wh1ch 1s now being
developed by Messrs. J. Armstrong and _Co., of
Moorgate Station Chambers, E. C. P endmg the
completion of for eign patents, the company are
not yet prepared to furnish full p~rticulars of
their system and of the transmitter used ;
but we lea.r~ that the transmission is effected
by earth currents. Two steel ~ods connecte~ to
the #terminals of the transmnter are dnven
into the ground. Lines of flow of current proceed from one rod to the other, and these
lines of flow extend, at least theoretically, to an
indefinite distance. It is claimed that by employing suitable currents, a.I. d by using a sufficiently
delicate recE'iver these currents can be detected
and used for telegraphy at a distance of some mi~es
from the transmitting station. The company cla1m
that with transmitter terminals at 10 ft. apart,
and the receiver terminals at a similar distance,
telegraphy is easily effected over a distance o~ one
mile; and with a greater space between the terminals,
much greater distances cal!- be_cover?d. ~he relay f~r
the receiving instrument IS highly mgen10us, and Is

mercury to the little mass above the hole upsets

this equilibrium, however, and for every droplet
adding itself to this mass from the syphon another
droplet escapes from the hole below. In fallin g,
this droplet closes the gap G in a relay circuit,
and thus operates the relay. It will be seen
that this electro-capillary relay, as it has been
termed, is practically non - inductive, and its
patentees are therefore sanguine that it will find
applications to etherial telegraphy as well as
to their own system. The arrangement shown at
H is intended to preserve constant the level of
mercury in D, and is, in fact, a modification of the
well-known " chicken 11 water tank. If the level
of water falls, air enters through the side tube
shown, and allows a supply of mercury to flow into
D from H until the opening to the fide tube is
again closed by the rise of the surface level.
THE FALL IN CoPPER.
Consumers of copper desiring to r eplenish their
stocks should watch the market carefully just now.
At the time of writing, the price of g. m. b.'s and
'' standard " is 55l. 5s. per ton, as' compared with
64l. 17s. 6d. on October 31, 72l. !Os. a year ago,
and 57l. 10s. at the end of 1898, just before the
lights of the Standllrd Oil undertaking turned their
attention to the metal for diversion and profit. The
anomaly is that the visible supply is smaller than
it has been for quite a number of years, being
only 20,570 tons, compared with 28,860 tons at
the end of last y(ar. \Ye cannot profess to
know definitely what are the aspirations of the
estimable gentlemen who have control of the
situation ; but it would be quite unsafe to eay
that they have come to the end of their resources.
This being so, a better e~planation has to be found

[DEc. 6,

190l.

for the heavy Eelling of the past few days than the
one which says that the Amalgamated Company
~olds more metal than it can carry. 'Ve should
hke to see the end of this persistent manipulation
of the copper market, which operates to the detriment of genuine industrial enterprise ; but one
has sometimes to wait for the achievements of one's
desires, and it is not at all certain that the smash,
which is sooner or later inevitable, has actually come
about. To account for the selling, it is asserted
that the combine is endeavouring to fo.rce the hand
of the Calumet and Hecla, which has remained
doggedly neutral all through, and that it is encouraging "bear" sales in order to squeeze later.
Ordinarily, one would expect the Amalgamated to
support the market to keep prices in the neighbourhood of its ideal of 70l. per ton; instead
of which it appears to be actually helping along
the downward movement. This is the suspicious circumstance. Last week one house sold
4000 tons ; on Tuesday of this week 3700 tons
were thrown on the market by othera. It does not
appear that the sellers have, in all instances, held
the copper, meaning that they are "bears" operating in the hope of buying later, for delivery or not,
as the case may be. at a lower price than that at
which they sold. Seeing that the market is quite
unable to understand the designs of the Amalgamated Company, thoee who are selling copper
which they do not possess are treating themselves
to something more than a fair speculative risk. 'I he
exi~ting stock of copper in England and France is
only 11,957 tons, and it would be a simple and
not very expensive matter to bring about a rise
much greater than the recent fall of rather over
10l. per ton- assuming always that the Americans
are not on the point of "busting up." Personally,
we do not think they are in any such desperate
straits ; but it is, nevertheless, conceivable that the
combine may be hard driven. The men behind
it are enormously wealthy, but they must haYe
dropped several millions so far in the endeavour to
keep the market up, and their commitments in
other directions are also on a very large scale.
Altogether, as we have said, the state of the
market deserves the most careful attention of
consumers, who should come to some prompt
decision- based on the urgency of their requirements-as to whether or not it is advisable for
them to buy at the present reasonably fair prices.
It is dangerous to prophecy ; but there certainly is
ground for expecting that if a rise of prices takes
place, it will be a sudden, and probably a heavy,
one. How long it would last is another matter.
NOTES FROM THE UNITED STATES.
PHILADELPHIA, November 27.
THE heavier demand for all kinds of iron and steel
are creating rather acute conditions, and the probability of higher prices in some lines is more probable
than a week ago. The most active product on the
list is ~tructural material for both immediate and
deferred deliverie~. Building operations have la1.terly
assumed very h.rge proportions, and railroad companies are putting very large quantities of material
into bridge-work, as well as in terminal facilities
and stations. The mills are far over-sold, and capacity in most of them is being enlarged. Prices of
pig iron have been advanced . 50 dol. per ton
at Southern furnaces, and from .50 dol. to . 75 dol.
at some Northern furnaces. In connection wi tih
pig-iron production, it may be interesting to mention the fact that stack No. 3 of the Car1 ie group
of the Carnegie steel furnaces a.t Rankin reacbed the
point of 790 tons of iron in 24 hours. This group of
furnaces consists of four. Two weeks ago this stack
produced 740 tons in one day. One of the Duque~ne
stacks reached 753 tons, and the 800-ton limit may be
reached any day. The Sharon Steel Company has just
awarded the contract for the equipment of its great
pipe mill at Sharon. The Jessop Steel Company, of
Washington, Pd.., has just been chartered. The w.<~}.lks
are in process of construction. Four of the incorporators are Wm. Jessop, Sydney Jeasop, Robertson,
and Herbert Hughes, all of Sheffield, England.
The new steel company, which has been talked
about for some time, is moving towards comple
tion, and is now said to be an assured fact. The
new company will, it is stated, include practically all of the big independent companies in the
United States with two or three exceptions. The
new company will pursue the policy of its pre
decessor, the United States Steel Corporation, and
will control its ore and coal supplies and all inter
mediate processes. It is thought that the Ten
Iiessee Coal and Iron Company will be included. It
will possess large coal properties in West Virginia,

..

D Ec'. 6,

1 go 1.

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

which the Baltimore and Ohio Railroad and the

Pennsylvania. Railroad have been trying to obtain. A
meeting is being held to-day in Pittsburgh, and steel
manufacturers from Cleveland, Y oungstown, Wheeling, and other points are present. No large orders
have been placed for steel rails for a. week, but the
mills are loaded up with business as far as their owners
care.
. Quite a stir has . recently be~n made in tin plate
Cir~les over the_ Allis-.Andrew tmplate process, wi t h
wh10~ the Amencan Tmpl~te Company is now experimentlOg. The advantage 1s, so far as the claim goes,
and whioh preliminary tests have made good, that the
present heating and rolling capacity can be more than
doubled, to the saving from that source of 6 dols. a ton.
The packs are r educed to 31 gauge at one heat in five
pasRes,_ and without any opening or doubling in the
opera.t1on. There are other improvements which
make a still further reduction. The process has b~:;en
witnessed by .Mr. H . Herbert Andrew, of Sheffield ,
England, and who sailed last Saturday with the intention of taking further interest in it.
The general situat ion of the iron trade is extremely
satisfacto~y, and the capacity will be strained throughout the wmter to meet the current requirements. The
rail~o~d companies are only biding their time to place
addlt,lo?al o:der~ for. rolhng stock, and the requirements m _th1s d1rect10n a:e beyond anything like an
exact est1mate. The ra1lroad companies are overwhelm~d wit~ traffic, an~ to all_appearances the pressure wlll contmue for an mdefimte period.

MOMENT OF RESISTANCE.
To THE EDITOR OF ENGINEERING.
Sm,-Your correspondent, Mr. A. Symons, must have
taken the formula R = ! from one of two section books
e
publis?ed recently by well-known makers of steel girders,
m whtch they g1ve Mornents of Resistcvnce "in square
inches " ? where, obviously, "Modulus of Section" is in
tended.
If wr~ters of text-books would.a.dopt a. ~mmon system
of lebtermg, there would be no dtfficulby 1n solving these
simple bea.m problems.
Let M = bending moment.
R = moment of resistance.
I = moment of inertia.
f = stress on extreme fibres.
y = distance between neutral axis a.nd extreme
fibres (on which the stress is f).
z = modulus of the section.
l\I = R = f I.
y

"' ,.

I
y

Technical College, Huddersfield, November 29, 1901.

To THE EDITOR m ENGINEERING.
Sm,-With reference to Mr. Diogo A. Symons'c:J letter
re "Moment of Resistance." I should very much like to
know in what text-books M {bending moment) is given
as equal to I .

I am fairly familiar with the majority of modern textb~oks, b~b have never come across tlhis obviously absurd
mlS~ake m any of them, a.nd I should like to be warned
aga.msb ever recommending any in which it does cccur.
With regard to the expression ! , this is usually called
e

the modulus of the section in text-books, the term

"moment of resistance " being used for ! k only.

This, however, is purely a. matter of custom, for in the

Catalogue of Steel Sections, issued by Meesrs. Dorman,
Long, and Co., of Middlesbrough, the expression ! is

o~ed

the ."momen b of resistance " tbroughou b, and thab

bemg S?, 1t would n<?b be a. matter of surprise if this
express10n we~e used m the sa.me ee~se in a text-I:>ook.
I hold no bnef from text-book wnters, but I thmk tba.t
the letter and footnote together is distinctly rough on
these gentlemen, who a.re, on the whole, much more
caref';ll about the accuracy of their la.ngua.ge tba.n are the
praot1oa.l men among whom I have worked.
Yours faithfully,
HERBERT A. GaRRA'IT, Assoo. M. Inst. C.E.
Northern Polytechnic Institute, Holloway, London, N.
Novemb~r 30, 1901.
P .S. - By-the-bye, talking of text-books, why don't
some !lf y_our correspondents read. Mr. Worthington's
~ba.rmmg httle book, " The Dynamtos of Rotation " ? It
~extremely lucid, a.nd would save them a.nd you much
1nk and paper.

To

EDITOR oF ENGINEERING.
SIR,-R~ferri_ng to th~ letter from Mr. Symons on the
above subJeCt m your tssue for this week the formula.
firat stated by him, viz :
'
THE

M=.R= k_ I
e

is, of cour5e, the oorreob one. The second, viz.,

!. is
e

generapy kno~n ~s the modulus of section, a.nd is usually

oa.lled Z. Th1s wtll be seen on referring to such standard

Zc /t = Zc/ c ,

z,

of gravity will be X t = id. Now the modulus of section where ec and re are the distance~! in question.
Apologising for writing on the subjecb.
will be the area of one of tbe3e triangles into the distance
I am, Sir, yours faithfully,
between their centres of gravity, consequently we have
EIHVABD J. M. DA VIKS,
M.I. :rviech. E., Wh. Se.
=(~a,
24, Ha.rrington-square, N. W., November 30, 1901.

i,d)

b d2

6
GYROSCOPIC ACTION AND THE LOSS
The ara3 of the triangles will be in square units, whilst
OF THE "COBRA."
the distance between their centres of gravity will be exTo THE EDITOR OF ENGINEERING.
pressed in wtits, the value of Z will therefore be given in
Srn,-Absence on a journey has prevented my replying
wtits into square wnits, or simply wnits square units. before to the letter of Sir H. Maxim in your issue of
November 15. I beg to apologise to tha.t gentleman for
,(- b - --~
F_ip:~~< b misrepresenting him in the matter of the gyrostatic deflection of a bullet. I assumed that the reason why be
arrived at the wrong direction of deflection was tha.t be
bad ba.ken the riglit couple acting on the bulleb, and
attributed the wrong deflection to tha.t couple; whereas I
now see, a.nd ought to have sean before, that wba.t ha.s led
him to the wrong deflection is taking the wrong couple.
Tne direction of deflection corresponding to the couple
Sir Hiram supposes to exist would be to the lefb ; but the
Ma~y Engineers express t~is in units cubed, or simply ooupl~ reaUy is the other wa.y, because the principal pres(umts)3, bub, of courae, as Will be seen from the preceding, sure caused by the rush nf air against the inclined surface
of the bullet is forwa.rd of the middle point of the length.
the former method is the correct one.
Again, referring to Fig. 2, which repeats the recta.ngular This can be seen in the windmill ea.iJ, which crosses its
cross-section of beam or cantilever, assume an elementa.ry whip nob a.t the middle of its breadth, but at a point
area. of breadth = b_; depth = d, x ; and ab a dista.nce (x) much nearer the lea.<iing edge. Also a. homogeneous arrow
from the neutra.l &XIS z zl. Then the moment of inertia. will nob fly true; it must be loaded in front and retarded
for this elementary area will be {x2 b d, x ) and for the behind.
Thab, however, is beside .the question, which was, Wha.t
whole crosssection.
a.re the forces called out when a revolvin~ body has the
d
directio~ of it~ axis forcibly oha.nged? Tbts question Sir
2H ..Max1m sbuks, as does your corres~ondent "ExperiI ::: x 2 b d, x
cl
entla. Docet." .Am I again guilty of mlSrepresenta.tion if
:l
I pub the matter thus: The question is asked, With bow
rt
ma._ny pou~ds pressure does a g~ ven revolving body pull
-\!
a~ 1ts '!:>earmgs,. the rate of r?tat1on, the rate of oha.nge of
= b :t-2 d, X
duect10n of axts, and the dlSba.noe between the bearings
d
'
being known ?
- ->
~ir H. Maxim a.nd " Experientia Docet" answer :
_ b
W1th the same number of pounds tha.t it would pull if ib
-:5 -~ + -8
were revolving in the other direction, at the sa.me speed
but the opposite wa.y.
'
ud3
Do they really, seriously, think than is an intelligent
1~
answer ?
Now
.Mr. Macfa.rla.ne Gray gives a.n a.nswer to the question,
b d3
2
w1th wha.t I have no doubt is a proof although I a.m
X
12
a,
unfortunately, unable to follow ib. Wh~n these ma.the:
e
maticia.ns ~e~in talking a.boutl indefinitely sma.ll angles,
u
d2
- 6
and quant1t1es va.n.ishing in the limit, I can only
have re~ourse to fa.tth; my reason fa.ils. Mr. C. A.
Matthey s communication IS surely not a. proof, bub a.
which is the s~~ome result as thab obtained from Fig 1
If. we divide. the value of I by the area of th~ ~rose statement ; a statement of fact, perhaps; as be gets the
seotlOn, we obtain the square of the rad,ius of gyration, or same res~lt as Mr. Ma.cfarlane Gra.y, but still not a. proof.
If
exper1~e~t shows tha.t the rate of cha.nge of direction
putting the radius of gyration = p, we get p2 = !. ; so of ~be axts 1s as Mr. Matthe~ puts it, he gives a.n expla.that I = A p2 A being the area. of section : anf there- nati?n of a phenomenon, whtch, as such, is acceptable,
fore I would be expressed in terms of an area ilnto a linear but 1t1 should nob be ca.lled a demonstration.
'' Experien~ia Dooet's" proposition as to the two gyrorncasurement squared, or 11imply wnits squared sq'I.Wire units
any eng~neers term I as units to the fourth power, o~ scopes m a wue frame would have more value if be were
s1mply (umts)4 ; but from what precedes ib will be seen to suggest some means (spring indicators for instance)
tb ~tl the former method is the correct one. Applying by which the. te~sion in one member of tbe frame, and
tb1s to t.he oa-se of the rectangular section, Figs. 1 a.nd 2 the compress10n m the other, caused by gyroscopic action
we obta1n
' could be measured. It is not enough to know that ther~
~no force disp!aoing the frame; we want to know the
2 - bd3
1
1~ternal forces m the frame. I think there is not much
p - 12 bd
d1fference '!:>etween "Experientia Docet" and myself; we
d'l
a.re both 1gnora.nt, but I know my ignorance a.nd be

does not realise his ; I wa.nt to lea.rn, a.nd he doe~ not.

1~

Yours faithfully,
or

(d3

HAROLU H. BROOGH'l'ON.

In the case of the robangular secti0~ (Figs. 1 a.nd 2)

being symmetrical about th~ neutra.l a.XJS, t~e values of
Z would be the same for tens10n and compress10n ; consequently for a ma.terial which has different values of (k)
the stress for these, the rectangula.r section would not be
the most economical form under such circumstances. In
order to effect this, we should have-

where
and Zo a.re the respective modulii of sec~ion for
tension and compression, and /t , f c are the tensile and
compressive s tresses respectively.
For such a. section I would be consta.nt, consequently
the distances from the neutral axis to the extreme fibres
2
in tension a.nd compression should be such tha.tvertex. The area of each of these triangles will be
I
I
z, = - ;and Zc = - ,
(!. b ~) = ~_!! ; and the distance between their centres
( t
ec

then :M = R = f z.
I am, Sir, yours fa.itbfully,

work s as "Machine Design," by Professor Unw in, or

" Graphic Statics/' by S1r G. S. Clarke. The first
formula. gives the resulb in terms of weight or force
into linear measurement, k, tisually written f, varying
according to the material used.
The second formula. gives the result in terms of a.n area.
into linear measurement. This will be seen on referring
to Fig. 1, which shows a. beam of cantilever of rectangular
cross-section of breadbh b and depth d,. The equivalent
areas are shown ba.tohed, and since the cross-section in
this case is symmetrical abou b the neu bral axis z z1, each of
these equivalent areas will be a. triangle having a. base
= b; and depth = ~ measured vertically from base to

cl3)

Z=!

--

a,

'}. ,J3

K. Y.

Ibis nob ab all ~urprising that the rela.tions involved

confuse many el?gmeera, .esl?eoially juniore, who may not
be conver~antl w1t1h the prm01ples upon which the preceding
formul~B ts based. For exam~le, in the trade oa.talogue of
Meesrs: Dorman, Lon~, and Co-4., the value of Z is given
for ve:nous r~lled sectl<?DS! and 18 termed the "moments
of res~sbance m sq~~re monas," whereas the va.lues given
are s1m~ly rnodul'lit jor the sections, and are really expressed m inches into square inches. For the same sections of different material~, the values of Z would be
the same throughout, since I and e are the same
but the moments of resistance would be different i~
~aoh case, beca~se of k, the stresses varying accordlOg ~n t?e ~ater1als ndopted. Coneequently, the value
of Z 1s )ndependent of the material a.nd depends
o~ly UJ?On the cr<?ss-seotion, or geometrical shape and
dtmenstons of theguder or cantilever in question whereas
the moment of resista.nce takes into account th~ kind of
material used, since M = k = I k.

FLOORING FOR ENGINEERS' SHOPS.

To THE EDITOR oF ENGINEERING.
. SIR, -~ sha.ll be glad if any of your readers can ~ive me
mform~t1on ~s to the besb a.n d cheapest form of flooring
for engmeers shops where hght work would be done.
Yours truly,
November 29, 1901.
INQUIRER.

THE ELECTRIFICATION OF THE METRO

POLITAN AND METROPOLITAN DISTRICT
RAILWAYS.
To

THE EDITOR OF ENGINEERING.

.Sm,-I ha.ve ca.refully followed the interesting evidence

g1ven before ~he Ar~itration Court, but still think that
oo!Dpressed au ~ra(}tton offera .so many advantages for the
~a.ilwa.y compames that I aga.m venture to bring the subJect before your readers.
F?r compressed-air tr~otion the present steam Ioco~otlves co~lq be u~ed w~th co~pa.ra.tively slight alteration~, oons1stmg oh1efl.y m boltmg a. high and a. medium.

..

E N G I N E E R I N G.
pressure cylinder to the front covers of each of the
present cylinders, and in substituting stronger tubes for
t~e pr~ent B!lloke-tubes, and connecting them with the
au cyhnders m such a manner that the air could be rehe~ted by means of hot water contained in the present
~1lers. For. storing _compressed air in sufficient quantity for oarrymg a tram round the Inner Circle, I would
use steel ~~sks, and carry them on the tender.
The effiCiency of compressed air is low when the air is
~s~d non-expa.nsi~ely, ~sin colliery machinery; but when
1t IS used expanstvely 1n two or three cylinders and reheat_ed before admis~ion to the cylinders, a v~ry high
effi01ency can be obbamed. If this is done and the air
from the last cylinder i:! exhausted into th~ tunnels not
o~ly will the li~e be worked cheaply, but the tu~nels
w1ll be well ventilated by the exhaust air.
The cost of converting one locomotive and to put down
~ S!lJa~ temporar~ air-compressing plant would be very
m stgmfica.nt. Thts locomotive could be worked on the
line without interfering wi_th the regular traffic, and be
fully tested b~fore proceedmg to build any more. The
whole cc;mvers1on woul_d pr<?ceed gradually, ab a minimum
cost, wtbhout launchmg mto costly electrical experiments; and a-s the public got confidence in the new
system, capital could be raised easily and cheaply.
T~e ~eat want ~f the Underground Railway is good
venttla.t10n, and th18 cannot be secured in any better
way than by exhausting compressed air into the
tunnels, as has been proved again and again in mines
and tunnels. Whether itJ will be secured by Plectric
traction is doubtful, as the conditions in the U nderground Railway are different from those of the Central
L ondon Railway. In the latter the trains nearly fit the
t':l~nels, a~d ~1 ways run in the sa. me direction, driving the
v1t1ated atr m to the upcasb shafts at the stations, where
a.n unpleasant smell often prevails. The tunnels of the
U nderground Rail way are much larger, and trains run
t~roug~ them in b~t~ di~ections, so that they churn the
a.tr up mstead of dnvmg tb out, and thus the main object
of the electric installation m1.y prove a. partial failure.
Your obedient servant,
c. T. ALFRED HANSSEN.
319, Lordship-lane, East Dulwich, S.E., Nov. 27, 1901.

[DEc. 6, 1 gor.

DIAGRAMS OF THREE MONTHS' FLUCTUATIONS IN PRICES OF METALS

(Specially eorwpiled from Official Reports of London Metal a;nd Scotch Pig-Iron Watrra;nt Markeb.)
SEPTEMBER.

N OVE:M.BER.

O cTOBER.

zo

'

'18m
-

.....

-t;j

116

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"THE ARCHITECTURAL SIDE OF

ENGINEERING."
T o THE EDITOR oF ENGINEERING.
SIR,-! am sorry to trouble you again, but in regard to
the curved member of the Forth Bridge, I have just the
sa.me reply to make as in regard to the question of tLe
p :>ssibility of building V a.uxha.ll Bridge w1bh a. masonry
arch. In each case I gave the en~ineer'a own statement.
I had forgotten all about my a.rttde in the Engineering
Magazine, and have no copy of it; but if I used the
words you quote, I said exactly what the resident engineer a.t the Fmth Bridge told me.
I am (though you may be surprised to hear it) an
enthusiastic admirer of the Forth Brids-e, and on two
occasions during its progress spent a. day m going all over
the work, once with Sir Benja.min (then Mr.) Baker, and
once with the resident engineer in charge, whose name I
forget:. On that occasion, standing a.t the ba.Ee of the
cantilever, I expressed some regret that the lower
member was nob carried out in a continuous curve instead
of the s<3 shorb lengths, and he agreed with me that the
app~arance would have been better, but pointed out the
increased difficulty and intricacy of the operations in
modelling and fibbing the plates for a. continuously changing curve; an objection, of course, obvious enough. No
other reason was mentioned to me, and I am convinced
that i~ the real one, and I think a. suffioient one, con~ider
ing the magnitude of the job. That the calculation of
strains would be simplified I can readily undershnd, but
I am quite certain that no engineer would admib that he
could not carry out a. curved member on that scale because
the strain calculations WHa too involved.
You see in both these oases we architects have taken engineers at their own word, lest when we begin to a.r~ue from
their own statements we find they have something e1se
up their sleeve, Sir A. Binnie told the Institute of
Architects that the conditions made a. built granite arch
out of the question for Vauxhall Bridge; hub now we are
told he w~s wrong. I was gi v~n a. reason on the works ab
the Forth Bridge for the treatment of the curved member
of the cantilever in straight sections: now I am told that
is not the real reason. Then I wish engineers would say
what they mean.
I must say that I still decline to believe that the same
word "arch." can be equally applicable to a built vouesoir
arch (which theoretically, and within certain limits practically, could be built without any cementing material
a.b all) and a homogeneous conglomerate in the shape
of an arch, but in which the tenacity of the cementing
material must be one of the most important factors of
stability.
Yours faithfully,
H. HEATR OOTE STATHAl\I.
40, Gower-streeb, December 3, 1901.
[Mr. Statha.m has misinterpreted an engineer's objections to the use of curved struts. The calculation of the
stresses or strains presents no difficulty, hub the bending
strains introduced by the curvature would require ~ddi
tional metal to secure strength. We fancy no arch1tecb
wonld use a. bent column, and the mere fact that a strut is
nob vertical provides no excuse for curving it. Such curvature to the understanding eye, would merely convay the
idea.'that the designer was ignoran b of the firsb principle~ of
mechanics. With respect to Mr. Sba.tham's quota.twn
of the reasons advanced by the resident engineer against
the construction advocated, we are reminded of the navy
captain who bad seven good reasons for not firing a
Ealute. The first being want of powder- no further ex-

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GL.ASGOW HOLIDAY.
'A-FUNERAL OAYOf PRESIDENT 11~ KINUY NO MARKET.

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OCTOBER

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NOVEMBER .
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IN the accompanying diagrams each vertical line represents a market day, and each horizontal
line represents ls. in the case of tin plates, hematite, Scotch, and Cleveland iron, and ll. in all
other cases.
The price of quicksilver is per bottle, the contents of which vary in weight from
70 lb. to 80 lb. The metal p rices are per ton. Heavy steel rails are to Middlesbrough quotations. Tin plates are per box of I. C. cokes.

-planation wa.s called for. The resident engineer in question probably regarded the n:oney question as equally
conclusive1 a.nd was, nob unnaturally, diffident in discussing
the quest10n of appearance with an arch~tecb <"f Mr.
Sta.tha.m's standing. In respect to the Va.uxha.ll Bridge,
the stre~ses in the arch ring are identically the same as if
the concrete were broken up into voussoir blooks, and
cannot be classed as anything but an arch. The tensional
strength of the concrete is nob called upon any more
than is that of the mortar in an ordinary voussoir arch.-

Eo. E.]

= ======

KARAOHI GRAVING DooK.-A new graving dock for

taking small ora.fb was opened on N ovem her 1 by the
Karachi P ort Trust, built to the designs and under the
supervision of Mr. Edward J ackson, ~I. Ins b. O.E., the
port engineer, the work being carried out departmentally.

It is entirely of Portland cement concrete, the entrance,

hollow quoins, sill, dock floor, side walls, and coping all
being formed of this material, in the proportion of 7
shingle and sand to 1 Portland cement ; the hollow quoins
for the keel-posts of the gate being faced with concrete
2 to 1 for an average thickness of 15 in. No stone masonry
of any kind has been used in the work. The g-ates are of
teak, coppershea.bhed. The length over the blocks is
240ft., at coping 261 fb., width ab bottom over blocks
43 fb., and ab coping level 89 fb. 6 in.; width of entrance
50 ft., depbh on sill ab high-water ordinary spring tides,
12 fb. 9 in. The cost of the temporary dam, dock, gat~,
&c., exclusive of pumps, which were available, was
8300l. The work was commenced in June, 1900, and wa'3
carried on at night, at times, as well as day, under two
electric arc lights of 1000 candle-power ee.o~ and took
seventeen months bo complete.
f

D EC. 6'

1 90 I.

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

the organisation, scope, extent, general work, and

results of the great industrial movemen t termed "cooperation. "
The progress of co-operative societies of all classeR
CON~ TRUCTED
BY .MR. JA~IE ' J . OUE T, ENGI NEER, BIR~liNGHA~I.
since 1874 ha-s been remarkable. The number of
members increased from 403,010 to 1,681,342, or in
(F01 Dest;1'iption, see Page 771.)
proportion to population, from 1.2 to 4.1 per cent.
The increase in business t ransactions was even greater
- from 15 millions sterling, in 1874, to 68 millions
Pi!J.15. .,- ---- ..... ,
sterling, exclusive of the extensive banking trans
''
actions of the English Wholesale Society at Manchester.
''
Though t he aggregate is small in comparison with the
''
total British trade, yet it is a notable achievement. .
-4'
,
The majority of co-operative societies are what JS
-Icalled distributive- that is, they are retailers of goods,
I
I
/
I
r,t
..
---.:.. -_..._._ c:_,__
'
manufactured and otherwise. The total number of
1 L--.-L-_::;;;;._,_- r---:~~ v -,--- ; ,I
societies is 1858, of which 1446 a re of t hat class, and
9
/
V
those embrace nine-t enths of the aggregate member\
"
\
0

~hip; but they only accoun t for two t hirds of the total
business t r ansactions. The value of commodities pro
N
duced by co operative societies of various classes
I

I
a mounts to about 11 millions sterling, of which oneI
I
I
thi rd are productions of workshops attached to disI

I
I
tributive societies, one-third by the wholeeale societies,
I
the other t hird by productive societies. Of the latter,
~\-------o::::-:::or--+-:.:..'1'--t he corn-milling societies alone ha ve an output of over
'
-- - - - - - - - - !-----'=!
one million sterling. The growt h of co-operati ve productive sccieties f:ince 1882 hC\s beEn continuous. In
that year there were 16 societies, exclusive of corn
mills, the sales of which amounted to 137, 4 l . ; now
...
259 are repor ted, t he sales being valued at 2,191, 785l.
I
in the year. Of this total value of production about

four-fifths are yielded by the dairying, baking, textile,

boot and shoe, and print ing ind ustries respectively,
in the order given. Most societies of this class allot a

share of t he profits to their employes, on the basis of

earnings-salaries and wages.
,
What are called " wholesale " societies, English and
Scottish, are federations of retail societies, constituted
for the purpose of supplying t hemselves with goods for
sa.le to their members-the federated societies or
branches. The wholesaie, and some of the retail,
societies engage in such enterprises as the provision of
dwellings for their members, insurance, banking, &c ;
other societies of the same class are constituted on
cooperative lines, such as building societies, labour
loan societies, co-operative bank s, &c. The co-operative wholesale also own a fleet of ships for transport.
As any examples from individual local societies
would occupy too much space, and yet not give an
adequate idea of the progres made, the two g reat
wholesale societies may be taken as representing t he
whole. The English wholesale started in 1864, with
50 societies or branches, having a total of 17,545

membera, and an a~gregate capital of 999l. The

Scottish started in 1868, with a capital of 1795l. The
following figures indicate their progress. English
wholesale: Federated societies in 1 70, 209 ; in 1880,
604; in 1890, 941 ; in 1900, 1078. The capital expanded as follows at same dates : 44, 164l., 565,854l. ,
ales, same
1,474,466l., 3,187,945t. respectively.
d ates : 677,734l., 3,339,681l., 7,429,073l., 16,043,889l.
respectively. Scottish wholesale : Federated societies,
&c., in 1870, 103; in 1880, 161; in 1890, 260 ;
in 1900, 288. Capital, same dates: 12,543l, ll0,179l.,
575,322l., and 1,676,765l. respectively.
11.les :
105,250l., 845,222l. , 2,475, 60ll., and 5,463,63ll.
respectively. The English wholesale society has expended 1,980,303l. in land, buildings, fixtures, &c. ,
and the Scottish 847,129l., these amounts being
valuable assets in favour of the societies. The English
wholesale owns seven steamships, acquired at a total
cost of 82, 778l., t he whole of which has been written
off by deprecia tion. They no w stand as an unemcum bered aset, at date value. Both societies own
workehop s for the manufacture of articles required by
their associl,ted members. T hey carry on jointly
numerous purchasing depots in foreign countries, the

produce purchased being imported direct by the

English wholesale. L 9.st year the value of such pro
duce wa~ 4,818,310l. The society owns an estate of
741 acres in Shropshire, for the produce of fruit, &c.
U pou a part of that estate a convalescent home is t o
be established. The Scottish society rents a n e~tate
of 280 acres, devoted to the rearing of live stock for
its aEsociation members.
The division of profits is fixed at 5 per cent. on
FIG . 18.
share capital. Any surplus, after paying that interest and all charges and grants for special purposes, such as education, hospitals, &c., is distributed
I NDU ' rRIAL NOTES.
Now we have, and probably henceforth we shall have, among customers as a dividend on their purchases, the
TuE Labour D"partment of the Board of Tratl~ has an offichl relia ble report, such as the public can refer same as in retail societies, such dividends going to the
just; i~sued a valuable a nd elaborate report on \Vork t o respecting one of the great social and industrial Federated societies. Non-members receive a dividend
men '~ Clloperative Societies. This is the first time movements of l11st cent ury.
0:1 their purchases equal t o one-half of the rate paid
The detailed statistical report is preceded by a care to subscribing members. The 1 cottish society gives a
in t his coun t ry for such an official report to be issued,
though there has been an annual return of registered ful1 y prepared statement respecting the ch ~racteristi cs share of profits to its emplo.res, t he E nglish society
co.operative societies, by the Registrar of ]friendly of t he various types of distributive and productive does not. The methods iu the Scottish society have
'ocieties, as in the case of other registered societies societies, which are grouped into classes ; these are varied from time to time, but employ~s still share the
under various Acts. The l!'oreign Office has from dealt wi th in detail. Other types, such as co-operative profits.
time to time given useful reports on cooperation in build ing, cred it, a nd other societies, are also noticed
Co-operative production is classified under four
foreign countries ; but otherwise the subject has been under their rlistinctive heads. The classification, and heads : 1. Retail. 2 . 'Vholesale. 3. General. 4.
left to the enterpr ise of the so:!ieties themselves t o the information given, will enable the public, or euch Cornmill societies. Production by retail societies
publish records of their progress, extent, and work. as may be interested in the question, to understand has been carried on for fifty years, but no accurate

U IVERSAL AND CUTTER GRINDER.

, ~

#'

---

---

I
I

E N G I N E E R I N G.
records of its extent were available until 1893. At
the present date 616 societies, employing 13,810 persons, ar~ engaged in production. The estimated vt1lue
of the total in the last year given was 3, 906. 385l. The
chief productive work is now by the wholesale societies,
or by specific societies in conne ction with them. The
third class comprises societies formed by persons connected with their own special industry . These manufacture goods for the wholesale societies, or for retail
societies, or for both. There were 132 such associated concerns in 1899, employing 8011 persons, the
total production being valued at 1,573,12ll. In
matters of ca.pital, management, control, share of
profits, &c., they vary, some being hardly different
from private firms. The goods produced, however,
do not go into the general market, but to co-operative
societies, wholesale or retail.
The it:!formation given in this report is very full,
and, as far as possible, compl~te. It is well classified
and arranged. The deta ils are adequate for all purposes. The general public and traders who are
specially interested, are now able to estimate the industrial forces at work in the co-operative movements
of to-day.
Two questions pertaining to labour have been
raised in connection with the renewal of licences by
the London County Council. One was with respect
to waiters' wages and the tip system. The point was
raised upon the renewal of the licence for music and
dancing in regard to the Cafe Monico. This licence was
opposed on the ground that the waiters had to pay 25s.
per week for p ermission to wait, their remuneration
depending upon tips. The Council refused to adopt
the suggestion that the licence be withheld, the
chairman holding that the question could not be raised
in that connection. The other matter arose out of
the dismissal of a man employed at the Shakespeare
Theatre, Lavender-hill, Battersea. The renewal was
opposed on the ground that non-competent persons
w ere employed at lower wages, and that the man was
discharged for the reason that he had given evidence
before the . Newington Committee against the proprietor. The decision to gra nt the licence was upon
the condition th9.t the man dismissed should be reinstated ; but it was further added that the wages
paid to certain persons employed were insufficient to
insure competence on the part of the e mploy es. As
regards the man dismissed, and who is to be r einstated
as a condition of the licence, the curious contention
was made that the question of the falsity of the evidence was not to be taken into consideration. The
chairman, however, "thought i t very material whether
the evidence was true or false. " If the case bad been
put that the Council could not entertain the question,
as they could not re-try the case, the position would
be unassailable. But to contend that the truth or
falsity did not count was indefensible. A man ought
not to be punished for g iving evidence, but the responsibility rests upon him to speak the truth.
The Welsh miners have enjoyed another play-day,
and are now undergoing a reduction in wages of 2-!
per cent. If prices have been kept up by their stopday policy, the advantage does not appea r to have
gone to the m en. The whole position is strange, not to
eay unaccounta:ble. One section of th~ Sliding Scale
Committee dee1des upon a stop-da.y pohcy ; the other
section apparently objects. Threats ar~ uttere~ of
retaliation. A number of summonses are tssued; 1n a
few cases there are fines; in the maj ority proceedings
are eit.ber abandon ed or po,tponed. vVhat, then, are
the real facts of the case ?

The position of the iron and ~teel trades in. the

Wolverhampton district is de~cribed as slack. ~rtces,
with an unimportant exception or two, remam .unchanged, but quot~tio~s are r~garded of a nommal
character, as buymg ts restnc~ed . The deman~s
comiog in from Colonial and fore1gn m.arkets are said
to be steady, but there is a considerable decrease as
compared with a y~ar ag? Black sheets have gone
down in value. Busmess 1n corrugated sheets, hoops,
and strip has been quiet.. _Steelmakers _are closely
pressed by foreign compet 1t1on, steel b1ll?ts from
Germany being on sale at much lower pnces than
home makers can accept. The re is a continual co~
plaint of scarcity and consequent .d ear.ness of ~ng
iron, which is preventing any redu?t10n. m the pr!ce
of finished iron and steel. The engmeermg and al~1ed
trades continue, on the whole, to be ver~ fairly
employed, especially tb~se engaged on _locomotive. and
other railway work, boilermakers, bndge and girder
constructors, tankmakers, and gasholder-makers.
In the Birmingham district a sli_ght improvement is
reported in the iron and steel mdustnes. Makers
have a sufficiency of orders on hand to car~y them
through the remainder of the year. Quotattons a:e
regarded as nominal at present. All stock~ of p1g
iron are said to be exhausted, therefore pr~ces are
firm ; in finished iron, on the other hand, .Prices are
weak in so me instances. The steel trade ts affected

[DEc. 6,

1 got.

severely by German competition. The engineering

and allied branches are moderately off for work, and BOILER EXPLOSION NEAR WAI{EFIELD.
most of the other iron, steel, and metal industries also,
A J!'ORi\IAL invesbigabion has been conducted by the
but some are quiet or slack. The position is not alto- B oard of Trade with regard to the circumstances and
gether discouraging, but not so good as it was a year cause of a boiler. explosion which occurred on March 7, ab
ago.
Agbrigg Farm, near Wakefield, and by which c.ne man
was killed and another seriouely injured. The Commissioners were Mr. Ho ward Smith, barrister-ab-law, and
The posit ion of the engineering trades throughout Mr. Alexander G ray, consulting engineer.
L~ncashire indicates a slackening off in many branches.
Mr. K. E. K. Gougb, who appeared on behalf of the
A lessened weight of work coming forward is r eported Board of Trade, in opening the inquiry said bhab the
generally, and the lists of unemployed members of b:>iler was of the porbable locomotive type, and was of
trade unions increase, though as Je t slowly. The nominal 8 horse-power. Ib measured 8 h. 9 in. in length
slackening off among toohnakers is general, but the by 2 fb. 8 in. in dinmeter, the plates being of iron /'4 in.
leading firms have still a sufficiency of work on hand thick. Ib was made for a pressure of 45 1b., by Meeen.
to keep them going for some time to come ; but new Clayton and Sbuttleworbb, of Lincoln, in 1855, and was
orders of any weight are exceptional. H eavy-engine therefore 45 years old. During its hfe the boiler had
passed through several hands, and in April, 1895. ib was
builders are for the most part slack, and in the textile sold by a Mr. North to Mr. Joseph Lumb, of Agbrigg
machine-making branches there is continued depres- Farm, where ib continued to work until the day of the
sion. Boilermakers have been securing some good explosion. When Mr. North owned it the pressure
orders recently, and a fair amount of new work is carried was 50 lb. on the square inch, and ib was used
being secured by locomotive builders and railway two or three times a week for agricultural purposea.
carriage and wagon builders who are able to comply Various repairs had been made. A new firebox was pub
with r equirem ents as to delivery. Electrical engineers in by Messrs. Clayton and Shuttleworth in 1861; a. new
continue very busy, and t.here are no signs of any set of bubes in 1890 and 1897 ; while in 1900 it was fitted
lessening of the pressure for some time to come. with a new smokebox and new tubeplate. The last
repairs were made by Henry W atson, a mechanic in the
Newer and important developments in these branches employ
of Messrs. Bushell and Sons, engineers, of York,
keep them well employed. In the iron and steel and who, ib was stated, told Mr. Lumb that the boiler
trades business continues quiet; and there is a wea k- was in good condition, and could he used at a higher
ening of prices; low rates are said to have been quoted pressure than 35 lb. if required. M essrs. BushelJ, howfor delivery in the new year. Purchases of pig iron ever, ib was said, wrote Mr. Lumb in 1899 that the
Sire restricted, but low rates tempt some buyers. firebox was very much burnb away, that the boiler should
Quotations are weak in the finished iron branches, only be worked at a low pressure, and sugge..'\ting that
and steel rates vary greatly. The chief feature seems ib should be tested. No nobice, however appeared to
have been taken of this letter by Mr. J.. umi>, who subseto be uncertainty, almost want of confidence.
quently ordered further repairs to be made by Messrs.
Bushell, whose mechanic he told, though nob in explicit
The ra.tes of wages in the North of England iron terms, to repair all that was necessary. On March 7 the
and steel branches, as disclosed by the accountant's boiler exploded. The upper part of the firebox front plate
return, remain unchanged. Prices ruled a little lower ruptured and the crown was forced down bodily against
on the average, but the sales w ere larger than in the the tube-plate, with the result tha.b the boiler was lifted
from its seat and shot backwards aboub 60ft., completely
preceding two months. Employment has been kept demolishing the engine house and a. shed, breaking the
up fa irly well, and the position seems generally to be flywheel into several pieces, one of which, weighing 56 lb.,
ft1vourable. If a larger sale of material goes on, it was bhrown over an adjoining building to a distance of
must mean fuller employment of those engaged in 40 ft. The boiler then re-bound ed and shot backwards in
trades which use iron and steel, especially those in the same direction to a furbher distance of 15 fb., ~artly
demolishing the front of a brick building, and Jandmg in
the engineering and allied industries.
a n upright position. The swokebox was pr(ljected to a
distance of 80 yards, and two men were scalded and otherInvitations ha\'e been issued by the Joint Committee wise injured, one of them fatally. The boiler had been
of the Trade Union Congress Parliamentary Committee examined since the explosion by the engineer-surveyor to
and of the Co-Operative Union to a general conference the Board of Trade, and ib was found that the firebox
on old age pensions. The conference will m eet in wag weakened by the absence of one of its stays and by
Exeter Hall, Londou, on Janua.ry 14, 1902. A large general corrosion and wasting, so that ib wa(not able to
gathering is expected. l\'Iembers of Parliament are withstand any pressure of steam at all. It was quite
invited to be present to hear the discussions, some of worn out and unfib for use.
Mr. Gough then called various witnesses as follows:
whom will, n o doubt, address t he conference. The
Mr. G. S. Rea., in the employ of !viessrs. Clayton and
object is to try and agree upon some practicable scheme Shuttleworth, gave particulars of the construction of the
to put before the country.
boiler by his firm in 1855.
Mr. Kitchen, of Shelbrook Farm, near Doncaster, said
An important injunction was granted in the courts the boiler was in the possession of his firm from 1855 to
at Philadelphia last week, restraining the Building 1889, during which period it had been fitted with a new
Trades' Union from compelling a firm to employ only firebox.
Mr. John Oglesby, who was formerly in the employ of
union men. Not only wore the men r estrained from Mr. North, Orofton Farm, who bought the boiler after
ordering the employers to dismiss non-union men, the last witness had done with it, stated that when be
but from picketing the places where men a re em- looked after it i b was usually worked ab a pressure of
ployed. The injunctions correspond to thoee granted 40 lb., though the safety.va.lve generally blew off ab 50 lb.
Mr. Arthur Dawson, a fitter in the employ of Messrs.
in this COUD try,
Bushell and Sons, engineers, of York, gave evidence as
to the repairs he had made to the boiler. When he reLabour movements and diRputes have been rather placed a. defective tube in September, 1899, he informed
prominent in Italy for some tim e past, not altogether Mr. J. Bushell that the boiler was unsafe on accounb of
without sympathy on the part of the Government. the bad condition of the tubeplate, which was afterwards
The fact is Italian workpeople are badly p3oid, and the replaced by a new one.
Mr. H. H . Bushell, of the firm of Messrs. Bushell and
conditions of employment are also bad. Last w eek
there was a congress of 800 d elegates, representing Sons, also gave evidence ag to various re pairs that had
130,000 labourers, mostly engaged in agriculture, at been made. He was aware for some time thab his brother
Bologna. It is said that the Socialists are leading the had written t o Mr. Lumb in reference to the fir(' box
being much decayed .
movement, and that general strikes are contemplated.
At this point of the inquiry ib transpired that one of
The landowners have become alarmed and are asking Messrs. Bushell's men had tested the boiler by steam to
the Government to interfere.
a. pressure of 65 lb. on the square inch. Mr. Howard
Smith inquired of the la.sb witness if he thought their
The di3pute between the ironmouldtrs of Scotland employe was justified in applying a. steam test to a boiler,
especially of this description, prior to examining the
and their employers, which had ihreaten.e d to develop firebox to see if it was of sufficient strength to withstand
into a strike last week, has been temporarily adjusted the same?
by the consent of the men to postpone action, and
Witness replied that he cHta.inly did nob think the
allow of further negotiations. The demand of the man was justified in doing this.
men is for an advance of td. per hour; 10,000 men
Mr. J. F. Bushell deposed to having written to Mr.
Lumb with reference to the bad stat e of the firebox and
are affected.
boiler g~nerally.J but he did nob receive any reply.
Mr. Joseph Lumb, owner of the boiler, abated in h~s
A Labour Department, not dissimilar to that in
this country, has been established in Germany, in con- evidence bhat Henry W atson, one of Messrs. Bushells
mechanics told him when ab Agbrigg Farm that the firenection with t he German Imperial Statistical Office. box was i~ good condition; that he would have to leave
If the work is done as efiicientJy as in German Govern- the boiler in a safe state because his masters were responment Departments generally, we may h ope to see sible for it ; and thnb bhe boiler, after he had tested it,
some useful compilations on labour questions.
was as good as new.
Mr. Gough thereupon called Henry Watson,, who ad
The Pd.rliamenta.ry Committee are seeking the advice mibted having made mosb of the statements abtnbuted to
of some legal Members of Parliament upon the Taff him.
Mr. M 'Ewen, engineer-surveJor to the Board of Trad~,
Valo case, and other recent decisions of the House of a.bbributed the explosion to over P.ressure of steam, d ue to
Lords, with a view to action in the House of Commons the worn-oub condibion of the holler, and the absence of a
next session. I t is well to get the advice of learned stay in bhe firebox, whereby it was deprived of the neces
lawyers but trade union leadera can, if they will, sary supporb.
:rYir. L odge addressed the Court on behalf d Mr. Lumb,
remove ~ome of the causes of complaint.

'I

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

D Ec. 6, 1901.]

MACHINERY.
I

PUMPING

HYDRAULIC

'

'

r--- --E;~;=J

I
I
I

~-- - r

~-- -

\!

\'-<...../,..

FJC. 1.

~,....+~~ ~,..::t:
, ,~.

i ...

FIG. 2.

~------ - -:;=3f:::3
I
I

~r/

I
I

I
I

r-

I
I

I
I

-f-

~: ~<!..-

..~~--~

-+-11- 1-

k1'\ .

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I

I-

f)
-F t

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I

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lI

"(;if

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'-

11

~~Y

.C
~~'

<-~ ---eso-----+ . -t---850-----+-i

I'
-h

L_!_J

r ~

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L_ . _j

' . l ...-4- - -

L_~_j
-

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t,

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FrG. 4 .
FIG.

3.

'

and submitted that his client was in no way to blame for must order Messr3 H. H. Bushell and J . F. Eushell
the unfortunate occurrencE>. Being a farmer and not each to pay the sum of 15l. to the Board of Trade
a practical engineer, he had to rely on the ad vice of towards tlie costs and expenses of the investigation.
others. and he bad placed implicit reliance upon Messrs.
B ushell and Sons, and Mr. Watson, their employe.
HYDRAULIC PUMPING MACHINERY.
Mr. Gough raplied on behalf of the Board of Trade,
and said the only point to which he had to call attention
H ydraulic P wmpilng Plan ts, Bttilt by the Ber liner Mawas that the boiler, which was more than 45 years old, sohilnenba1(, A ctien-Gesellsohajt, vo1"1nals L . Schu;artzkop:ff. *
had not been examined by a competen t person. Had
Hy FR. FRrnLIOH, Berlin.
Messrs. Bushelland Sons received instructions to examine
I.
the boiler, he thought they would have sent some one else
than the men they did, but there appeared to have been THE demand for treasures hidden in the earth, espeno question raised as to the examination of the boiler to cially coal, being on the increase every year, owing to
the ever-growing development of industry, the materials
ascertain its real condition .
Mr. Howard Smith summed up ab considerable lengbh. bedded nearer to the surface, and therefore more easily
The cause of the explosion was undoubtedly the worn-out worked, become rapidly exhausted. On account of this
state of the boiler. The Oourb could not absolve Mr. the depths of the pits stea-dily increase, so that nowaLumb from blame, because when he purchased the boiler days 2500 ft. are not uncommon. Among the many
at an auction sale he ought to have had it examined at difficul ties encountered when mining in great depths, the
once, and then periodically. It was fortunate for him question how to raise the water properly is one of the
that he appeared to have given instructions to a firm of most prominent. The application of steam for driving
engineer$ to have the boiler examined before the explo- the pumps in the shaft is almost out of the question, besion. He employed a competent firm, and was justified cause of the loss due to the condensation of steam in
in thinking that the boiler was examined. T he explosion the long pipes. Besides, the heat developed in the
was certainly caused by the neglect of Henry W atson, pit by the steam pipes is very disagreeab1e, and calls
Messrs. Bushell's workman. lb did not matter to the for expensive venti 1 S~ting plantg, Another disadvantage
Court whether he was instructed to examine the boiler or arises from the water used for condensing purposes ; it
nob ; for when he did see it he detected tJhat the boiler soon gets heated, and its ingredients adhering to the
was unsafe; and a man competen t to~do extensive repairs, inner walla of the pipes, gradually obstruct tlie bore.
without supervision. ought to have known that the firebox If superheated steam is applied, one can go a little
was then quite unsafe for use. It was clear to their minds farther than with ordinary steam; but in this case, too,
that if he had po~sessed any elementary knowledge of the limit is easily reached. Direct-acting pumps are nob
such work, he had been very negligent in the execution satisfactory for depths of 1500 ft. and more, because
of it, and his neglect had caused the explosion. For that they are very expensive, and besi de~, they render but
neglecb the Court found that his employers, Messrs. little effective work, and require a large space inside and
Bushell and Sons, of York, must be held responsible. out of the pit. Compressed air is scarcely a feasible agent
They ought to have sent some one to see that the work for working the machinery. After all, for an economically
had been properly performed.
working plant there is only the choice between an electric
Mr. Gough, on this finding of the Court, asked that or an hydraulic power transmission. The application of
Messrs. Bushell should be ordered to pay a portion of the electricity for driving subterranean pumps seems to offer
costs of that inquiry. The total of the costs would many advantages, but on oloser examination these advantages fade away. First of all, an electrical1 y-driven plant
nmount to about lOOl.
Mr. L odge also applied on behalf of Mr. Lumb, for is much more delicate, and mustJ be handled with more
On the other hand,
costs, but Mr. Howard Smith replied that he had no care than an hydraulic plant.
power to grant any such costs, but he was agreeable to high-tension electric currents are dangerous for the men
state a case on the point. Mr. L odge, however, did not
accept the suggestion.
* Abstract of a paper read before the Society of German
In reply to Mr. Gougb, Mr. Howard Smith said he Engineers (Verein Deu t.~cher Ingenieure) at Witten.

employed near the conductors. But the most striking

difference is shown if the motor is flooded ; in this case
electric installations will be drowned, while hydraulicallydriven pumps can pump themselves free again, as it has
already happened on man y occasions. They will start
immediately if hydraulic pressure it; admitted, even if
they have stopped for some time under water.*
Another advantage of the hydraulic pumping plant
consists in the fact that ib has a much more useful effect
generally than the electric plant. While in the latter
case the whole power of the engine is tran~mitted by a
crank mechanism to the dynamo, in the case of the hydraulic plant nearly all the force developed in the steam
cylinder is directly transmitted to the piston of the pressure pump fastened upon the same rod, together with the
steam piston.
Therefore the losses due to the friction in the steam
engine are far less in the surface plant. On the con trary,
while using an electric motor in subterranean plant, its
turning movement must be transformed into the to-andfro movement of the pumps, a process which causes much
loss of energy. All these inconveniences are avoided on
applying hydraulic power.
Another disagreeable matter, the careful oiling of all the
moving parts of heavy crank gear~, is most)y done away
with in hydraulic pumping plants.
As to the .history of hydraulically-driven pumps, it
may be ment10ned that as far back as the middle of
the eig~t~entb century, water power wa.s_already used for
transmtttmg the force necessary for movmg the pumping
machines in the mines. The most popular were the socalled "water-column machines,, and amongst them the
constructions of Winterschmidb, Reichenbach, Armstrong
Hentschel, &c., were applied with more or less succe~
in var~ou~ mines in En~land and Germany.
Whtle m these machmes the wa.ter power furnished by
nature was used in a simple manner, similar constructions, with the water furnished by a pump on the surface
of the mine, were applied in places where there was no
nat~ral fa.l l of wat.er.
The K olnische Maschinenbau
Aotten-Gesellschaft, m Bayenthal, Germany, built another
* In a German colliery, for instance, the water rose
35 ft. above the ceiling of the engine-room and the pumps
had to stop for some ti~e ; bu b as the' pressure pump
on the surface of the mme was started, the subterranean pump commenced to work at once and pumped itself
free .

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

PUMPING

[DEc. 6, 1 90 r.

MACHINERY.
--

F1r:.

8.

---- ~ ---------,

- u

- - - - - - - -- - -- - -- --- --- -- - ---1

I
I

I,

----------

L_______ J..

.,

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I

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FIG. D

!
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w =-

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------'---- ---- --~98$- - - - - ------------

----------- JOOO --- -----~- -------

I
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..
phnt, which consisted of a steam engine mounted on the
surface of the mine, and which drove two pistons whose
motion was transferred by water in pipes to two similar
pistons in the min~ coupled with the pump pistons.
But none of all these different constructions have
found general application owing to certain defects difficult to repair and because of their uneconomical working.
The difficulties of working motors hydraulically must
be looked upon from two points of view. First of
all, there is no elasticity in the water. If in a vessel
entirely closed a.nd filled with water, pressure is brought
to bear at any point whatever, the water acts like a. rigid
material, even more unfavourably, as the pressure is
transmitted n ot only in one direction, but on the whole
volume ot water. In constructing hydraulic motors,
great attention must therefore be paid that nowhere is
the cross-section of the conduit suddenly varied. This
would cause a momentary sla.ckenin~ or increase of
the flow of water, whereby the hydra.uhc pressure would
be immediately decreased or increased.
In the ea.rher hydraulic working plants the water
columns ceased to flow at the dead point of the subterranean pump, a.nd had to be set in motion once more.
A second difficulty in the application of hydraulic
motors arises from the fact that the water for the pressure
pumps, which must be free from grit and dirt, is not easily
procured ; in some caseA not ab all. After havi~g been
used in the pump, the water was formerly led mto the
sump, and pumped from here to th~ surfa.oe of the mine,
together with the mine water, so that it had to be renewed
continually.
P1inciples in the Construction Kaselowsky-Prott.-Ib was
the Berliner Maschinenbau-Actien-Gesellschaft, vorma.ls
L. Schwartzkopff, Berlin, who first of all succeeded in
A.voiding entirely all these diffi culties by a construcmon invented by their lately deceased manager, E.

Kaselowsky, and the civil engineer Ptott, in Hagen

The unfavourable rigidity of the water was overcome in two ways. Air. pressure accumulators "ProttSeelhoff " (English patent No. 8329/88, and only
manufactured by the Berliner 1\IIaschinenba.u-ActienGesellschafD), were connected with the pressure ma.in.
Air vessels could nob be applied in those plants, as experience has proved that the air which they contain becomes
very soon absorbed by the water in motion. For the
eame reason it seemed advisable to keep the water
columns in a continual uniform motion. This effect wa.s
gained by the arrangement of a. particular self-acting
valve-reversing mechanism.
In order to avoid continually renewing the pressure
water, a. special return pipe was applied, through which
the water wa-s pumped into a. return tank installed on
the surface of the mine, wherefrom it was conducted
again to the pressure pumps. By this arrangement
it is possible to use always the same pressure water,
which offers two advantages. Firstly, only such water
is absorbed a.s leaks through the joints of the mains;
and secondly, one is enabled to add to the pressure water
a. special sort of oil, easily dissolved in water, wherebr the
pressure pistons, reversing va.l v~, and th~ other mner
parts of the mechanism are oiled directly, and wear is
considerably reduced.
Owing to the high pressure of 200 to 300 atmospheres
(2800 lb. to 3200 lb. per square inch), for the first time
applied in these new machines, the useful effect was very
much increased, and the pressure pumps, pipes, a.nd
reversing gear could be constructed in much smaller

furnished to the movable pressure cylinders Ly the hollow

pressure pistons firmly attached to the bedplate (see
Fig. 3). The pressure cylinders, driving the crankshaft
by the aid of forked conneoting-rode, slide telescopica.lly
upon the fixed pressure pi s~ons, and, a-s they move in the
pump cylinders, they act likewise as plungers. The
valve. rev~rsing ~ear (Fig. 4), arranged separately for
every cyhnder, 1s moved by the common crankshaft
with the result that the preesure water is admitted a.ocord:
ing to the position of the cranks to one or two of the
pressure cylinders.

Dirnensions of the Pwmpi'flg JUachine.

Diameter of pressur~ piston . . . 100 mm. ( 3. 9 in.)
,
pump piSton
. .. 266 , {10.4 , )
Stroke
...
.. .
...
... 400 ,
(15. 7 , )
Diameter of pressure water ad
mission pipe . . .
.. .
. .. 60 ,
( 2 , )
Diameter of pressure water
return pipe
.. .
...
. . . 60 ,
{ 2.4 , )
Diameter of pressure water pipe
between reversing valve and
pump cj linder .. .
...
. .. 40 ,
( 1. 6 , )
Hydraulic pressure
. ..
.. . 200 a.tmos. = 2800 lb.
per square inch
Diameter of delivery pipe
... 280 mm. {11 in.)
Hei~ht to which the water is
ra.tSed .. .
. ..
.. .
.. . 230 m. (754 ft.)
Output per minute
...
... 4.5 c. m. (158 o. ft.)
The co-operating steam pumping mechanism placed on
the surface of the mine consists of a tandem compound

condensin~ steam engine directly connected with a.

SlZeB.
11.
double-aotmg ~,>ressure pump. The general arrangement
We now turn to the description of Figs. 1 to 4, page 787, is the sa.me as m Figs. 5 to 7, page 789.
In the following are given the dimensions of the surfaoe
which represent a three cylinder pump at the colliery Bommerbii.nker Tiefbau, near Witten, Germany. The water is plant:

'

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

DEc. 6, 1901.]

HYDRAULIC

PUlVIPING

MACHINERY.
I

..

F1c;.

FIG.

AlrKvmv/g/or

~~-

5.

'

10.

Sommel6eM!I~
,
.

'

lvf1KM?pr-8$W

I
I

ll

.= ...
,"
;:

' : '

~ :

!1.

"" v J

"'

ilft/ivmv/qlqlf
. . .

.....L.

...

fJ ;~ fo'v lfU~

"

FIG. 6.

FIG.

11.

...

Fro. 7.

'

Fm. 12.
FIG. 14

FI 1 .

13.

. ......
255
\

'

r-t

'

---

Diameter of high. pressure piston

,
low- ,.
,
,
pump piston
...
Stroke
...
...
. ..
. ..
Revolutions per minute . . .
. ..
Dimensions of engine-rooms:
On the surfa.ce . ..
. ..
. ..
In the mine

...

Height

...
...

470 mm. (18.5 in.

790 , (31.1 ,
84 , ( 3.3 ,,
1100 , , (43.3 , )
60
19.8 m. by 7.6 m.
(65fb. , 25 ft.)
8 m. , 4 24 m .
(26 ft. , 14ft.)
5 m. (16 fb.)

Inserted in the main pipe there is an air-pressure

accumulator (patent Prott-Seelhoff). Diameter, 160 and
520 millimetres (6.3 in. and 20.5 in.) respectively, and
200 millimetres (7.9 in.) stroke. A pressure of 20 atmospheres {280 lb. per square inch) is brought to bear upon
its upper piston. The pumping machine runs at a
speed of 65 to 70 revolutions per minute. With this
speed a useful effect of 68 to 69 per cent. was reached
during the contract trial The speed of the pump can be
increased to 75 or 80 revolutions without! difficulty.
In spite of the many advantages, the three-crank pump-

--------- ---- ------- -63C

ing machine did not find general applicatlion, especially

when the two piston pumps (system Kaselowsky) were
placed upon the market.
The construction of the reversing mechanism of this
pump (similar to that applied in Worthington pumps) is
ba.aed upon the principle that all the water columns are
held in a continuous and uniform movement. Out of two
double-acting pumps, worked by hydraulic pressure and
placed close to each other, one moves by a lever gear the
reversing valve of the other. In case t he reversing
mechanism .should refuse to act, a special safety revers.

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

790

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

HYDRAULIC
=

PUMPING

[DEc.

MACHINERY.

"I\

........ ---------------85""
v v-

6, 1901.

I . ------------- - ---- - B'~no

------------ - ~
J V ; -------------

'\

-:s

I
S60
I

15
-.

01)

Ji'ro. 17.

--.I.L

-r-:

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---""'1

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I

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I.
I.

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

391-

!'

'tSO -

t:j

I :

I '

II

C\(1
~

'

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

---- -"'" -----

I
I

~ ... t

....
I

I.

'
I

I
I

II

II

t
I

'\

'

'

I .

'

'\

Fro. 19.

I
I

I
I

'/

I
I
I

~
~

(\l

'l
I
I
I

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I
I
I

I'

'

----- --\:'

I
I

'

FIG. 15.

'

.,

F ro. 16.
ing gear is connected with each plunger, by the aid
of which the reversing valve is pushed into the closed
position, so that the admission of compressed water is
stopped. To prevent both reversing meohan~ms act~ng
against each other, there has been fitted a. spe01a.l sprmg
arrangement to the reversing rods.
As one pair of plungers slackens in its motion, the
other pair is started. By this arrangement uniform
flow of water is obtained in all the pipes, the quantities
of water combining themselvE's in all movements. For
the gen~ral construction of such a planb see Figs. 5 to 7,
page 788. As will be noticed, the steam engine installed on the surface of the mine is directly connected

on both cyli od~r~: The diame~ers of the cylinders are

575 and 900 milhme.t res (22.6 m. and 34.4 in.) respeo- -2000 ttvely; th_e stroke 18 1100 millimetres (43.2 in.). A
d?u ble-a~ting pressure pump <?f. 84 millimetres (3. 3 in.)
piston dtameter, and 1100 millimetres stroke directly
connected with the steam engine, furnishes tha bydraulic
power with. a prestmre of 220 atmospheres (3080 lb.
per square m.). The two plunsers of each pressure
pump are of oast steel, firmly jomed to each other by
crossheads and rod~! a?d working in oast-steel cylinders.
Between the latter l S meerted a forged-steel piece, which
forms the valve-box (see Figs. 11 to 14). The outer
dimensions o_f the va.lv~-box are 630 by_ 670 by 745 millimetres. In 1t there are fitted four pa1rs of suction and
delivery valves. The valve-box has four vertically bored
holes of 220 millimetres (8.7 in~ } in diameter, into which are
fitted the forged steel valves (see Fig. 11). The suction pipe
from the return tank is joined to the bottom of the va.l vebox. All the bore holes are in connection with each other
by sm~ll channels (see Figs. 13 and 14). The pressure
water 1s led from the valve-box through a pipe to the
air - presure accumulator (Figs. 15 and 16) arranged
between the two machine sets. This is a differential
accumulator ; upon the larger surface of i ts piston is
bro~ght to bear the pressor~ of highly compressed air,
while upon the smaller p18ton surfaca the hydraulic
pressure acts. The two plungers have diameters of
1~0 and 520 millimetres (6.3 in.- .and 20.9 in.) respectively, and a. stroke of 2000 mllhmetres (79 in.). The
two cylinders in which the pistons work are firmly
connected by four strong iron columns. From the
cylinders the water is conducted to the admission pipe
in the shaft. The dimensions of the accumulators and
of the return tank, 900 millimetres in diameter and
Fw . 18.
3 metres in height, placed between the two machine sets
with the pressure pump, from which the hydraulic pres- are sufficiently large t o serve also for the second machin~
sure is conducted through the pit to the pump at the set, which has been installed not long ago.
bottom of the shaft. After having worked this pump,
.
(To be oontinued.)
the pressure water is led again into a. return tank on
the surface of the mine through a. special pipe,
pa.rall~l to the other pipe lines.
The water pumped
AMERIOAN CRANES IN EUROPE.-Among recent shi p.
from the sump is raised through another pipe to the
surface. As the general arrangement of the various menta of electric tra.vellin"' cranes made by the N orbbern
plants already executed has been nearly the same, we Engineering Works, of D etroit, Michigan, are three
will confine ourselves to a. description of the plant in cranes to Glasgow, one to BruSdels, and one to Copenthe colliery " Gottessegen," near L ottringhausen, Ger- hagen.
many. This plant consists of two separate sets of pumpTHE NoRTH G ERMAN L LOYD.-The profits realised by
ing machines, the first set having been installed in 1895.
The engine room on the surface of the mine, as well the North German Lloyd in the first nme months of this
as the engine-room below, were built of such dimen- year are returned approximately at 1, 007, OOOl., as compared
sions that later on the second set could be installed. with 1,019,600l. in the corresponding period of 1900, and
Figs. 8 to 10, pages 788 and 789, and Figs. 17 to 19, above, 668, OOOl. in the corresponding period of 1899. The rerepresenting- the plant, show only one set of machines. venue of the company for the first quarter of the year
The followmg are the dimensions of the engine-rooms: will show some reduction in consequence of the poor
On the surface, 20.5 by 10 me tres ; in the mine, 8.5 by maize crop secured this year in tb e United StateR.
4 5 metres by 5 metres in height. Every machine seb of The North German Lloyd is now constructing nine
the surface plant consists of one horizontal tandem com- veesels with a view to an extension of its operations in
pound condensing steam engine, with valve reversing- ~ear the ,4tlantiQ.

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

D EC. 6, 1901.]

791

grooved and bent round, and t he out er conductor t hat filling th e cylinder, and the air for the jet before its fin al
made eit her from a similar strip or from one which has been compressions being derived from t hat compressed in the wor king
d iagonally grooved and is t wist-lapped. (Accepted October 16, 1901.) oylinder. (.Ac.;epted October 16, 1901.)
22 470. 0. A. B e r e nd. London. (J. 0 . Schauer, Wei[ert,
11,214. B. Shoemake r, Philadelphia, U.S.A. Wire Bohlmia.) Fla m e Mant les. December 10, 1900. -An incanC OMPIUtD BY
LLOYD WISE.
l ess T e l egraphy. [1 F (q.] May 31, 1l*Ol. (Convention date, descence man t le for gas light.ing is according to t his inven tion
SRI.ECTED ABSTRACTS OF RE~ENT PUBLISHED BPBCIFIOATIONB J anuary 17, 1901.)- Tbe oscillator employed by the inventor has made from a fabrio knitted on a twill knitter. I t is s tated tbnt
ILs middle spark gap fi lled wi th highly-compressed gas instead of such mant les are stronger, more rigid, and g ive more lig ht t han
UNDER THE ACTS OF 1888-1888.
by a liquid or viscid dielect ric, as has heretofore been usual. n t hose knitted on machines of t he kind heretofore used tor t he
T~e number oj views given in the Specification Drawings u stated
m each case ; tchtre none are ment'Wned the Specification i8 is stated t hat this prorision greatly increases t he rapidity and pu rpoee. (Accepted October 16, 1901.)
regularity of acLion of the emitter. The moving part of the
l on~itudlnally

" ENGINEERING " ILLUSTRATED PATENT

RECORD.

w.

not illustrated.
'
Where inve-ntions are communicated frO? abroad the Names
d:o., of the Communt'cators are given in italics.
'
'
Copies of SpecijicaticnUJ may be obtained at the Patent O.fll,ce Sale
BNilllCI~ , S5, So'!ltllampton Buildvngs, Chancery-lane W.C. at
the untform pnce of 8d.
'
'
The d~te of. th~ ~vert<Ulement ~f the acceptance of a Complete
SJJectficattcnl t.S, tn each case, gwen after the abstract, unles8 tlte
Patent has bee'n. sealed, when the date of sealing <U1 given.
Any perscnl f!lav , at any time witl~in two months from the date of
tl~e adv~rttBement of the acceptance of a Complete Specification,
gtve nottce at the Patent 0{/lce of oppositt'.on to the gramt of a
Patent en~ any of the grounds mentioned in the ..Acts.

GUNS AND EXPLOSIVES.

12,839. J. Whitehead, Flume.
Firing Torpe
does. [9 P ins. ] June 24, 1901. - In under-water discharg -

.l!'tj-1.

ing torpedo-t ube apparatus for ships, and of the kind employing
a gu iding shield to protect the torpedo from a gradually -applied
and t herefore d eflect ing pressure in t he water th roug h which t he
vessel is t ravelling , suoh a s hield being adapted t o open suddenly
when t he full length of th e torpedo i!' ou t of its t ube, accord ing
to t his inven tion t he running out of t he tu be and shield, the fi ring

ELECTRICAL APPARATUS.
18,357. G. E. Bey~Dla, Warrington. Tape-Covered
Conductors. (3 Figs.] October 15, 1900.-In ord er to avoid

strain , and ~h e reby t h e. p~oduct!on of fault'i in the vulcanising

rubber cover10g of electn c-hgh t wtres, suoh faul ts being sometimes

-~ .

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caused. by t he s_pi!al ap\)lica lion. of ~ove ring .tap e, such tape is

accordm~ to t hts mvent10n apphed m a st ra1gh t length with a decoherer is a ball of magnetic material wit hin t he coherer t ube.
folded jom, and is braided immediately aft er leaving t he folding In order to prevent discontinuance in t he indication on the receiv
ing t ape due to t he inter vals between t he radiat ion impulses which
device!f and in the usual manner. (Accepted October 16, 1901.)
constitute a dot or dash sig nal, a condenser is used and disposed
21,144. W. Watson and E. Pre ece, Bradford. in such manner that on interruption occurring , it s discharge
Electro-Motor Starting Switch. [2 .Figs. ] Novem ber through the magnet circuit of the receiver sufficiently retains t he
22, 1900. - In order to provide s witch mechanism for sta rti n ~ any magnetism for the period of t ime t hat intervenes before the next
one or other of a number of elect ric motors and at the same tim e impu lse of the series is received . (A ccepted Octobe1 16, 1901.)
t o regulate, withou t con t rol of t he operat or, the rate at which
11,951. B. Belberger, -Munich, Germany. Maxi
the t~u pply of current to th e motor armat ure is g radually
inoreased, according to this invention when a main switch (u sed mum-Demand Indicator. [1 Fig. ] June 11, 1901. -ln t his
for closing the circuits by which cu rrent is to be supplied to any maximum-demand indicator, marlcing of a recording surface by
means of a pencil or th e like is adopted, and in ordet' t hat the
instr umen t may ser ve t o sh ow the number of t imes t h e d emand
has rieen t o or exceeded a cer tain limit , t he same movement

of the torpedo, t he opening of the shield and its subsequent wi Lh

~rawa.J t ogether with suoh ot her operations as are incidentally
involved are all perfor med au tomatically at p rop er inter vals of
time following t he fi ring impu lse. Hydrostatio p ressure is utilised
t o open t he shield and also to run t he t orp edo tube in, at the same
time closing and bolt ing t he shield, as soon as t he pressure of t he
air which ser ves to eject the tor pedo is released. (.Accepted
Octobe-r 9, 1901.)
20,108. L. B. Taylor, Birmingham. RUle-Sights.
[6 Pigs. ] November 8, 1900.-Accordiog to t his invention long
range sights for rifles comprise on t h e slide of t he ordinary back
sig ht an ex tension t hrough which an orth opt ic sight orifice is

.Fig. 1.
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drilled, togeth er with an ext ra tore-si~h t, preferably of shaded

type, and situat ed and t u rning upon the fo re end of t h e bar rel at
t he end of t he stook, and foldable in su oh manner t hat the fore
sight , wh en not in use, is prot ect ed wit hin a. slot in the small end
of the stock. (.Accepted Octobe1 16, 1901.)

one or oLher of the moto1s) is shifted into position to close t he

circuits, t he current su pplied to t he a rmat ure t raverses a resista nee or series of resistanoes, at t he sam e time bringing a small elect ric motor in to action so as to operate a sliding contact bar by
which the resistance in t he circuit is gradually diminished and
fin ally eliminated. When t he main switch is opened, t he slidinll
contact bar is retur nt>d to its original position by sprmg force or
"ravity. (Accepted October 16, 1901.)

which actuates t he indicat ing arm in one direction, is also caused

t o eO'eot a small t raversing movement of the recording surface. The
invention is limited in t he claim to apparat us " in which t he regist ering pointer, style, or ar m is actuated by a body which is expanded by t he h eat g enerated by t he current to be n1easured ,"
and " for the purpose of continuously re(listering the maximum
quant ity of cu rrent. passing." (.A r.ceptcd October 16, 1901.)
I

GAS ENGINES, PRODUCERS, HOLDERS, &c.

18,340. C. D. Abel, London. (D iesel ltfoto> Com pany,
.thtgsbnrg, Germany\
Method of Working Inte rnal
22.316. W. J. Glove r, St. H el e ns, La.ncs. Cable Combustion Motors. [1 .lt ig. ) October 15, 1900.-This inven
M a l dll f' [5 1 igs. J December 7, 1900.-0omparatively rigid tion apparently applies more espeolo.lly to that type of oil eng ine
in which compression of the charge is carried to a point at which

20,187. A. N. Smith and A. Smith, London. RUle

Back-Sight. [4 Pigs.] November 9, 1900.-A laterally ad
justable baoksigh t for rifles according to this invention comprises
an internally-t h read ed ai~ht-wheel rotat able upon a screw on t he

slide and preferably p rovided with a. scale and micrometer mar k

ings on t he sight-wh6el to indicate t he extent of its removal
from the cen t re. The invent ion appears to be limited to V
si gh~. (.Accepted October 16, 1901.)
21,245. Sir W. G. Armstrong , Whitworth, and Co.,

Limited, and G. Stuart. Newcastle-on-Tyne. Me

cba~cal Primers. [6 Figs.] November 28, 1900.- This in

ve!lton has for ~ ts o~jeot to p rovid e improvements in mechanical

pr1mers for use m ax1al vent guns, and more especially for h eavy
guns where the shock in closing th e breech is great. To insure
that th.e s~riker of the primer shall not be thrown forward by
severe JOltmg or rough usage, such as might occu r when closiug

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t he laten t beat rendered sensible under t he said compression is

eufficient to fi re the combustible. and accord ing to t his invent ion
clrctrio cables are according 10 t his invent ion made from. un- a_ir only is ~ rawn into the <'y linder and compressed , the combusd i"icted conductors formt>d of inctented st rip. In the cable Jllus-jll b_l e being mt roduced. at _the mo~c n t the \)lsto~ reaches lhe end
tJI}ted ~)le central cocd uct(>r is l)l!\de rrorp f\. stlip or atrip3 or JtS lmq u (l t ravel1 by a Jet of ru r more h1ghl) compnBSed thnn

th e breech-block of a g un, a oonicaJ metal cup is interposed

between t he striker and t he d etonator, which cup, so long as it
retains its form, keeps the striker from being thrown fo r ward.
The st.rength of . th e cup to .r esist de~ormati.on can be rt>g ulated
(to sm t t he reststance rfq utred) by mcreasJDg or d ecreasing t he
t hickn ess of t he meto.l. I r; is stated that when t h e point which
is to be forct>d ngainRt. the d etonator is carried insid e th e metal
cnp, as ebown ju ~h e d rawingP, t he cup for ms a ver~ efficietJt gae

792

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

[DEc. 6,

1901.

check . to pr_event escape of gas through the axis of the primer ; d!Splaced metal "into the walls of the hole puncbed," comprise screwing in or out of the screw the poker is adjusted. The
~he pomt m1ght, however, if preferred, be carried by the striker e1ther a hollow punch and a solid bolster, a solid punch and a
screw may be looked by a pinching screw or pin inserted from
1ts~lf and pass through a hole formed through the rear end of the
one side or by a second screw behind it, with preferably a larger
res1stance cup. (Accepted October 16, 1901.)
hol~, through which the key tor screwing up the first screw may
.Fi;J.I.
be mserted. (.Accepted Octobe1 16, 1901.)
21,627. N. Ceipek, Vienna, Austria. Explosive
~ompoun~. Nove~be! 29, ~900.-Ammonium nitrate explo~tves accordmg to tb1s mvention have great sbatteriog power
VEHICLES.
Imparted to them by the addition of tri-nitro-phenol. The
19,'1'11. J . E. Thornycroft, Chlswtck. Motor
" exciter " p~eferred is aniline nitrate, and it is stated that a
Wagons. [8 Figs.] November 3, 1900.- In a motor-propelled
safety explosive according to this invention, ar.ad possessing the
road vehicle, wherein the motor is mounted on the springsbatte!ing power of dynamitE', may be compounded from t he
supported frame of the vehicle, and the main driving wheels of
followmg:
the vehicle ar e rotated through a toothed wheel and differential
Ammonium nitrate . .
..
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. 80 per cent.
gearing that surround the axle of the said main driving wheels,
Aniline nitrate .
.
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,
aud are driveu by a toothed driving wheel operated from the
Tri-nitro-phenol
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motor through a flexible connection (such as an intermediae
Accepted Octobe1 16, 1901.) .
shaft and universal couplings), according to this invention, oom.

12.617. A. A. da Silva, Rio de Janeiro, Brazil

Explosives. June 20, 1901. (Convention date, February a

1901.) Accor?ing t~ this inven~ion guanidine is used in explosive~

and IS combmed wtth such acid or oxygen containing substances
as are otherwise used in the manufacture of such materials. One
~eh e~ plosi~e, picrate of guanidine (C6 H2 0 H (N 0 2)3 0 NS H6)
IS obtamed . m . t.be form .of small crystals or of very floe yellow
po\yder wbtcb. IS almost msolubl~, and the preparation of which,
1t 1s state~, IS not attended wttb danger, whilst the resulting
compound JS stable, easy to keep, burns slowly in the air, is not
exploded by s~oc~, an? has _the remark.able ~roperty ol being
oapabl~ of aesomatton w1tb sahne combustives(mtrates, cblorates
&c.) without danger of reaction between the ingredients, '' tb~
mixture preser ving an absolute insensibility to shock in the case
o! nitrates." By the combination of guanidine with nitric acid
mtrate _of guanidine (0 NS H6 N 03) a orystalline, flexible, stable
non-dehqueecent, and neutral safety explosive is obtained, which'
when heated in an open vessel, melts first and afterwards burn~
briskly without smoke or r esidue and with no production of
corrosive or irrita.n t gases. This product being soluble in cc alcohol
etberised with common ether or with acetic ether," can be intimately mixed with the nitro-oelluloses, the combination of which
it retards and which by it are r endered insensible to mechanical
shook whilst r etaining their sensitivene88 to detonation. (Accepted
Octobe1 16, 1901.)

HYDRAULIC MACHINERY.
17,494. W. A. Doble, San Francisco, Cal., U.S.A.
Impact Water-Wheels. [8 Figs.] October 2, 1900.-Tbis

invention relates to impact water-wheels, and according thereto

a r egulating nozzle designed to furnish a very solid jet comprises
a jet piece having convergent edges towards the orifice, and a
m ovable, flexibly supported, self-centering core of elongated form
adapted by means of a lever and slide to be used to regulate o;

bolster having a bole of smaller size than the punch, a solid

punch and a solid bolster, or two solid punches. (Accepted
October 16, 1901.)

--

Fr.g.2 .

MACHINE AND OTHER TOOLS, SBAFTING, &c.

17.738. W. Bolroyd, Rochdale. Lancs. Dirt-Picker.
October 6, 1900.-The tool shown in the drawings is
intended to remove the greasy dirt which accumulates between
the spindle and the bolster in mule or other spinning machines.
The tool is applied with t he bent prong inserted underneath t he
cp.ked dirt, the straight prong serving to hold t he refuse and to
[2 Pigs.]

bined with two toothed wheels is a holder wherein a toothed driv.~ .

ing wheel is mounted to rotate, and which Is mounted on the said
axle and so connected with the said spring-supported frame that
the toothed driving wheel will be maintained in gear with the
toothed wheel, and will either be prevented from turning around
the latter wheel or will be caused to turn only to a very small
extent around such wheel, durin~t" vertical movement of the
prevent it from slipping up or along the spindle whilst the dirt is spring-supported frame relatively to the axle. (.Accepted October
.
being broken by the bent prong. The complete (final) speoiflcation 9, 1901.)
terminates with the following claims: "Firstly , that with
MISCELLANEOUS.
t his improved tool the work can be done both quicker and easier.
Secondly, that it saves the necessity of stopping the mules.
17 711. H. Grist, Borsham, Sussex. Wind Motors.
Thirdly, saves straps and bands and makes better work." (.A ccepted [11 Figs.] October 5, 1900.- ln this horizontal wind motor
October 16, 1901.)
" wings" are mounted in pairs on horizontal rotatable shafts
and are adapted to open and close by wind force, overfold

TEXTIIE MACHINERY.
4244. Brooks and Doxey, Limited, and W. B.
Cook, Manchester. Cap-Bars. [2 Figs.] February 27,

'

1901.- This invention is designed to provide for the securing of

the loose fingers of cap-bars to the ring spinning, roving, and
other frames upon which they are mounted in suob manner as to
permit of the more perfect and r eady adjustment of the said
loose fingers which, according thereto, are secuted to the supporting bar by a triangular key, by which they can be held in any

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to stop the flow of water. The core is shaped as shown in the

drawing in order that it may not militate against the solid formation ot the jet. The buckets on the wheel may have cc curved
slots" in their outer ends, through which the jet can pass, there
being a depending wedge in the middle of the slot designed to
split the solid jet into two parts which impinge full on the
hollows ot the double bucket in rear of that which is causing the
splitting. (.Accepted October 9, 1901.)

MINING, METALLURGY, AND METAL

WORKING.
21,052. S. Frank. Frankfort-on-Main, Germany.
Case-Making. [4 Figs.] No~ember 2~, ~900.-;Articles such
as cartridge oases are made accordmg to this mvent10n by means
ot a punch and die, both formed with clearance above the punching hoe. The die has a central hole, and the punch n projection
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ing under exce88 of pressure to the desired extent should the wind
be too higb, a resilient yielding device being provided in combinaposition without the necessity of their being provided with slots. tion with each wing shaft in order to allow of this. (.Accepted
The supporting bar is made by rolling or otherwise with a con- October 9, 1901.)
t inuous flat, and the fingers are drilled or bored to fit the bar.
20,268. W. Racbler, Vienna. Splicing Machine
Into each finger is driven a triangular key, one side of which Belts. [2 Figs. ] November 10, 1900.-Leather belts for power
rests upon the flat and the opposite angle or edge of which en- transmission are according to this invention cemented or r1veted
gages with the interior of the finger socket and embeds itself
therein, thus flrmJy securing the finger in the desired position.
(.Accepted October 16, 1901.)

4245. Brooks and Doxey, Limited, and w. B. Cook.

Manchester. Ring RaU Adjuster. [4 Figs. ] Feb
ruary 27, 1901.-This invention relates to improvements in the
poker or bar by which the ring rails or ring spinning or doubling

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

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fitting therein and adapted _to pass. through a hole in the 91~nk and
to enter the hole in the die prevtous to the punch stnkmg the
\.
blank in order to insure contraction of the punch, and the produoti~n of a case having walls of uniform thickness. (Accepted
October 16, 1901.)
frames are raised and lowered. In the lower end of the poker
21 053.
Frank, Frankfort-on-Maln, Germany. foot is inserted a grub screw without any projecting end or
MetalPunchiDg. [10 Figs.] November 21, 1900.- lo order head, but having a square or angular internal socket to receive
to punch boles of regular character in metal plates, means, ac- a pquar e or angular key, by which it is screwed up or down. Tbe
cording to this invention, and adapted more or less to press the end of the poker in tbe foot rests upon the screw, and by the

s.

together, and in order that strains may not be excessive on the

joining cement or pins the joined ends have corrugated junction
surfaces. (Accepted Octobe1 9, 1901.)

UNITED STATES PATENTS AND PATENT PBAOTIOE.

Descriptions with illustrations of inventions patented in the
United States of America from 1847 to the present time, and
reports of trials of pat.ent law cases in the United States, may be
consulted, gratis, at the offices of ENoiNBBRINO, 35 and 36, Bedford
street, Strand.