Académique Documents
Professionnel Documents
Culture Documents
20,
471
E N G I N E E R I N G.
1893.]
TH E TOWER BRIDGE.
(Conc luded from page 449.)
Fig .11Z.
Fig.11a
Fig.108.
........................
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---
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[OcT.
E N G I N E E R I N G.
472
HAMILTON,
20,
r 89 3
EXPOSITIO~.
OHIO,
U.S.A.
THE
ENGINEERING CONGRESS
CHICAGO.
(BY
AT
Metres.
Length over a.ll
. ..
...
.. .
... 36.5
,
on water line
.. .
. ..
. .. 35.0
...
. .. 4.316
E xtreme water line breadth
.925
Draught
...
. ..
.. .
.. .
. ..
Depth from lowest point of bottom
(outside) to gunwale of ehronitw
... }.965
E N G l N E E R l N C.
473
HENNEBERG,
Pig. Z.
Fig . 1.
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centra courses of planks others were laid, probably joined to t he first, the butts likewise
securely fastened. Then, at intervals of not more
than 1 pechus (ell) == 422 mm., holes were bored
edgewise through at least two planks, into which
well-fitting treenaila were hammered.
Slight
curv~s
474
in the main a discussion only to be understood by
following the complete l ine of argumen.t, S? that
the following extract must serve to descnbe 1t:
" The diagram of B ona cg.n be employed n ot only
under the same conditions as that of Moll and
~1ontety, but it has, besides, a clearness a nd simplicity that render its use spec:any advantageous.
S enor B ona has explained its uses and advantages
in a carefully prepared and lengthy ar t icle published
in the 'Bol ctin del Circulo d e Maquinistas d e la
Aramda,' of date November 15, 1873, since which
time its use has become general for our m en-ofwar. The reader will undouLtedly be glad if we
e xtract from t h is article so much as may be necessary to gi vo a clear understanding of it for the present work, with the changes made necessary by
substituting t h e d iagram used by the author for the
frigat e Sagunto for t hat published in t he article.
" The sinusoidal diagram has a num ber of disa l vantages ; as, fi r3t, it gives the rectification of an
arc instead of the arc itself, which, besides failing
t o sh ow clearly the adj ustment of the valves when
studied by it, d oes n ot sh ow on the diagram the
angles corresponding to the arcs, which is precisely
what we most wish to d etermine; second, two
curves mus t be dra wn t o sh ow the travel of the
'"alve in the ahead and in the backing motion ;
finally, as these two curves are very similar in form
to that of the p iston travel, and as they all t hree
intersect n ear the centre of the diagram, it is alm9st
impossible t o avoid mistaking one for t he other.
"These disadvan t ages disappear "hen the
circular and elliptical diagra m is used, and to draw
which t he data are taken in p r ecisely the same
manner a for the sinusoidal, with the single except ion that for th e origin of the arcs passed through
by the crankshaft it is m ore convenien t to adopt
t hat position of t he engine corresponding to one of
the d ead points (or extreme throw) of the val\e."
The next paper, entit led "The M echanical
Theory of Steamship Propulsion, " by Mr. Robert
Mansel, of Glasgow, was also a mathematical
treatise. The tests of various sh ips were given, and
the author showed that the Lepanto, Vesuvius, and
Chicago had the same relation of power a nd speed,
althouo h th e results were reached by different
formu~re. Other ships of war were also cited, a nd
diagrams were given. This paper was discussed
at some length, and was followed by one called, "On
the Influen ce of Oil on Waves at Sea,u by Mr.
W . J. ~1illa.r. secretary of the In stitute of Engin eers ?.nd Shipbuilders in Scotland. This paper
began by det)lili ng the valuable experiments made
by Mr. J ohn Shields in the harbours of Peterhead
and Aberdeen, where pipes were laid below the
surface and oil pumped through them. The repor t
of experiments made Ly a committee of the Royal
National Lifeboat Instit ution states :
" In some instances paraffin was uEed , and gave
satisfactory results as compared wit.h other oils, but
WE:' should prefer the others named.
'' I t was found that in modera.te breakers or surf,
the force of which a lifeboat could disregard, but
which would endanger the safety of small open
boats, its effect was most marked and benefi<;ial.
" The break or crest of such waves was entirely
'killed ' when it reached the space under the influence of the oil ; but on m ore than one occasion,
with the oil having this effect, when a rather larger
breaker than the surrounding ones rose, it h ad no
power, and the boat, crew, gear, &c., were smothered with a mixture of oil and water, inst ead of, as
one inspector puts it, ' good clean salt water. ' ''
This wa.s followed by records from ships' logs
showing the advantages and effects of oil during
storms, and a memorandum from the British B oard
of Trade was given a 1 follows:
'' 1. On free waves, i.e., waves in deep water,
the effect is greatest.
" 2. In a surf, or waves breaking on a. har,
where a mass of liq uid is in actual m otion in
shallow wa ter, the effect of the oil is uncertain, as
nothing can prevent the larger waves from breaking
under s uch circum~tances ; bu t even here it is of
some serv1ce.
'' 3. The h eavies t and thickest oils arc most
effectual. R efined kerosene is of little use; crude
petroleum is serviceable when n othing else is obtainable ; but all animal a nd vegetable oil~, s uch
as waste oil from the en gines, have gr eat effect.
" 4. A small quantity of oil suffices, if applied in
such a m ann er as to spr ead t o windward.
" 5. It is useful in a ship or boat, both when
running or lying to, or in wearing.
" 6. N o experiences ar e related of its use when
E N G I N E E R I N G.
[OcT.
2 0, I
893.
hoisting a boat up in a sea way at sea, but it is conditions being when running before the wind and
hiO'hly probable t hat much time and injury t o the in lying t o. He had known of cast?r oil .being
bo~t would be saved by its application on such used to calm the surface so as to obta1n a n e w of
OcT.
2 0,
E N G I N E E R I N G.
1893.]
FIG.
1.
FIG.
2.
4i5
is very inter esting that the direction of the
earthq uakes is generally at right angles to the
mountain side, as if the sides moved like the
sides of a roof hinged t o i ts ridge. Earthquak es
are so frequ ent in Japan t hat chemical balances by
Oertling and by Bunge could be used as indicators ;
at t imes, any accurate q uantitative work, as well as
astronomical observations, become impossible.
The list of earthq uakes for February, 18!)3, numbers 101. These earthquakes have the nasty habit of
snapping, by their horizontal reciprocating motion,
walls and piers at the base. N ow Professor Tats umo
has calculated the proper section for such structures,
and built walls, and Mr. C. A. W. P ownall, M. I. C. E.,
has constructed brick arches for the bridges of the
Usui Pass, some 110 H . high, which as yet have
ans wer ed very well ; these piers t aper in curves
from the base upwards.
M AGNETI C OBSE RVATI ONS.
An abstract of the r eport of the B en Nevis Committee was given by Dr. P eddie. The pressure
curves for clear and foggy weather are quite distinct. Between 7 P. M. and 4 A . M., fog pressure is
higher than with clear sky, and attains its maximum at midnight; between 5 A . M. and 6 P.l\1. fog
pressure is lower, the minimum being about noon.
During anticyclonic periods, the temperature
difference between the observatory at the t op and
a.t the foot becomes less ; occasional1y a higher
temperature is registered at Ben Nevis. When the
anti-cyclone gives way, the temperatures assume
their normal difference. These alterations can be
brought about by a fall of temperature at the top,
or a. r ise at F ort William, the temperature of the
other observatory nmaining stat ionary. The int erpretation of these observations seems to promise
important conclusions.
T EMPERATURE OF SEA AND AIR IN 'I'HE CLYDE
SEA AREA.
E N <.; I N E E R I N G.
(OcT.
20,
1893.
'
FIG.
1.
THE
FIG.
2.
1832.
--
--
t
~6
FIO. 3.
T HE
(I
CAl\lP BELL,
11
FIG.
1837.
4.
1837.
["
'
- - -
--
:
\
F 10. 5. TH .I::
''1\iAZEPPA, "
1837.
Fra. 6.
1844.
OcT.
477
E N G I N E E RI N G.
20, 1 89 3]
EXPOSITION
.
COLUMBIAN
CAR
WHEELS;
FOR
CHILL
CONTRACTING
THE CANDA
CONSTRUCTED BY 't'HE ENSIGN MANUFACTURING COMPANY, HUNTINGTON,
WEST VIRGINIA.
Pig.S.
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. Fig. G.
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E N G I N E E R I N G.
h ow any one could question the presence of hydrogen in our atmosphere ; had members never
smelled gas 1 Of course, the coarse methods of
chemists might be unable to detect hydrogen.
There was no distinguished chemist present t o take
up the challenge. If we are not mistaken, however, the absolute absence of hydrogen from our
atmosphere is not orthodox.
(To be continued.)
COMBINED
'
[OcT.
20,
1893.
~NUlN.t!;EH.lNG, OCTOBER
20, 1893.
LOCOMOTIVES
A T
EX P 0 S I T I 0 N.
UOJ~OMOTIVE
WORKS, DUNKIRK,
N.Y.
r-----
--
GREATNoftTIIER~ I
-~
FIG.
1.
-~
1'~N WHEELED P ASSENGER Loc OMOTI Vl: .I"Oit THE LAK~ SHom~ AN.u MwwGA..'I SouTU&l<N It.utw.u .
T wELV&-Wae.tLJ:: D
LocoM01'I V~
24.
. .
--
'
'
--
~
~":...,;...--f:t:l .~... ~
~ -~ ,
E'
F rc.
~-IG. _
1
2.
-A..'I.O
~10. 5.
--
'l 'wo-l:YLINO EK ComouNo F R taGa r L ocoMOTI VE I-'OR THE L AKE SHORE AND M ICHIGAN SouTllBRN RA ILWAY.
EIGHT WHEELED PASSENGER Loc oMOTI VE }'OR rHE CINCINNATI , ELMIL'rOl', A.SD DAYTOl\ RAJLROAI.I Colll'Al\ Y.
------....,...
l!' IG.
6.
.r.----------------------------
3
'
Oct.
20, 1 893.]
479
E N G I N E E R I N G.
r'
------
Fig. l .
Engine.
8 6
",
16 0
25 1!
17
18
113,600
88,500
25,000
,
,
"
ft.
Cyli nders.
lD
, exhaust port . .
..
,
Metallic piston and valve packing .
Wheels.
10.
". .
16 by
11
16 ,,
17 by
Fig. 3.
Fig. 4.
Fig. 5.
112,000
74,000
38,000
166,000
136,000
20,000
J02,000
7(},600
25,600
46 8
62 0
9 8
15 6
25 a
8 0
8 0
22 8
18
26
24
24
"
,.
71
47
Diameter of cylinders
Stroke of piston
..
Size of steam port
I I
166,000
102,000
16,000
48,000
36 9
15 0
1!l 0
36 9
lb.
engme ,
..
,
Fig. 2.
1l
17 by
1&
17 " 3
17 ., 3
J erome
U.S. Co.'s
Sullivan
68
36
63
73
aa
ao
Fig. 6.
147,000
130,000
17,000
46 6t
50
20
18 and 28!
26
24
13 and 22
26
H . P. piston vat ve
18! by lt { H. P. 16 by ~i
L. P. 20 ,
2~
18! " 8
{ II.P. 16 , 8
L.P. 20 ,, 5
J erome
J erome
56
33
4i
-
36
r1
6i
-36
Belpaire
180
68
,,
l lf
No. 11 B. W.O.
208
11 7
21
114
32
3! to4
11511,
;
i
25.3
177
1,419
1,596
T ender.
Weight (working order)
Water capacity
.
Fuel
.,
..
65
33
6i
in. wide.
LP. 20 by 2.
H.P. 4 in. wide.
{ L. P. 20 by 6.
U.S. Co.'e.
Swing beam
, t
li
1!
Swivelling
,,
ports
Krupp No. 1
Belpaire
B\:lpaire
Wa~ton type
Wagon type
. Wagon type
Description . .
..
..
180
180
180
180
lb.
180
Working pressure
..
58
68
62
68
52
in.
Inside diameter
..
..
!
i
~~
Thickness of barrel plates ..
,
, tli
!
. No. 13 B. W.Go No. 18 B. # .0. No. 12 B. W.G. No. 11 B. W.G. No. 16 B. W. G.
Thickness of t ubes . .
..
226
250
186
260
202
Number
,
..
..
11 7 ~
13 10
12
11 1
ft.
13 l Oh
Length
,
..
..
2
2!
2
2
2
in.
Diameter
,
..
..
102
1H
96
102
96
,
Length of firebox
..
..
32
32
34i
32
42
Width
,.
of water spaces round fire
3! to 4
3 to 4
3! to 4
3i to 4
a to 4
boxes ..
..
..
..
in.
Thicknrse of plates in fire boA
{>~
ls
sheet ..
..
..
..
in.
;
i
Thickneas of tu beplates (firebox) "
t
i
t
t
,
,
lsmokebox),
i
:l
25.3
2a
22.6
2ij
22.6
Grate surface . .
..
. . sq. fr .
192
112
133
144
123
Firebox h eating surface
.. ,
2,035
1,168
1,372
1453
1,462
Tube
,
,
.. ,
18
19
23
18
Arch tubes surface . .
.. ,
2,227
1,298
1,624
1620
1,603
Total heating surface
, ,
12 in. in diameter,
56
28
-
Boiler.
16 6
16 6
23 0
Allen paper
BROOKS
8 0
13 8
23 1 ~
Krupp No. 1
Steel
Paige, steeltyred
Swi velling
Swing beam
Front,
radial
bar
.
.
Rigid
cen
t
re
Description of truck ..
BY TilE
..
lb.
.. gals
0. tons
71,600
3,700
6
2600
4!
STUD LATHE.
ON p age 4 72 we illustrate a screw machine exhibited
a t the Columbian Exposition by the Niles Tool vVorks
Company, of Hamilton, Ohio. Its capacity is for
screws from g in. to 1! in. in diameter; the dies will
work up t o 2 in., and with the lead ers, threads can be
cut up to the full size of bar the m achine will take.
The spindle is 4i in. in diameter, with a front bearing
6! in. long, and has a hole 2 t 6 in. in d iameter through
it. The cone ranges from 14 in. to 7 in. in diameter_
and has four steps for a 3!-in. belt. Both the cone and
face gear are loose on the spindle, and are driven, the
one by a friction, and the other by a positive clutch,
connected to a sliding hub working on a feather on the
spindle; the friction clutch obviates the shock incident
to s tarting the spindle at a high velocity, the motion
being gradual, while the p ositive clutch on the face
gear insures steadiness of motion under heavy strain.
The turret is made to revolve and lock automatically.
The point at which the revolution of the turret takes
place is adjustable, and is indicated by a gauge at the
front of the turret slide. The carriage has a power
feed operated from the back feed shaft, independent of
the motion obtained by the leaders. An oil pump is
fixed to the side of the machine, and is provided with
a safety valve whereby all excess of oil is returned to
the tank, a nd the pump is allowed to continue work ing when the drip cocks at the tools are closed.
71,000
4,200
8
82,000
4,000
8
71,500
3,700
6
75,000
4,000
g
00
....
:1~.1.
.....
.... - --------
~-
___
"----~ ---
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'
'
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to
.,.
- ... ----------
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.,.
.
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12
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ld
72
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r-.
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1':'
-= IT
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F F ~
t>= F=
J=
t:
1=1
Pt1.4-.
Cross Sect1on A. B.
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h
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cq~~~,--------------------,
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I .................. .......... .. . I
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(
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OcT.
E N G I N E E R I N G.
20, 1 89 3]
the machine.
We will now ascertain the horse-power necessary to
obtain the reaction or sustaining force of 515 lb.
The formula is as follows: W :
2
-;..
550, where W is
..
27
____,_ _
::
--
.-
--
-----
-.
- -
--
--
=----
--
-- .
- ..
'
-------- ----~-
- _
.J
s.c:Ot~r.t<TCO 11_!-i~
;:;..--
- -----
,~---;~~~~~~~~-~-==~'-----~
- ~~-~----~-----~----- - - -- " ----_,
_
_.
.
,
.
. . - - =---- --'1
abl~:
second.
~~.; G = 515 lb. reaction, the same as in the
first example ; but now the energy that the air takes away
with it in its downward motion is only half, thus
2764 X G~ .
' h 18
. 28 ,
uf"4 X
gtves the h Orse-power, \V h lC
550
It will be seen at a glance the great ad vantage gained
by acting upon a great weight of air per second. As
shown abo\'e, 1382 lb. of air acted upon requires 5.6 horsepo~er; 2764 _lb. of ~ir acted upon requires only 2.8, the
weight sustamed bemg the same in ea.oh case.
'rhis estimate of power required is irrespective of that
lost by Diction, &c.
The necessity for giving a downward motion to so great
a vol?me of air. per second having been shown, the
questiOn now arises as to the most efficient method of
performing this ':"ork. The only plan worth consideration
ts the one by whtch aeroplanes, or surfaces acting at an
angle a.r~ propelled in a. horizontal directio~.
Experimenters who have adopted this principle may
be divided into two distinct classes : firstly, those who
employ a few aeroplanes of great width and length;
secondly, those who use superposed surfaces of enormous
length and comparatively very little width in the line of
motioD;. The pr_incipal expon~nt of the large wide a.ero
plane IS Mr. H1ram H. Malum, and the author of this
paper is the exponent of the long and extremely narrow
su rfaces.
We will now consider the relative efficiencies of the two
syste'lls, and will take first the large wide aeroplane. The
particles of air on being struck by the under surface near
the front edge are deflected downwards, due to the angle
thus, in order that the following portion of the aeroplan~
should do its fair proportion of work, it must be curved
downwa.~ds, thereby presen.tin~ a greater angle, causing
more resistance, and necess1tatmg a greater proportionate
expenditure of power the wider the surface.
Another disad vanta.~e accruing from the use of one or
more large aeroplanes lB that very little work is done by
the outer ends, M the air, instead of being deflected
downwards, escapes into the partial vacuum formed above.
~hen extrem~ly. narrow su!faces are employed, the
action on the air 18 totally dtfferent to the foregoing.
In the first place, the particles of air struck are free to
follow the natu~al _law that the angle of reflection is equal
~o th~ angle of mCidence, therefore the downward motion
1s twtce that due to the angle of the surface struck. It is
this highly efficient action of the extremely narrow sutfa.cea
that gives them such a great ad vantage over the wide aero.
plane; also there is the additional advantage that there is
no loss a.t the ends.
E N G I N E E R I N G.
[OcT.
20,
1893.
ESTIMATING THE MEAN EFFECTIVE . If more steam is passed through an engine by increas the diagram-factor is a good deal affected by the rate of
mg the pressure or the speed, the back pressure will expansion, being
PRESSURE IN PROPOSED STEAM EN- usually
rire, and the value of the diagram-factor is
.69 for 4.82 expansions
GINES.
ab on~e affected. I have found, bowevQr, that if a
To
THE
Eurron ot-
ENGINEERING.
p 1 (line 4) : 60.98
.6966 Pt , 36.38
m . e.p. } 15. 45
(line 13)
Pig.2.
Fig.1
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{ 4- CXPANSJONS.
...,.---:itc-
4-<10 RYS.
. 77 , 10
,
.83 , 15.55
"
Fig. 3, however, shows that the effect of the revolu
tions upon the diagram-factor is so small as to be negli
gible. For
400 revolutions E = .69
..
300
"
= .706
200
,.
= .72
or, say, . 7 as an average ~alue.
I am disposed to attribute the slight reduction of E
with increasing speeds to the influence of wire-drawing.
I have not been able to determine the law by which the
rate of variation of E with different expansion ratios is
governed, but, fort unately, in most engmes of the same
type the expansions at full power are the same, or nearly so.
Since E is scarcely affected by the revolutions, but in
creases with the expansions, if an engine is designed with
the proper diagram-factor for full power, and the same
factor is used in estimating the lower powers, it follows
that any error will be on the safe side.
The que~tion naturally arises whether b and f are
affected by the size of the engine, other things being
similar.
So far as I have tested this point, the reply is in the
negative.
Messrs. Willans kindly gave me particulars of the triala
of two similar engines, one of 100 indicated horse-power,
the other of 350 indicated horAe-power. Their design waa
not quite the same as the engine described in Mr. Willans
paper, the ratio of cylinders being different. Both had
the same value for b, and allowing for a slight difference
in expansion ratio, both had the same diagram-factor.
If preferred, the results could be plotted as in Fig. 4,
which is the same as Fig. 1, with the data transposed;
b is here read cff to the left of zero, instead of below it.
Yours faithfull~
C. H. W INGFIBLD.
Lingard H ouse, Chiswick Mall,
September 26, 1893.
'HJO KCVS.
I
I
12 .6 lbs.
~:
~ I
If) I
~.
100 RCVS t 72
.300 REVS t 70'
~ 4-00 RCVS 69
Pig.4.
'
Fig.3.
}. 1
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10
10
JO
p lS
l&s
I
I
Actual mean
~-- b--~--efTectlre--;;re.Ssiifi~- -~
Turning to Fig. 1, the theoretical absolute mean pressures for each experiment- t aken from line 2 in the above
Table-are plotted along the base line, measuring from 0;
and over each of these pressures a perpendicular is erected,
the height of which represents the actual mean effective
p~essure (see the last line of above Table) as found by Mr.
Willans in his trials. A straight line drawn through the
spots at the tops of these perpendiculars intersects the
vertical line drawn through zero a1l a distance below
the base marked b. This distance, measured on the same
scale of pressures a-s the rest of the diagram, is what I
have called the virtual back pressure, and it ap~ears to
be singularly constant for a ~iven class of engme. In
this engine. non-condensing, It measures 12.6 lb. per
square inch.
The ratio p A of the sides of the triangle P. A. T.
PT
gives the value of the diagram-factor E, which is in thiS
ca.se. 77.
It is in terestin~ to examine the effect o.f expansion
ratio and revolutiOns on band E, and for th1s purpose I
have prepared Figs. 2 ~nd 3.
.
In Fig. 2 the revolutiOns are constant-400 per m10ute
-but the ratio of expansion va.ries from 4.82 to 15.55.
Each do1l represents a trial of a conden~ing compound
engine and the lines drawn through them converge upon
a point corresponding to a virtual back pressure o_f 3 _lb.
per square inch, which is thus constant through this w1de
range of varying conditions.
In Fig. 3 the expansions are 4.82 tbroushout, and the
revolutions vary from 200 to 400 per mmute. I have
omitted the epots, as they are so close together as to be
confusing.
.
.
Here again the nrtual back pressure 1s 3 lb. per
square 'inch througbou1l, notwithstan~ing th~t the ~peed
varies in the ratio of 2 to 1. Referrmg agam to F1g. 2,
*Minutes Proc. Inst. C. E., vol. xciii., page 182.
Ocr.
20, 1 89 3]
protection to enable them t o inter est capitalists or manufacturers in their ideas. Bub nearly all inventors would
trenuously object to be forced to complet e their in ventions
before obtainin g a protecting date-, because of the g rea.t
d ifficulty, nay, almost impossibility, of securing entire
secresy during the construct ion and trial o f the invention.
T he advantages of prov isional protec t ion are most
solid and substantial, by n o means vitiated by any of the
objections brought forward by :.M r. \Vise. The only
d an ger introduced by the provisional specification appears
to b~ that due eo possible n on -con formit y between the
provision al and the final specifications , but this danger is
more i maginary than real, as the courts alwa ys incline to
a fair expansion of t he p rovisional.. in the com plete; and
with th e most moder~te care on the part of the p a ten t
agent the re should be n o q uest ion whatever as to the
entire conformity of the t wo parts of the s pecification .
If this be the only objection Mr. Wise has to urge against
the provisional spectfication, the n it seems to me an
entirely insig nificant one.
W ith regard to the officia~ ex~mination as to n.ovelty
of subject -matter, Mr. Wtse very correctly dascerns
serious objections to the me-thods at presen t adopted in
Germany and America., and he proposes a. sys tem intended to overcome these objecttons. In my opinion,
~1r. \Viae's prop osals on this matter also are fraught w ith
danger to the inventor, and I would much regre t t o see
t hem carried into effect. H e proposes a n official examin ation and a repor t by the Patent Office to the applicant,
laying before h im su.c~ speci fica~ions ~ a.re s.upposed by
the exam iner to antactpa te the mvent10n cla.tmed . The
in ventor is not to be r equired t o m od ify his claim in view
of the antici pa t ions unless h e so d esires, a nd the p a tent
is to be granted wha t ever th e opinion of the Patent
Office may be as to n ovelty, but the inw.n tor i s to insert
in his specification a reference to such anticipations, and
a statement that h e ma k es h is cle.im n otwithstanding
them.
d 1catmg
'
exam mer.
N o altera tion in our patent laws would, in my opinion,
prevent expensi ve and lengthy p a t ent a.otions. At present a large portion of the time of our courts is wasted
because of the want of special t echnica.l knowledge in our
judges, and consequently both ~ides p~oduce sci~ntifio
evidence intended to educate the JUdges 10 the part1cular
industry under discuesion . :Mos t of our judges are apt
and a ble pupils, who readily and carefully understa~d
the technical matters brought b efore them, but a. certalD
amount of time is inevitably lost in the educational process,
which, it appears t o me, mi~ht ~e overcome ~y having
specially trained j udges f? r sc1ent1fio and te~hmcal cas.es.
Scientific experts of emmence, such as S1r Fred6r1Ck
Bramwell and Mr. J ohn Imray, would make e xcelle nt
judges of patent matters, b efore whom ca.ses wou!d
reoei ve the most rapid ~espa.tch; b~ t, e~ort of a change m
the education of our Judges, 1t 1s dtfficult to see how
patent cases are to be c ut shorb.
Mr. Lloyd Wise:s id ~a., that clai~s made _in vie w of
specificat ions s~bmttted by the offi01al exammer w? uld
shorten proceedings by limiting the scope of the clatms,
seems to me q uite untenable in view of ~he ~ell-known
procedure in patent cases. Why, all sp e01fica.tlons fought
1n the court at pre~enb have their claims carefully limited
by comparison with previous sp ecification s. No prudent
person or firm brings an action on a. patenb without employing competent pa tent agents t o make a thor~>Ugh
search as to validity of the claims made in the ep~ctfi ca
t ion, and if need be lim iting the scope of the cla.uns ~Y
amendment. This accounts for the fact that fe w sp eclfi
cations appear in court. b~fore ame ndme nt ~f claims.
I n cases within my knowled~e all the cl~1 ma have been
excised except that on~ on wh1ch th~ confh c t was to t~ke
pla.ce. It is a ma tter . of ex~reme dtfficulty. to deter~me
the meaning of a plaan straightforward clatm made m a.
specifica tion when minute <'riticism. is ~rought to bear
upon it and I ha ve before me a spec16ca.tton- drafted, by
the way by Mr. Lloyd Wise- which was th e subj ect of
legal ex~mmation a sh ort time ago ; a. claim in this specifica tion recei ved n o fewer than four dis t in c t and separa te
meanings by .the lea.dine: exper.t on on~ s ide, a. scientifi c
man of the h1gha..~t poss1ble emtnenoe; mdeed, I may say
one of the most distmg uished scientific me~ in the world .
H is probi ty and honour ate b ey ond quest1on, and y et he
managed to read into that claim four dis tinc t and separate
meamnga.
.
.
With regard to the extenston of the grounds of obJeC
tion, Mr. Lloyd Wise's proposal prac tically amounts t o
the addition of two ne w g-round s of ob jection t o the grant
of a patent : (1) The pr1or publication c f a fu!J description of the invention; and (2) the prior pubhc user of
the invention. N ow I think these alterat10n s also most
objectionable, as they would gen erally provide a. patente6
E N G I N E E R I N G.
with all the trouble of a p atent ac tion at the very threshold
of hie e xistence as a patentee. lb is so open to qu estion
as to what is publ ication of the same invention, and as
to what is, or is not, p ublic user of an invention,
that e ndless lit igation would r esult, and the patent law
would speed ily become on e means for the attempted
crushing of trade rivals.
U nde r th e p resent law, p atent ac tion s in the main only
occur regardmg valuable and sueoessful inventions, so
that if a. pa tentee has the trouble and ex pense of an action,
be has generally sometbin~ substantial t o fight for.
U nder Mr. Lloyd Wise s proposed la ws, a.ll patentees
would praC'tically have t o fight a. patent action withou t
having s ufficiently tried t hei r inven t ions to fully understand the points of a d epa rture made by them.
If the opinion of inv entors be required, I do n ot doubt
but that all, with hardly an exception, would protest
against Mr. ' V iae's prop osed alteration.
Y ours truly,
D UGALD C LERK.
18, S outhampton-buildings, C ha.ncNy-la.ne,
L ondon, W .C.
- . -
19 :;I
NAILMAKING MACHINERY.
T o THE E mTon OF Ef'c iNEEBINO.
S tR, - Can any of your readers oblige us wi th the names
and addresses of makers of mac hines for making horaenails, latest improvements ?
H. L. ~I. AN D Co.
Birmingham, October 17, 1893.
e=================
THE AMERICA CUP.
T o TRE E DITOR oF Ef'GINEERING.
SIR - In your issue of the 13th inst . Colonel J. T.
Buck~ill, in an interesting letter on this subject, raises
a point of great importance t o the designers of racing
yachts which are intended to compe te under a measurement rule based on any combination of the length and
sail area., as in the case both of the present Y .R.A. rule,
and also of the American rule of measuremen b. The calcula
tions he puts forward, however, tend to ehow merely that
the scale of time allo wance adopted by theNew Y ork Yacht
Club d oes not sufficiently penalise an increa.se in the
. . length" as gtven
.
by t he f ormu1a L. W.L. + S .A-
"sathng
2
Colonel B ucknill's suggestion that the length and sail
area. should b e fix ed and the same in both yachts would,
if adopt ed eliminate from the contest the problem which
should before any other, exereise the skill of the designer,
namely the de termination for any given tonnage or
" sailing length " of the best ratio between the two
factor~ length and sail area. The essential point appears
to be th a t the "sailing lbngth "of the com{>&ting yachts
sh ould be fi xed and the same, thus obviahng the intro
duc tion of any scale of time allowance, which ~ust be to
a. great ext ent e mpirical. In order t~ show the tmportance
of d etermining the bes t possible rat10 between the length
and sail area and of keeping in view the particul.ar measurement rule iX: question, it wi~l be found by ~a.kmg Colonel
Bucknill's figures for the sa.1l area, and takmg the le ngtha
on L. ,V.L . of Vigilant and Valkyrie as 8.6.~ and 86.8
resp ectively, that the" sailing length " of Vt~ilant works
out 96.3 ft., as against 93.5 ft. for the Valk~rt.e, or an ~x
cess of 3 p er cent. only on the part of the V1g1lant, while
.
( L W.L. x S.A.) work out 162.1
t h e Y . RA
. . ra t mgs
\
6000
and 145.2 respectively, or an exceas of about lli per cent.
on the part of the Vigilant. These figure~ ehow1 first,
that the British rule of mea.surem~nt penahse~ sa1l area
to a greater ex tent than the .Amer1can rule, as 1s also ap.
parent from an insp ection of the two ~ormul re ; a.nq,
secondly, that the result of the ~ecent sere.s of . competitions might have b een different 1f th~ effectt ve s1ze o~ ~he
competing yachts ~ad been ascertatned by the Br1t1eh
instead of the Amen ca.n rule.
Yourt~, &c .
DA VID ARCHER.
,V.
J.
WOLFE
BARRY,
00
ENGINEER.
'b
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Fig .104.
Fig.107.
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OcT.
20, 1 89 3]
E N G I N E E R I N G.
NOTICE.
The New Cunarders u CAMPANIA" and .. LUCANIA ;" and the WORLD'S COLUMBIAN
EXPOSITION OF 1893.
The Publisher begs to aunoUDce that a Reprint ta
now ready of the Descriptive Matter and Wuatratioas contat.Ded lD the tuue of ENGINEERING of
AprU 21st, comprtatng over lSO page, with utue
two -pace aud four stngle page Plates, printed
throughout on peclal Plate paper, boUDd 1D. cloth.
gUt lettered. Price 6L Poet free, 88. 6d. The or41nary edltion of the luue of AprU ilat 1a out of print.
'
street. Oordon o.nd Gotcb, Limited, Queen-street.
PBY8JOAL Soc~utn.-O ctober 27.
1 . "On Air.Core Transformers," by Mr. E. C. Rimiogton. 2. Two exper iments b~ W.
NOTICE TO AMERICAN SUB CRIBERS.
\Ye beg to announce that American Subscriptions to EsorN&BRINO B. Croft, B. A., "On the Rings and Brushes m Or.rstals," and
mal' now be addre ed either direct to the publisher, MR. C nARL&S " Electrico.l Radi~tion in Oopper Filiora."
I.N TITUTION OF ENOL'iB ERS AND S UJ PBl' ILDER IN S COTLAND. GJLBIRT at the Offices of this J ournal, Nos. 35 o.nd 36, Bedfordstreet, 'trond, London, W.C., or lo our :~.ecredited Agents for the Oo Tuesday , tbe 2-ith lnat., in the ball of the Ioatitution, 207 ,
United States, llr. W. II. WtLEV, 53, E:lst l Ot.h street, New York, Bath-street, Glasgow, the first general meeting ot tht' thir tyand Mr. H . V. Ilolmes, 44 , Lakeside Building, Chicago. The sev e ~th s essi~n ot ~be I o~ ti~ution will be hold . Mr. John Inglis,
prices of ubscription (PfL~ o.b l e in advance) for one .year a re.: For Pre&ldeot, wtll d ehver hts too.u~ural a dd re88. A paper will be
trun (foreil{n) paper edJtJon, ll. 16s. Od. ; for thick (ord ma ry) r ead by Mr. J . Macewan Ro s descripti\'e of bis new fo rm of
paper edition, 2l. Os. 6d. , or if r emitted to Agents, 9 dollars for caulk ing tool.
thm and 10 dollar for thick.
ADVERTI ~!ENTS .
The cha.fl!C for advertisements is three shillings for t he fi rst four
lioes or under, o.nd eighlpence fo r each :~.ddition al line. The line
averages even wordll. Payment mu t :~.ccompany all orders for
single ad\'crti emenl , other"" i 'e their insertion cannot be
guo.runteed. TemlS for di played ad\erlisements on the wrapper
and on the in ide p3.ges ma..r be obt.ajned on application. Serial
adHrti 'ements will ue inser ted '";th all practicable re'"~arity, but
ab~olute regularit) e:~.nnot be cuaranteed.
ENGINEERING.
FRIDAY, OCTOBER
~0,
1893.
-
Advertlaementa tDtended for t.Dsertlon lD the curON September 22 last we called attention to the
rent week' luue must be delivered not later tbu great delay on the part of the Admiralty in taking
6 p.m. on Thuraday. In consequence of the neceaatty t he necessary steps for clearing up the mystery of
~~~~~~fo~e::.~a:fi;rlv~~~e'~~:~U:~!:f:~
- -- ---=---- ---==-==-
s-ENGINEERING, LONDON.
T ELEPIIONB
NUMBBR- 3668.
CONTENTS.
PA88
478
t rated) ................ 4n
Rtud Lathe ( IUmtrated) . . 4 79
481
481
481
482
482
483
483
483
PA08
cc
VIe
486
4!6
487
487
488
489
490
400
490
490
491
491
491
491
492
493
493
493
49~
496
497
why t he Victoria- one of our most powerful battleships - was sent to the bottom wit h such appalling
suddenness by a single blow from the ram of the
Camperdown. The catastrophe occurred on June 22,
and t he court-martial on the captain and other
survivors arrived at their decision on July 27.
The Secretary of t he Admiralty said, in the H ouse
of Commons, on August 28 : '' The House was not
yet informed as to what actually happened in the
collision between the Ca.mperdown and the Victoria.
The evidence only r eached this country on August 5,
and it was August 8 before it could be taken in
hand. It had first to be examined in manuscript,
and the report of the Admiralty experts had not
yet been r eceived upon it. Until t hat report was
prepared, it was impossible to decide what kind of
inq uiry should be instituted. But there need be
no fear that the Admiralty would not thoroughly
inquire into the matter. Such a disast rous and
lamentable event could not take place without the
Admiralty feeling that they had a. gr eat responsibility to discharge. Whether a. further inquiry
would be necessary the Admiralty could n ot decide
till they had considered that evidence. When t hey
had considered it, they would give the earliest
information to t he H ouse. The Admiralty fully
understood the desire for such an inquiry."
The Admiralty have not yet published the
minutes of t he court -martial, nor have they said
any more about an inquiry into t he nature of
t he construction and fittings that allowed the ship
to sink with such frightful rapidity- a question
t hat is quite distinct from those dealt with by the
court-martial. I t is, perhaps, not fully r ealised by
the official mind that the Victoria, in going to the
bottom as she did, not only weakened the Navy by
t he loss of one of its principal ships, and hundreds
of ita finest seamen, but caused grave doubts, which
it would be well to r emove if possible, respecting
t he fighting value of our costly armour-clads. The
vessels upon which we n ow rely for bearing the
brunt of t he fighting in a. fut ure naval war, which
are styled by the imposing title of battleships, may,
it appears-at least some o~ th~m-be sunk almost
in a. moment by a blow whtch 18 much less heavy
than an enemy might be expected to give in action.
Enormous sums are spent in providing armour to
protecb them against gun-fire, .b ut the s.tructure
upon which this costly armour 1s placed 1s appar ently so frail that a mere touch suflices to send the
whole mass to the bottom.
We have always understood that the division of
a. war ship into separate water tight compartments
was so minute and complete, t hat she would be
safe against sinking, even if many of these were
E N G I N E E R I N G.
to prepare for the day when all such points will be
set~led, either for or against us, by the stern
arb1trament of war, and concealment or evasion
will n o longer be possible.
[OcT.
89 3
20, I
..
July, 1 ~93
..
April, 189J
.
January, 1896 ..
Ootober , 18~2 ..
July~ 1892
..
April, 1892
..
January, 1892 . .
326 of 616,660
352 " 609,120
354 " 621,668
306 ,. 670,741
385 ,. 678,780
447 " 778,462
493 " 843,078
494 " 792,913
tons,
,.
"
,
,.
,
,
..
"
19
23 2
25
"
"
"
. The production of ne~ tonnage.has been very conSiderably reduced durmg the nme months, which
makes the want of improvement t he more marked.
The tonnage launched during the nine months totals
about 597,000 ; while during the preceding years
the average total for nine months was 900,000 tons
warships being excluded in both cases. And thi~
su~ge.sts ~he r~mark that. the number of warships
bmldmg 1n prtvate estabh shment.:J is at the present
time almost nil, whereas a year or two ago there
was quite a fleet of Admiralty vessels. The number
now includes nine or ten torpedo-boats, if we exclude the battleship Royal Oak, which Messrs.
Laird, Rirkenhead, have about r eady for delivery.
One satisfactory feature, perhaps the only one
from t he shipbuilder's point of view, is the increase
in the number of vessels in the initial stages of
Vessels in I nitial Stage1 of Construction.
No.
January. 1892
April, 1892
July, 1892..
October, 1892
J anuary, 1893
April, 1 ~93
July, 1893. .
October, 1893
.
.
.
..
.
..
..
..
145
118
77
40
76
75
64
87
Tons.
299,516
223,276
123,249
72,716
154,869
126,974
120,768
189,197
Percentage Percentage
to T otal
of Sail.
Tonnag-e.
30.7
22.6
24.5
30. 6
19.2
23
16
10
37.7
26.4
16.8
10.9
27
20.4
19 8
30.6
Ocr.
20, 1 89 3]
E N G I N E E R I N G.
be devoted to providing moneys for the construction of such lines, a proceeding which is only fair
to those paying on the lines which balance the loss
of new railways. In such a way, with mutual
assistance between land and railway, the development of the country would probably be more
rapid, particularly if another recommendation of
the Commissioners were adopted- the construction
of light pioneer lines on the standard gauge in the
pastoral districts where traffic was not expected to
be heavy for a period.
As it is, the Commissioners have to provide a
reasonable return on a capital outlay of 34.65
millions. In five years it has increased by seven
millions, although debentures of t he value of 1.2
millions have been finally paid off. The making of
the necessary profit is a matter of difficulty, with
frequent demands for reductions in freights, and
the construction of lines in agricultural districts
not sufficiently occupied to provide remunerative
traffic. These demands are supported by the unanswerable argument that t he rail ways, although
involving loss in early years, will ultimately pay,
by reason of the development of the country.
That the return to the total capital should nearly
equal that earned by the railways in the United
Kingdom-3.48 per cent. against 3.85 per cent.-is
specially creditable. In the colony the percentage
of expenses to gross revenue is 59.39; in the United
Kingdom last year it was 56 per cent. There has
been a steady decrease in the colony, which is
particularly marked for the past year, for in preceding years it was over 61t per cent., and as
recently as 1888 it was 66.69 per .cent. Since then
there has been a considerable addition to traffic,
although, as we have indicated, the depression of
the past year is manifest. \Vhile about the same
number of passengers were carried, the receipte
have fallen off. There were 16.8 million passenger
journeys, and each passenger travelled on an average
5j miles, paying per mile . 63d., rather less than
in the previous year. The number of passengers
then was greater. The gross receipts are now less
by 74,000l. , the total being 1.11 millions. In five
years there has not been much difference either in
the length of average journey or in the fare, so
that the addition to the number of long-distance
journeys has been compensated by a multiplication
of local trips. This accounts for the increase from
12t to 16! million passenger journeys, including
season ticket holders.
The receipts from goods and mineral traffic t otal
1. 8 millions, which, although less than the top-level
aggregate reached last year, is still above all preceding periods, and this notwithstanding that the
tonnage of goods dealt with is much less than
in the three preceding years. This may be accounted for by the system of conveying stamped
parcels by passenger train, introduced last year for
the first time, but it is n ot clear whether the
receipts from this source are included in the goods
receipts. The aggregate ton mileage is rather less
than in the preceding year, being 238! millions, but
for several of the principal items of traffic there is a
steady addition to the length of haul. The average
rate earned per t on per mile was 1. 63d., the
same as in the previous year. The rates for most
of the staple products are less, and the Railway
Commission has recently reduced the rates of
freight for agricultural produce- a proceeding
which must materially E>timulate the development
of remote districts of the colony. These rate!,
indeed, are n ow considerably lower than in the adjoining colonies, and when 300 miles is passed the
rates advance only by about 1s. per t on per 100
miles. In ten years the amount of grain moved
has trebled, t o 184,275 tons; hay, straw, and chaff
has doubled, to 70,362 tons ; wool has also nearly
doubled, to 114,623 tons; and live stock has more
than doubled, to 146,390 tons. Reductions in ratei
not only tend to an increase in traffic, but to a
lengthening of the average haul, which would indicate an increase in the area of production. N otwithstanding reduced freight charges, the earnings
for goods traffic have increased in recent years in
greater ratio than the tonnage. In 1889, for instance- the first year of the Commission-the tonnage moved was nearly 3! million tons, and is now
3f millions ; while the earnings have increasd
from 1t to 1. 8 millions sterling. The increase in
mileage indicated by these figures is particularly
satisfactory in the case of some agricultural products, on which the advancement of the colony so
largely depends; still, there is every probability
that with the reduction in rates now in force
E N G I N E E R I N G.
there will be a greater extension of the average
haul.
Given ready and cheap transit to the
markets or seaboard, t he immense tracts of land
in the interior will be more profitably worked,
and the resources and natural wealth of the
colony immensely developed. The average haul
of each ton of wool has increased in ten years from
22'7 to 282 miles; of live stock from 194 to 220!
miles; and of hay, straw, and chaff from 77 t o 145!
miles. The improvement is most pronounced
where, as in the last instance, rates have been
reduced, although in the case of grain and flour a
reduction from 1.02d. to . 78d. per ton per mile has
not resulted in any increase in the average haul.
The rates for coal have been reduced from 1.19d.
to . 73d. per ton per mile, while the average haul is
but 17.37 miles per ton. Coal makes 58.63 per
cent. of the total tonnage of traffic. The most
extensively worked coalfields in the colony, however, are in the vicinity of the ports, notably New
castle, and considerably more than three-fourths
of mineral dealt with by t he rail way is exported.
In all, 2.3 million tons were passed over the
lines, of which about one-half was exported to
other Australian colonies, and 655,837 tons to
foreign countries, the United States, curiously
enough, taking one-third of this latter total.
In considering the debit side of the returns, the
means adopted to lessen the ratio of expenses to
revenue invite consideration. In former years the
necessity of improving the permanent way burdened
the expenses, and even no ~ maintenance is a ~ostly
iten1. In five years 322 miles have been relaid, as
compared with 162 in the preceding ten years.
The traffic expenses, including wages, are l~ss., and
it is only fair t o not~ t hat the great ~aJ Orit~ of
reductions have been In the case of salar1ed offiCials
-stationmasters, &c. Indeed, minimum wages
have usually been increased. But the important
reductions are in t he locomotive and carriage and
wagon charges. The expenses total 1, 738,516l.,
about 180,000l. less than in the preceding year,
and 100 OOOl. less than 1891, when the volume of
traffic v/as about the same. Although all items
show a decrease, except maintenance of way, loco
motive power contributes most, .the decrease on
the year being over 100,000l. This result has been
brought about by economies in expenditure in the
mechanical department, but largely also by a decrease in the train mileage, due to the employment
of more powerful engines. Several new American
locomotives have been at work throughout the
year hauling loads of live-stock and goods in sin.gle
trai~s. " For such loads, " the chief mechanical
engineer, Mr. W .. Thow, sta~e~, "two et?gines had to
be employed prevwus to their Introduct~on, and co~
seqaently their influence in the r eduction of tratn
and unprofi table engine mileage has been very
substantially felt. " But lest this be assume~ as
another indication of the preference of Amencan
engines, it may .be added t hat . during the year
twenty-six English express e.ngines we~e placed
in service. The passenger mileage has Increased
from 92.6 to 95.9 millions, but the goods
ton mileage has decreased from 240.8 to 238!
millions. The one in some measure balances the
other ; but the train mileage has deere~sed. from
8. 35 to 7. 5 millions. The passenger tr~1n ~1leage
is not given separate~y from th~ goods tr~In mileage,
so t hat it is not possible to arrive definitely at the
relation between the train mileage and th~ goods
ton mileage. But it may be of general Interest
to state that the passenger mileage. is t his ~ear 12.7
times the total train mileage, against 11 t imes last
year ; while the goods ton mileage ~ this year .31. 8
times the total train mileage, against 28. ~ times
last year. This certainly .indicat.es heav1e~ and
longer t rains. ~he ~esult Is . an mc~ease In the
earnings per train-mile, J?-Otwit~standing .the decrease in the aggregate receipts, Without anr l~Crease
in the expenses, and consequently a grat1fymg net
return.
Results pett- T'railn Mile.
1893.
8.
Gross earnings
Expenses
Net profit
d.
1892.
8.
7 9~
7!
2
d.
6!
7
2 10!
1888.
e. d .
6 10!
4 7
2 3!
[OcT.
20,
1893.
OcT.
20,
r893.]
E N G I N E E R I N G.
of exhibitors from N ew South V\7ales are m ore than
double those from Great Britain, while the objects
exhibited number many th ousands.
N umber of E xhibitors.
Grea.tJ
New South
Department.
~aJes.
l3ritain.
526
75
A. Agriculture . . .
. ..
282
19
13. H orticulture ...
...
. ..
. ..
19
6
D. Fisheries
231
38
E. 1\IIining
. ..
. ..
9
59
F. Machinery ...
. ..
19
79
G. Transportation
.. .
43
192
H. Manufactures
.. .
8
J. Electricity . ..
. ..
98
L. Liberal Arts . . .
...
108
2
M. Ethnology .. .
...
33
N . F orestry
...
..
22
In conclusion, a word should b e said as to the
admirable work done by the New S ou t h Wales
Commissioners, and especially as t o that of the Hon.
A. R enwick, the executive commissioner, under
whose direction, the part taken by t he colony at
t h e Columbian E xposition has produced a r esult
that may well serv~ as a m odel t o be followed by
all countries that may hereafter participate in
International Exhibitions.
N 0 T E S.
I MPORTANT E LECTRI Q I NSTALLATION.
Neither money n or energy is being spared in enlarging the Russian fleet, and the RU!sian ship build-
[OcT.
E N G I N E E R I N G.
490
made in France in the firsl half of this year to the
extent of 117,804 tons ; miscellaneous rolled iron
to the extent of 153,892 tons ; and plates t o the
extent of 58,205 tons. The corresponding production in the corresponding period of 1892 was : Steel
rails, 119,319 tons ; miscellaneous rolled iron,
153,313 tons ; and plates, 59,307 tons. The Nord
ranked first with a steel production of 54:,962 tons
in the first half of this year ; the Meurthe-etMoselle came second, with a production of 34,749
tons ; and the P as de Calais third, with a production
of 30,398 t ons.
LITERATURE.
'l'ext-B ook of Petrol?gy. By F. H. HATCH. London : Swan
---
BOOKS RECEIVED.
E l war.ls's 900 E x-:r,min(Ltion Questions and Answers for
E agin eers and F iremen (Stationary and Marine). By
20, I
89 3
Utility of Quaternion s in Physics. By A. McAULAY, owing to the difficulty of maintaining a straight course.
M. A. London and New York : Ma.cmillan and Co. The following are the results as cabled to us; and with
[Price 5a.]
By Sir HENRY
ROSOOK, F.R.S., assisted by J OSEPH L UNT, B.Sc. (Vict.)
London and New York: Macmillan and Co. (Price
2s. 6d.]
Marine Boiler M anagement and Construction. By C. E.
STROMEYEit. L ondon and New York : L ongmans,
Green, and Co. [Price 18s.]
Offices of
Manchester :
L ondon:
By R oBERT
PEEL. London: Blackie and Son, Limited.
A M anual of Telephony. By WILLIAM HENRY PREECE.
F.R.S., and AuTHOR J . STODBS. London: Whitta.ker
and Co.
NOTES FROM THE UNITED STATES.
R ecente Progressi nelle applicazioni deU' E lectricita. Di
PHILADELPHIA, October 10.
RINALDO FERRINI. Parte Seconda. Milan: U lrico
THE depression in the industries now existing hae
Hoepli.
The Engineer and Draughtsman's Data B ook. Second had no counterpart within twenty years. Production
Edition. London : E. and F. N. Spon; New York: of iron and steel in the aggregate is about one-half the
average of two or three years past. Stocks of crude
Spon and Chamberlain. [Price 3s.]
Ou1 Ocean Railways j or, T he Rise, P1og1ess, and Develop- iron are larger than for years, and prices even yet are
ment of Ocean Steam N avigation. By A. FRAS'ER declining. There are some signs of improTement in
MAODONALD. With Maps and Illustrations. London: the western markets; but with financial and economic
Chapman and Hall. [Price 6s.]
questions unsettled, it is impossible to say when there
A Select B ibliography of Chemistry, 1492 to 1892. By will be a general improvement. Plate and structural
H ENRY CARRINGTON BOLTON. Washington: The mill owners report a litt le more inquiry and a slight
Smithsonian Institution.
An Elementary Treatise on Theoretical Mechanics. By increase in orders; but outside of this, matters are at
ALEXANDER ZIWE'l'. Part I : Kinematics. London a standstill and prices are low. No. 1 foundry stanand New York: Macmillan and Co. [Price Ss. 6d.] dard brands are offered at 14.50 dols. without finding
T he Angel ojtheRevolution. A Tau of the Uoming Te>ror. takers. Good brands of forge are offered at 12 dole.
By GEORGE GmFPITH. With illustrations by FRED T. Southern makers have been making concession after
J ANE. London : Tower Publishing Company.
conces.siot;t, a:nd have ind uced '!estern use;s to load up
M easurement of Light Q/nd Colour S ensatims. By J osEPH to thetr hmlt. vVhat they Wlll now do 18 a question.
W. L ovmOND, F.R.M.S. London: George Gill and The bar mills are r unning in an irregular way, filling
Sons.
small orders as received, and then shutting down.
Mimttes of Proceedim.ga of the I nstitution of Civ-il Railroad companies are not purchasing equipments,
Engineers i with other selected and abstracted P apers.
Vol. cxiv. Edited by J AMEs FoRREST, Assoc. Inst. and bridge-build~rs, who usually receive large orders at
C. E. , :::>ecretary. London : Published by the Insti- this season, are picking up only slight repairing work.
The policy of retrenchment is being bitterly followed
tution.
up, and there is a stringency in commercial and financial circles that is paralysing enterprise.
8TEAM TRIALS OF THE SPANISH CRUISER
"INFANTA MARIA TERESA. "
BRISBANE.-Passenger communication has been restored
THE new Spanish cruiser Infanta Maria Teresa.,
built and engined at the Astilleros del Nervion, and between North and ~outh Brisbane by the erection of a
fully described in our issue of September 15 (page 339), temporary bridge. Tra~c bad been interrupted f0r six
months
through
the wasbmg away of the Victoria bridge
went on her official forced-draught trials on Saturday by floods.
last, when the somewhat onerous requirements of the
contract were met. A full supply of steam was to
RANSOME'S CASK-MAKING MACHINERY.-\Ve had re
be maintained at 145 lb. per square inch with an air rcently
the opportunity of inspecting a complet~ caskpressure of 1. 5 in., and the speed of the vessel was to making plant constructed by Messrs. A. Ransome and Co
be 20 knots, the mean draught being 21 ft. 6 in. , and Limited, of. the Stanley Works, Chelsea, London, S.
the displacement 6890 tons.
for a Cont10ental petroleum barrel factory. This par
To determine the speed of the vessel under these ticular plant is designed for dealing with sawn staves,
conditions, the following measures were taken : A and practically the whole of the operations are performed
measured distance, 1.412 knot, was run over four times, by machinery. The staves are first jointed in an auto
twice in one and twice in the opposite direction, and matic machine, about a dozen being- trimmed at once.
the mean number of revolutions corresponding to a Then~ they pass ~o a. second machine, in which the
and backmg ts performed by revolving cutters
nautical mile ascertained. After that the sea run for hollowmg
at the rate of eight 3ft. staves per minute. The staves
nearly two hours was made, still under forced draught. are t~en transfe~red to a sett~ng-up appa~at~s, consisting
At the termination of the sea trial the runs over the of a stmple casbIron plate, wtth a recess 10 tts upper side
measured distance were repeated. The average of the which takes the bottom setting-up hoop to the lower ends
number of revolutions ascertained during the runs of the s.taves, whil~t the ~~c~nd setting-up hoop is sup
ovu the measured distance served as the divisor ported 10 the requll'ed pos1t1on by three wrought-iron upto ascertain the speed in nautical miles attained rights, one of which l S hinged at the bottom end to
by the ship during the two hours' run at sea. The facili~ate th~ removal of th~ cask. When thus set up the
penalty for each complete tenth of a mile per hour cask lE! transferred t'! a firtJ?g cone, ~nd when ready is
under the 20 knots was 26,666 peset as. The speed, placed on an hydrauhc trussmg machme, which puts on it
five truss hoops. The barrel is now transferred to a
howe,er, it was found after the trial, worked out the
machine in whi<?h the chiming, crozing and howelling is
at 20.25 knots for the 4i hours during which the done by revol vmg cutters. The heads are next inserted
vessel was out on Saturday. The weather was fine, by ban~, after. whic~ th~ hoops are fixed on by an
but there was a heavy Atlantic swell, and the currents bydrauhc mach10e, whtch 1s of novel construction and is
at the entrance to the harbour of Ferrol, where the capable of putting on much thinner hoops than th~ older
measured distance is situated tended to reduce speed, machines.
An Elementary T ext-book of Coal Mining.
w::
E N G I N E E RI N G.
NOTES FROM THE NORTH.
GLASGOW, \Vednesday.
Gl<ugow P ig- Iron Market. - There was a better business
done in the Glasgow pig-iron warrant market last Thursday, and prices opened strong, but did not maintain the
e~rly advance. A large amount of Scotch iron changed
hands at an average of 1d. per ton over the previous
day's average, but the closing prices showed no ohan~e.
A fairly good demand existed for Cleveland iron, wb10h
aleo improved ld. ~r ton in the forenoon, but lost afterwards the early ga.m. Hematite iron w~ idle, and Cleveland brands closed with buyers and sellers both lower in
their quotations. The closing settlement prices wereScotch iron, 42~. 3d. p er ton; Cleveland, 348. 9d.;
Cumberland and Middleebroush hematite iron, respectively, 4b. 6d. and 43s. 4~d . per ton. The business done in the forenoon market on Friday consisted
of about 4000 tons of Scotch warrants, all done at
the same price of 42s. 3~d. per t on cash. Cleve1and warrants were ld. per t on cheaper, and bematite
ir.>os were idle and unchanged in price. In the afternoon
the market wa<:~ easier, Scotch warrants selling at
42i. 2d. cash, and Cleveland ab 3~s. 9d. seven days,
the latter closing 1d. cheaper for cash. Cumberland
hema.tite iron was nominally 1d. per ton cheaper.
At the close in the afternoon the settlement prices were
-Scotch iron, 42s. 1~d. per ton; Cleveland, 34:s. 7~d . ;
Cumberland and Micfdlesbrougb bematite iron, respectively, 44s. 4!d. and 43s. 4~d. per ton. The market was
very Bat on .M onday forenoon. Scotch iron was sold at
42-J. Hd. and 42d. 1d. per t on cash, being 1~d. of a. loss
from Friday, and Cleveland gave way ~d. per ton. About
7000 tons of Scotch and 500 tons of C1eveland iron were
sold. There was a fair amount of business doing in
Scotch iron in the afternoon. At first the tone of the
market was flat, 423. cash being done, but a b etter feeling
afterwards prevailed, transactions taking place up to
42J. 1~d. ca.sb. About 12,000 tons changed bands, includiof ex-official business at 42s. 4d. one month, with a
11
call' at the same, and 42d. 2id. one month, with 1s.
forfeit in buyers' option. Ab the close the cash quotation for Scotch iron was 1d. better than in tht fore noon,
and Cleveland was also quoted !d. per ton better. The
closing settlement prices were-scotch, 42s. Hd. per ton;
CleTeland, 34s. 7!d. ; Cumberland and Middlesbrough
hematite iron, 44s. 4~d. and 43s. 4!d. p er ton respecti \"ely.
A firmer feehng ruled in the warrant market on Tuesday
forenoon, but only some 3000 tons of Scotch iron were
disposed~of. The cash price advanced 2d. per ton, at 42R. 4d.
sellers. One operator sold about 10,000 tons of Scotch wa.rrantCJ-5000 tons at ~s. 3~d. cash, 3000 tons at 42s. 6d. one
month, and 2000 tons 42s. 5ld. one month. Other two or
three thousand tons were also dealb in, the close being
just steady at a decline of a ~d. from the forenoon price.
One Jot of 500 tons of Cleveland was done at 3ts. 11d. one
month, being a gain of 2d. per ton from the the morning.
The settlement prices at the close were-Scotch iroP,
42s. 3d. per ton; Cleveland, 3ts. 9d. ; Cumberland and
Middlesbrough hematite iron, respectively, 4~. 4!d. and
43:J. 4~d. per too. The market was animated th1s fore
noon, but weak in tone. Yeeterda.y's buyers were sellers,
and the cash!.rice of Scotch iron fell to 42s. 1~d. per ton,
a loss of 2~ . from last night. About 10,000 tons of
Scotch warrants and 2000 tons of Cleveland were disposed
of. The maket was flat in the afternoon, and fairly large
lots of Scotch and Cleveland changed hands, and in both
cases prices gav~ way. The following are the quotations
for several special brands of No. 1 makers' iron : Ga.rtsherrie, 49s. per ton ; Summerlee, 49s. 6d. ; Calder, 50s. ;
Langloan and Coltness, 55s. 6d.-the foregoing all shipped
at Glasgow; Glen~arnock (shipped at A rdrossan ),
49s. 6d. ; Shotts {shtpped at Leith), 518. 6d. ; Carron
{shipped at Grangemouth), 53s. 6d. per t on. Last week 's
shipments of p ig iron from all Scotch porta amounted
to 3455 tons, against 5~32 tons in the correspond ing week of la.sb year.
They included 100 tons
for the United States, 370 tonCJ for Canada, 415
tons for Australia, 110 tons for Italy, 550 tons
for Germany, 200 tons for ~?lla.nd, 200 tons . for
China and Japan, smaller guanttttes for other countr1es,
and 1022 tons coastwise. There are now 48 blast furnaces
in active operation, as compared with 78 at this time last
year. T~o of them are making basic ir~>n, 18 a~e wor.king
on bema.ttte ironstone, and 28 are maktng ordmary non.
The stock of pig iron in Messrs. Connal and Co. 's public
warrant storeCJ stood at 3~0,655 tons yesterday afternoon,
against 331,-300 t ons yesterday week, thus showing for the
past week an increase amounting to 355 tons.
Iron Ore Import3 at tht Clyde.- The imports of Spanish
iron or~ at the ports of GlasgowJ.. Greenock, and Porb
Glasgow during the month of .::5eptember were light,
owing to the number of furnaces that have been ~uti
out of blast, in consequence of the labour trouble~ w1th
the miners, and the increased price of coal. Only sixteen
vessels arrived, having cargoes amounting collectively to
26,140 tons1 being a decrease of 4420 tons a.s compa.~ed
with the tmports in September, 1892. For the mne
months the imports show a falling off to the extent of
124,629 tons, and are only 126,633 tons more than. the
landings for the same period in 1891, during the eight
month~' strike of the Scottish blast-furn a.cemen. The
returns specially compiled are :
Three Quarters.
Month.
V easels. Tons.
Vessels.
Tons.
1893
... 16 2G, 1~0 104: 311,901
18
30,760 272 436,530
1 92
1891
... ... 20 26,050 141 185,268
~0
40,190 282 411,775
1890
1889
... ... 25 34,515 249 349,865
Finished I ron fJJtftd Stecl.-Finisbed iron is somewhat
eas1er in price, there being a smaller inquiry with a
elacker feeling. Rivet-rode have been sold at 5l. per
======
Satnl'IELD, W ednesday.
Propo3ed New Railway from Sheffield to Bradford. -:-Th e
Mayor of Bradford states that.a. scheme for a proJected
railway to connect that town ~Ith Ma~boro';lgh, ~other
ham, and Shefl\eld, commencmg by a Junctton with ~he
Midland Rail way at Sc~ool-street, ~ra?for~, and passmg
thr.>ugb a number. of tmp~rtant dtstncts, IS !lnder consideration. A spe?tal ~eetmg o~ re~resentati ves of the
districts affected ts bemg held ~ Bradford. to-day to
consider the scheme, the deta.tls of w~10b are at
present kept private. It is proposed th~t It sball .be a.
nrst-class ciouble line of railway, havmg gra.du~nts
not excAeding 1 in 200, and cur ves of larg~ ra.dtus.
The distance from Bradford to .s~effiel~ wtll be 34
miles, as against 51! milelf by the ex istmg Mtdland ~onte,
and the distance from Bradford to L ondon wlll be
reduced by about 17 miles. The t owns affected would be
placed on a main line through route between. L ondon
and Scotland. The Barnsley and South Yor~shne steam
and household coal will find a new outlet m .the Spen
Valley, Ba.tley, Dewsbury, and Bradford, wh10b ar~ at
resent, to a great extenb, restricted to l~al supphes.
~he line from end to end runs throug~ the Sou~h Yorkshire coalfield, and new coalfields w1ll praot1ca.lly be
opened out.
491
I ron Trade.-The business doing in the diatriot is
very small, owing to fuel being at such prices that
it is impossible to carry on operations exceptmg at very
severe loss. The majority of the iron works have entirely suspended, but in a few instances a. day or two is
worked where customers have to be obliged, and are
willing t o pay the high figures necessarily demanded.
Very large orders for bar for India, South Africa., and
Australia have been lost to the district, having for the
most part been secured by Staffordshire and north country
houses, and it is feared that some permanent damage has
been inflicted on those branches of local industry. Nothing
is doing in looal-made pi~ iron, foundrie~S that want supplies utilising Derbyshtre and other makes. All the
furnaces hereabouts are damped down.
Steel and Eng ineering.- With very few exceptions, the
large steel houst!s have practically done nothing for a
month, as there is no coke-, or that obtainable is of t oo
poor qualitr to be utilised. Prices asked also prevenb
business bemg proceeded with. Inquiries to hand show
that the demand for marine material is on the increase,
but where deliveries are required at early dates, local
firms are powerless to undertake the work. Engineering
houses are suffering severely, and the workmen in theee
combined branches are in ~reat distress. There are good
orders in the market for boiler plates, tubes, and flues, but
a. large portion of them are now being placed in Staffordshire instead of here. Agents of Bessemer steel are
simply selling from stock as the furnaces are blown out,
and are doing little business. Orders for crucible cast
steel are fa.lli o~ off from the United States, but improving from Indta and some portions of South America.
The steel trade will be one of the heaviest sufferers by
the existing trade interruption.
--
492
E N G I N E E R I N G.
OcT.
20,
89 3]
ENGINEERING.
493
~fESSRS. F . \V.
WARD'S
'""-- -.
METALLIC PACKING.
Fc.g .1.
Fig . 2.
INDUSTRIAL NOTES.
TRAD~ and labour during September were eompl;t~ly ?vershadowed by the great dispute in the coal-
J Rod ---
ff
Fcg .3
16SO
---
E N G I N E E R I N G.
494
[OcT.
20,
1893.
~==========================================================~~======~~
---
By the close of last week t he coal d ispute had undergone a. material change. Med ical men tell us that if
a complaint is subject to changing moods, t here is less
danger of its becoming chronic. In the coal d ispute
t here was for a. long ti me a deadlock. Then the scene
shifted. Offers to go in a.t the old rates were accepted
by the men, and thousands resumed work. But still
t he attitude of the two parties was nearly the sameno reduction by the men; 25 pe r cent. reduction by the
coa.lowners. Then came offers of mediation. The
mayors of heffield and other towns brought the two
parties together, and adroit ly left them to themselves
to cHscnss t e rms. The coeJowners seem to have withdrawn from the old posi t ion of 25 p er cent., and to
ha.,e offered to assent to 15 per cent. This was agreed
to hy a couference of t he coalowner s on tLe following
day. The t erms were not t he same as t hose suggested
at the mayoral conference, but t he whole at::pect of
the d ispute was changed by the Derby offer. 1'he one
clear point which seems to h;~.ve been gained is that
w hereas the 25 per cent. was declared to be t he amount
which would ma ke mining profi table, the 15 per cent.
woul d not. vVh cre then is the true test in this case ?
I t appea rs the conditions of profit and loss have
undergone a change. Higher prices have lifted the
whole industry into another sphere. It is very
eviden t tha t the public sympathise more and more
w ith the m en in proportion as they r ealise the
exact a mount of the reduction proposed. The average
would seem to be about 5d. p er ton. But 5d. is a.
trifle compared with the rise iu prices of n early three
times the total value of the coal at the pits. The d ifference in th e rates of wages, compared with th e difference t o the consumer, is raising a. lot of ugly qu estions as
to the ownership of the minerals, of royalt ies on the
minerals, and the possible action of the Legislatu re in
the future on these anrl some other p oints.
It is very d ifficult t o get at the exact number of
m en wh o ha,e resumed work at the old rates, but th e
following figures are an approx imate calculation up to
the b eginning of this week. I n t he Mi?land Federati on 2 1,650 have returned to work, wh1le 28,350 are
still out; in Nottinghamshire 13,700 have returned to
work while 4300 are s till out; in Cumberland 7000
hn.ve 'returned t o work, none out; in Derbyshire 6200
h ave r eturned to work, while 23,800 are still out; in
Yorkshire 5000 have r eturned to work, while 80,000
a.re still out ; in Lancashire 4000 have r eturned to
work while 65 500 are still out; in North " Ta les 1700
have' r e turned to work, while 9300 are etill out. This
gives 59,750 at work, a nd 211,250 out on strike. The
above figures are exclusive of the Forest of D ean men,
who re turned to work at a. r eduction, of the outh
\ V ales men under the sliding ~cale, of the ta.ffordshire
m en under contract, of the Durha m and Northumberla nd men and of the Scottish miners. Assuming the
above fig~res to be t olerably exact, it would appear
that out of a total of a ll the p erson s employed in and
about the co~l m ines of ' reat Britain, 211,250 a re idle,
as compared with a total a.ll t ol d of 663,462, or, say,
a bout one-third idle. Or, if we tak e Engla nd and
Wales about 211,250 are id le out of 574,454, th e
aggregate nnmber employed of all kinds in and about
t h e mines. The l arge increase in the total employed
is seen by t he fact that in 18( 6 t he t otal w~s 519, 106,
and in 1 !)2 the total was 663,462, or a n m crease of
144-,356, or 27. p er cent., in se\en years. Thi~ty-five
n ew mines ha\ e been su nk or reopened durmg the
p ast month, and two h ave been .c losed or ~ba~doned.
Of the new collieries, eight are m \Vales, s1x m Sco.t
land six in Lancashire, three in Durham, three m
D erbyshire, a.nd three in S.taff?rdshire, while there
is a.n increase of one each 1n s1x other places. The
- --
---
---
OcT.
E N G I N E E R I N G.
20, 1 893.]
From July l, 1892, t o D ecember 31,
.. . 617,640
...
1892
712,680
S!x months ending June 30, 1893
495
....
Li verpool and the sea, which has, for nearly its entire
'
length, sufficien t d epth to admit the largest vessel~ un~er
N~ 2 .
--~-~";'1 H-I all conditions of tide, and only at the bar or t ermmatwn
of t his channel does serious shallowing take place.
.
ob vious t o m ost people that 1t cannot hold ~oo~ for a ~1da.l
The aw:rr~ge vdil:lt!3 in milu
hout; are .set all roatol(y ll-om the
river where the current flows alternately m e1ther duecci r .:umli!rencc
tion, inasm uch as each point in its l ength becomes in its
turn a neutral point with the r erurrence of high and low
Fig. 8.
water so that the duration of slack or d ead water at the
outlet' of the ri ver, wh er e the bar is t o be found, d oes not
exceed that at any other portion of its length which is
subject to tidal influence.
The suggestion that the wave force d estroys t he current
at the line of a bar, which has been put forward by professional men, and on which theory in one instance a work
of extraordinary o~iginality was d esigned and p~opose~i
luck ily without bemg adopted, seem s to my mmd st1l
m or e unsatisfactory. Were such a theory correct, there
would cE\rtainly be, during t he long inter vals of r epose
and freed om from storms which occur in most ri vera, a.
much greater r eduction of bar le vel than is obser vable.
But the best p roof of the inaccuracy of ~he~e theories
lies in the fact that no abnormal loss of velo~1ty m the curr ent is noticeable on the line of the bar; on the contrary,
the veloci ty of the ebb ~ide_i n t~e .case of t~e Merse;v bar is
very consid erable.outstd.e 1ts h m1ts, an~ 1s appre~:nable at
the N. W. lightship, a dtstance of 11 mtles from 1ts crest.
At the M ersey bar itself the velocity of ~he eb~ amo~nts
t o nearly 3 statute miles per. hour on h1gh sprmg t~des,
:856 c;
and 1~ miles on n eaps, a nd thlB, as has been d etermmed
by obser vation, is only lost by slo w d egrees.
T he forto however, which the obstruction takes b eing
The effect, however, has no doubt been realised in the
of a pur ely' local and comparati vely. abrupt character,
ext ension laterally of the d eepened channel.
. does not lend itself to any explanatiOn based upon so
F rom the section along the crest of the bar m
Fig. 7 it will be seen that a very g reat w:id~h has been gradual a. r educ:tion of v_elocity as is noticeable, and the
effected-viz., 6000 ft. ; but unfortunately 1t 1s not pos- explanation of 1ts for mat10n must be sought elsewher e.
rro thoroughly appr~ciate the c~usea whic~ bri~g about
sible t o t ake extended obser vations sufficiently freq_uentl.Y
the formation of bars m the pecuhar shape m whtch they
t o enable a periodical comparison to be made m th~s are
formed it will be well t o consider the simplest form
direction, and so it cannot be stat ed to what e.xte~t this of channel' coursing throu gh banks of sand free from
improvement has prevailed, though the exa.mmat1~n of
the periodical surveys indicates that the depths on e1ther alluv ial or cementitious subs tance, and with which the
E N G I N E E R I N C.
[OcT.
Tons.
contour lines of the outer slop es of the sand banks form a
70,920
January, 1893, two dredgers at work
11
11
11
168,950
areas on either side of the channel, and t heir slopes will
May,
,
11
11
143,520
June,
,
be considerably increased in the immediate neighbourhood
11
11
of the channel. The intersection of a channel of the secTotal ..
..
..
..
.. 2,438, 710
tion s hown on the diagram with the outer slopes of the
banks would, if it were affected by human agency, and a.
APl>ENDIX II.- MER EY BAR.
uniform section maintained throughout, result in a Present D epth of Ba1', 28 Ft. below Old Dock Sill, or 18 J?t.
" groyne" or curved line of intersection represented by
below L ow Wate1 of Spring T ides.
AB C.
Number of H ours during which there is 26 Ft. of W ater
'Vhen, however, as in the case of ri vers, the formation
and upwarcls on the Bar.
of the outlet of the channel is effect ed by hydraulic
agency, it must, as a result of natural laws, take a difNumber of
ferent form. Supposi ng the volume retained by the
Num
ber
of
Hou rs in One
Height of
Tides in One
ohannel to be conflta.nb throughout its length down to a. High Water Time on each
Year during
Year
of
the
l ine of section drawn acr0ss the channel from A t o C , it
which t here is
abo\ e Old
Tide.
Hti~ht Named, 26Ft. or more on
w ill be obvious that below that point the waters which it
Dock Stll.
respe<; th el).
the Bar.
carries can escape latera lly across the line of intersection
A B C before referred to; consequently, if a. number of
secti,n~ be considered between A, C, and B , there will
r
t..
hrs. run.
h
rs.
mn.
d early be less water available for the maintenance of
37 3')
0
12 ao
3
each successive section between those points; and taking
287 30
10
12 30
23
in t'l c:msideration the relations of the velocity and ma11
390 30
l l 45
M
12
741 J .)
terial in SllSp ension, there mus t be, as a consequence, a
10 45
GU
1;j
8 0 0
10 . 0
~8
gradual reduct ion of sectional area, and consequently a
!) 40
74 J ~0
H
77
rise of the bottom of the channel between A C and B .
15
$:1 10
99
907 30
This rise of thb bottom in the centre must also of n eces16
700 0
8 45
80
si ty be followed by a rise of the sides of the channel, in
17
~ 50
0
8 40
75
order that its cross profile in this leng th may accord with
H
8 30
83
705 30
3!)1 40
19
47
or be similar t ) that obtaining in the rest of its coursE>,
8 20
20
22
183 20
8 20
the nature of the material in which ib is formed being
21
41 15
8 15
5
a.<!sumed t o be similar throughout, and the velocities at
different points in its trans verse section varying s imilarly.
t 669 50
705
The result of this a ction is seen in the formation of a
6669 h . r,o m. x 100 = 76 per cent.
ridge or mound along the curved line forming the inter
~760
section of the outer slopes of the banks and the inner
P eriods E xtending over Sct:ral Tides when there 1Uill be
slopes of the cha nnel, which constitut es a serious '> bstruc26Ft. and upwards of Water on the B ar.
tio n to n avigation, and which is designated the river bar.
Hours
The ex t ent of this shoaling will be such that the outlet
February . . 6 conaecuti ve tides a.t, 12~ hours per tide = 75
will be capable of discha rging in a fan-like direction along .March..
.. 7
= 87!
,
"
11
the curved line of it s crest in any given space of time th e April . .
.. 7
,,
,,
,,
= 87!
water which the channel at A C can discharge in an equal August
.. 6
,
= 75
11
11
time.
September . . 7
,
= 87~
11
.. 6
On comparing Fig. 7, which may be regarded as repre- October
= 75
11
,
11
senting an ideal bar, with that showing the actual bar
NoTE.-The longest consecutive period durin~ which there will
of the M ersey, ib will be at once obvious that, although be less than 26 ft. on the bar is 4t hours (ln a 21-n. tide.
the general features of both may be regarded as suffiAPPENDIX III.-MERSEY B.An.
ciently similar t o juetify the theory advanced, further
E bb Currents ove1 tke B ar taken during 1892-3.
explanation is required of the dissimilari ty which is
ev1dent.
Gi ;..
.c
...
I
G) ,!Id ~ID
In the diagram an ideal condition of affairs has been
1-o- 00 c:: e.o ~ '0 :::J ~
Weather.
assumed, which of course could never obtain in nature,
~ .o::S o ~..:
E-iA-o
0
.!!:::~
the principal disturbing e lements being wind and waves.
~
c::GJ-(/)0
0
-o
...
Q) ~ 0
Storms play a very important part in the "formati on1 "
oQ) .c::
D<lte.
Wicd.
0
..
.!::!
;:.,. f$
c::
~
as well a.s "!~cation, " of banks such as those found m
ID
o'>
CIS ...,. ID >.' ..
c::
~ Q).o Gi
... c:: .... ~
L iverpool Bay, and the dis torted form of the horseshoeo 2c::S
.0 >
Q)
0 0~
;;
bO 0
.0 Q) ~
~ Ql
ehaped ridge called the bar is undoubtedly largely d ue to
CIS.,: 0 c::-tn0
... .0 .... cd 9 >- CIS -Direc- Force. Q)
:..
... 0~
thi s infiuence. L ooking at the comparative amount and
~ CIS m 8 l ~,., :..
~
tion.
Ol ~
direction of the wind forces affenting the ba.y, as shown
ft. in. 1hours
by the wind diagram, Fig. 8, it will be seen that those blow*
2.15
3
N.
1
1 N.
ing through an arc axtending from W . by S. t o W. N. W . March 30, 1892
2'1 u
21 11
3
2 30
1
1 I.
are most powerful. If to this consideration be added the
,
21 11
2.39
3
1
1 s.
fa.ct thab the greatest '' fetch >~ is t o be found through the May 26, 11
19 7
"
2.27
3!
,
2
2 N.
same 3.rc, it will be at once seen that the banks and bar
"
19 7 3!
2 23
2
2 I.
are most liable to d isturbance from such causes acting
19 7 3!
2.31
2
2 I.
I '
19 7 3!
"
,
2.35
through the arc named. A s materia l is brought down by
2
2 s.
I '
19 11
2.17 Calm
3!
0
1 N.
the current through the Queen 's channel, the t endency of NO\'. 7,
19 11
2.19
3!
0
1 l.
11
prevailing winds a nd waves would be t o deflect it rather
19 11
",
2. 13
3t
0
1 1.
t o the nor th side of the bar, where, as the current dimi"
",.
19 11
2.14
3t
0
1
115,200
November, ,.
,.
,
..
. . 133,92()
Ftrth of Cl~d e on th e 7th inst. She is the second of three
80,620
December, ,
,
..
..
steamers bu1lt by M essrs. Alexander Stephen and Sons,
(I)
Q,)
Q;)
>. .
Q) ....,
)I
)I
)I
)I
)I
..
.
)I
))
11
..
)I
..
)I
20,
1893.
OcT.
20,
r 893.]
E N G I N E E R I N G.
w. LLOYD WISE.
497
while pa~in~ along the rai l. A \'er t.ical case q is mounted over
an OJ?enJDg 1n the <:) l!nde r, immediately in front of tbe end of
the p1ston c. The leadmg wheel or a train w hen proceeding in
th_e direoti~o of the arrow, passf's over a~d presses down the
ra1sed. poruon ~f the lever h , wh ich co.us s t he lever d to propel
the p1ston ~ w1th force. ag~in st t h e target/, car ry ing with i' one
of t he. fog Signals t, w b1ch IS thus ex ploded , at the same time the
oppos1te end. of the piston bei ng withdrawn into the cylinder b',
and the vert1.cal bar l lowf'red un~il the blank port ion at the top
comes .oppos1t_e the en'! of t he cyhnder, and p revents the piston c
r>turmng unt~l t h e t ram has proceeded farthe r a long t he line,
wh e!' t h e lead 10g wheel passes over and p resses down the raised
P? rLlOn of a lever, thereby raising t h e ver tical har l when the
p1ston c s hoots t hroug h'a. h ole in t h e top of t h e bar, ~nd strikes
the gong- 8 or a target, thereby g iving the second warning. (.tccepted September 6, 1893).
[4 Ji'tgs. ]
o<
197.1 '
1913 ~
Fig.2.
To reve!~e the engine when t~e go,er oor works an upansion ,ah e,
the ~s1 t10n. ?f t he cen t re T IS changed, so t.ba.t it bears the same
rel~t1v~ po<lon to !he ~rank wh en runnintr in the new direction
as t d1d _w hen r unn10g ID ~be ol~ . This 1s done by having two
keyw~~:ys ID t he governor ~aiD cast10g , and one key bed in the shaft
oppos1te th ~ <?rank. _The hn ks ~re changed os for s ing le ~lide vah e.
:rhe toggle JOlnt e.ct1on of the hnks E, El and 0, G' assists i n keeptog t he governor steady. The cen t rifugal force a cting on the
weights is r~si~ted by spiral springs_n and HI. The stops J, Jl
also K, Kl, hm1t the travel of the we1ghts. The weig hts Wand Wl
e:r > connected to links D and E by the pins N and N', and the
lmks D and E ar a connect ed to t he eccent ric driving disc B by
t~e pins P .and 'P' . The mo\ement of the weig h ts Wand Wl
gl\'es the d tsc B an angula r movement, a nd changes the position
of the centre S of t he eccen t ric sheave A with relation to t h e
centre of t he cranksh aft. (Accepted September 6, 1893).
Oct ober 31, 1 92. -This in,en tion relates to water-circulating ~ff 1ta seat 8 by a spri!lg 9, th e elasticity of \\ h ich may be ad
apparatus for steam boilers. a a re t he shells of the boiler~. b JUsted by the acre"': gu1de 10, a jam nut. ll locki ng it in p osition ,
t heir combustion c hambers, c t h e normal water level in ! ach 1n order th at t h e tl01d may p~s away, 1his SI-ring not beig sufli
boiler, and cl a safe level. T o t he sh ell of ee.ch boiler is con
Fig .7.
nected by a b ranch piece a pipe d , dl open at both its ends, the
J4
pa.rt d being of lo.rger diameter than d l, and ter minating at itl>
'''
I
'
'
'\
'
,
'
,
__ , ,
'
I'
----------------a
___ ........... '
I
- ----,
t
'
.. \
, ........ ..._.,
1--..1.,
:: b ;: ll
I'
~--
t I
t
_
,,,.,
..
,
.. .' .
t
el
......
'
I ....
'
::
b ::: t,
t l
' I.
I I
.
\
.. -.. ,.
tl '
~'
....
"'
"'.~~'
'.
eccent ric pat h, and mot,ion is communicat ed to the toothed
,I
.... __ ,
' /3
~--'
annulus band its p inion bl , t his pinion drhi ng the l a rge tooth
spurwbeel d and through it the lifting wheel e, which is rotl\.ted
alld the wei~tht lifted proportionally to the speeding down of t his upper end in t.h e s t eam space above the normal water level, the
por tion d' ending at its lower open end io the lower part of the
wheel. (Accepted September 6, 1893).
boiler. T he pipes d, dl, and the branch p it'ces of two boilers.
are j oined by a pipe e connect f d to each of the bra n ch pieces at.
R AILWAY APPLIANCES.
a point corresponding to t.be safe level. This connecLing pipe is rienlly s trong to k eep t.be vu lve opn when e). p ose d t o tt.e full
15,459. R. Whitehead. Swlnton, L ancs. Automatic furni~hed with non -return \'alvfS, and with a p ipe fJ in comm uni working pressur-e of thA flu id . The spin dle 13 IS pro\ idtd with
Fog Signals for Railways. (7 Figs. ] Octobtr 8, 1892.- cation with an appllratus such as a donkey pump for circulating a conical vah e 16, \\ hich bears upon a seat in the body of the
Tbis in\ention relatf'a to signalling apparatus for use on rail ways
anpliance, and prevents flu id parsing \\hen t he 'al ve 7 is open.
during fnf!gy we11ther, and the object is to give the warning when raising steam. (.de :qUd St]Jtember 6, 1893).
T he apertu re 14 is placed in connection with the pipe or vessel,
wit hout the employment of fogmen . T he end of the piston is
19,966. R. Arch er, Ossett, Yorks. L ubricating t he fluid passing the valve in t h e direction of th e a r rows (Fig. 1)
retained a short distance \\ ithin t he cyli nder , at the end nearest and Packing Stuffing-Boxes. [5 JltiJR. ] November 5, t o the cooductiog p ipe 15. When t he fluid pressure excE>eds
1892.-Th e ohject or th s inventi on is to provide m eans for that of the atmosphere, the val \'e 7 will be open and 16 off ita
lubricating pis ton , &c . rods. A coil of hemp A is placed around sea.t. (Accepted Septembu 6, 1 g3).
t h e piston-rod R, and on each side of t he p acking is a cover C,
'
19,858. T . Gllmour. Kilcattan, Bute, N.B . R eg u .
D. The cover C is prO\ ided with a cy lindrical case Cl extending
l ating t h e Action of F urnaces. [2 Fig~t. ] No,en.. b er 4,
\1
_, .....
, .
'
Fw
c-
"\ L
,
~
- .-. ~
O r-->
1
r,:"\._
b_ n/ ,
,...
E~_ t::--=-~,~~
,~
. A i
:t
'
11
r-~
Ftg 2 .
q
.J
&
~
I'
~ .. Fig
, I
I J!(~ - ..~~. .
.'
--::.__;.
,
the ach:mcing t rain, and t he oppos ite end projects from t h e
cy linder b' at the for ward end, when the appar atus is in use, by
means of a weighted lever d which is supported by the rocking
~b1fte. A target! is mounted near the end of the cylinder,
and a gong near the opposite end of t h e piston. A lever h is
placed one side of the r~il a, EO tb~t a wbeel r uns par tly on it
'
E N G I N E E RI N G.
[OcT.
connected exter nally to a small clos~d cistern E , i n which water is mounted u p on t h e spi nd le d, upon which i formed a worm
is m:1.intai ned at a cor stan t level by a valve G. T he top of the screw geo.ring with a spind l e. A slid e box g is fitted at t h e
fl ue p ipe i3 a lso connected to a. cylinder P, b ~Lviosr o. piston Q top of t h e c. se A, and a slidc valvegl is moun ted upon t h e valveworking in it, and an adjm.ttlble escape valve controll ing I h e action
Fig.1.
of the apparatus. When t h e h eat p rcdur.ed in the furn!lce is
r ight, the steam generated in the flue pipe passes off by the
e cape' alve at the rate at which it is generated, but if the heat
becomes too g reat, an incr eaae of p reE u re is p roducEd in t he
C'ylinder, and t h e pi!lton moves so astodiminis h the supply of ai r.
Br o p en ing or cl o~ing the escap e \'alve N mor e o r less, the apparatus can be made to maintain any desir ed beat. (.il. ccepted Sep
tembu 6, 1893).
.
.
,,
'
'.
..'
Fig . 1.
V'~:.;{~"\
20,
r 893.
one for the inlet of the fln:ct p ressur e and the othu fo r the e).
h aust of t h e fluid introduced at th e p revious operation of the
valve. The two in let valves a re in chambers communicatiug I y a.
plssage wi1ha. single in let to the casing, and the two outlet vaJVtS
a re in chambe1s communicating ly a passage with a common
outlet. (Accepted SepteMber 6, 1893).
c
: T
._, "JS'
t!F(g 3.
rod n, t'le upper par t of wl.ic h is Fcrewui, and the val ve can ~e
adjusted aud fixed in any positon upon the vaherod in relation
to t h e port i by means of a screw nut. (.Accepted September 6,
1893).
....,._or~
Fi,g.2.
Fig .1.
---- -----Ag
\
13430
t6 S7~
'
1892.-This i n ven tion r elates to a metallic packing for p iston steam to t raverse t h e t ube i n h elical con\olutions. By t h e cen t ri
vahe rods, &c. A h ollow cone D bored out is provid ed to rece1ve fugal p ower t h e water par ticles are dri ven ag~o in st the b eating
the m etallic packing- rings E, which ar e turned outside to fit t h e surface of the t ube, a n d the steam flows centrally. The guid es
G ar e fixed to t h e boiler tube by spring clip s C prodd ed at t h e
extr emit.i es of the wings and g rnsping t h e rim R. ( Accepted Septembt>r 6, 1893).
19,808.
1980!
cone o.nd bored to fit the piston-r od, a piece bcirg cut out of each
ring to allow t hem to close on the rod . At th e bottom of the
stuffing-box is a spring, on top of which is a s mall bush to enable
it to keep the r ings together, and also maintain t h e' acuum f rom
d rawing them too tight on the rod . The r ings a re r egulated by
a g lan d ad justed by nuts. (.A ccepted September 6, 1893).
17,481. J. Richardson and J. Buck, Lincoln. Governing the Speed of Engines. [4 Figs. ) September 30,
1892.-Th is invention h as fo r its object to p r ovide means fo r
governing t h e s peed ~fan engine d i~ect f ro~ t~e cranksha ft, to
which the appar atus 1s fixed , and w1th whiCh 1t revolves. T he
wedges a re so disposed in connection with the d riviog plate that
t h e whole can be contained within the length of a few Inches,
and thus made admi88ible. Slots A ar e made in the eccentric
itself in a line with its t ransverse motion, and are mounted upon
a plate C keyed to t h e crankshaft Cl. The eccentric slides alon~
these slols A. and is drhen by the plate th roug h them, so that
the eccentric is d r i\en positively, and there is no strain due to
MISCELLANEOUS.
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