Documenti di Didattica
Documenti di Professioni
Documenti di Cultura
E N G I N E E R I N G.
E N G I N E E R I N G.
upon members to renew the discussion, the President stated t hat the Gas-Engine Research Committee had invited Mr. H. A. Humphrey and Mr.
Dugald Clerk to join the Committee, and that
.those gentlemen had ac~epted the invitation.
The President next called on Professor Callendar
t o renew the discussion.
Professor H. L. Callendar in response said h ow
highly he appreciated the work carried out under
the auspices of the Committee. The r eport was
one of the highest importance, but it bristled with
He had not had time
controversial points.
to study it closely enough to get to the bottom
of all the evidence. The effect of the walls
of the cylinder was the chief point brought out
by the r esearch, the manner in which the temperature of the charge WllS modified being a matter
of great importance. I t was indicated by the experiments how far the temperature of the explosive
charged varied at different parts of the cylinder
and at different points of the stroke. The r esults
of the author,s tests had been calculated allowing
for the variable specific heat of the burning mixture. The author had &tated he had consulted ruost
of the original memoirs deiling with this subject,
and had given certain formu]re, which, howe ver, Professor Oallendar thought might be open
to question. The method of L e Chatelier was,
n o doubt, simple and ingenious, but the allowance
made for cooling was probably not sufficient, and
the specific h eats were p o3sibly too large. In the
rate of coolin~ of steam, for in&tance, the r esults
were very difficult to arrive at, as the condensation
occupied less than a quarter of a se~ond , and the
temperature had to be measured in an exceedingly
shor t sp1ce of time. That would give an idea of
the difficulty of carrying out t he experiments on
the variation of the specific heat . The formuhe
given in the paper did not quite agree with
t he original . experiments. Perhaps th e latter
might be r elied upon, but that was very doubtful.
Measurement of temperature was, Professor Callendar said, tho point in which he was chiefly
interested, and he would confine himself to t hat.
He had made a large number of analogous experiments on the steam engine with delicate thermometers in 1895, and had communicated the results
to the Institution of Civil Engineers in a paper
read and discussed in November, 1897. These
experiments had been carried out about the
time that Professor Burstall had been working
in t he same direction, but the investigations
had been carried on quite independently by
b oth, the speaker working with steam and Professor Bur.stall with gas. The main difficulty in
carrying out the work was met with in the construction of the thermometers. One of the thermometers which he exhibited had been attached
to the piston, and so long as it was not got at it
stood well, working for a month without trouble.
Those which were placed outside were frequently
damaged by the workmen, the ends being broken
off, but t he other part survived. The thermo-
IJW::Jc, rW/1-unr.
(7/0I. A)
[Nov. 8,
I 901.
A,-----,
_p
Nov. 8, 1901.]
E N G I N E E R I N G.
-> .....
Q.l
..
c >
~ .....
()
1896
..
..
..
P rofessor Burstall't! trial.
(B 4) (see page 34 o f
..
..
paper) . .
Q.
80
Q.l
~0
..,
.a :a
- c
...
6
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o ='
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Cl)
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.
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o :3
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~re I
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lb. pe1
sq. in.
ts9. 7 172
...
.:. e=
e o
-Q.._o
7L
Q.
o ...
I> Q.l
... ....0
Q.l
84 . 7 98 .4
196.2 87.1 89
-
Q.
8Q.l
E:-4
Cl
-'"='"'
0
()
Cll
oo.
32 (calculated
Professor Bu retall's t rial
136
(mea( B 4)
SUrE d)
..,
)..Q.
;:
o..e
S Q.)
""
:>......
...
O E:-4
eo.
480
II
1.37
347
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H
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Trial
N umber .
.:> ...
3"
=' ~
,aH
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;<E c~~
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as a. x <D
oo. eo.
l500 1047 60 .3 .87
Brake
H orse Pown-.
Mechanical
Effioi(: noy.
----------1----------~-----------A o~
VII.
.
ll
Cl)
Ql
A BSTRACT OF A Pl'EN DJ X
Q.
c:s
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as
Q.l
Cl
--
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639
..
A; ..
B:l . .
Bg ..
Ou .
0 7 ..
DIS
Ds .
8.55
.0
2. 72
4.07
.70
.86
2.51
3.66
2.45
per cen t.
16.0
13. 2
19.4
16.7
21.2
.61
. 72
2.81
per cen t.
18.7
18.9
20.0
- ----- -----1
3.61
Temperat ure
Air
------:-----Range,
R at io:
Ga&
Deg. Cen t .
I.H.P.
B. H. -P.
.66
.79
.69
15.8
23 1
Compression,
K. per Cm 2,
30. 9
10.6
351
474
11.4
I
8.7
337
5.36
28.0
11.0
9.2
845
4.32
28.2
7. 2
630
15.9
8.6
288
13.4
16.3
22.7
447
Gas
per B.H. -P .
H our.
645
14 0
21.9
Oubio Feet of
6.62
27 9
11.0
8.36
E N G I N E E RI N G.
[Nov. 8,
I 901.
0
0
0
0
'
that it was desirable coal-gas should not be used in
I
r
I 0
'-...
gas engines, hub rather producer-gas. The Obto
V
0
0
0
'
cycle would be the only one tried in the
I""""
...
further experiments now contemplated because
-0
'
0
0
0
he considered it was the only one 'of com' 0
0
0
0
r
h
mercial importance. It was to be understood
0
0
0
0
I;
that Table IX. of the paper (in which were
I
I
given the weights of air and of gas for each exploI
I
I
I
sion, the air and the exhaust temperatures, and the
~
calories rejected to exhaust at each explosion) was
,,
only a Table to assist, and no exact conclusions were
}I
~
(
~
t<:> be drawn from it. They were waiting for a
~
btgger p~ant, and the variation in the specific heat
~
.
:was an Important feature. Some figures had to
@f'e
,.....
~
be used, and the best that could be obtained were
1
taken. He hoped to experiment with a Callendar
( l Jlt
thermometer and eliminate the heat of the cy-- -@
linder.
The expression in the report that the
~ Q.
gas engine did not utilise a fuller range of temperature was objected to, but the fact that the
.,
exhaust throws out the products of combustion
I
at a fairly red heat was, he thought, a. sufficiently obvious fact, and showed that the gas
engine had not reached the Eame pitch of perfection as the steam engine. The President, the
0
speaker said, had made a remark respect ing his
L
work which he considered valuable. He had
0
said that the report had to deal with the anatomy
of the subject, and he had to dissect out the details.
These were the only extensive experiments on the
gas engine, which had been continuously carried
on upon the same engine. The n ext task would be
to investigate in which direction the efficiency of
the gas engine could be improved. That would
\{
.{
N ov. 8, 1901.]
E N G I N E E R I N G.
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of the econ omist in latter days, Mr. Price proceeded to point out that t.he interest that has arisen on
commercial education offered a fresh opportunity for
asserting the claim of econ omics to a dist inct place in
the educa tion of the cit izen ; and t wo cicumsta nces
favoured t he adva n ce of t he claim : The inner history of econ omic st udy afforded r eason for believing that the old controversies, which created such
noise, were dying or d ead ; that the criticism,
which had been b usy, had b een accompanied by a
considerable amount of constructive work ; and
t hat t he p opular ant ith esis between the ' ' old " and
the "new " schools had lost its tu eaning , if it was
supposed t o r epresen t irreconcilable feuds. E conomic guidance was more urgently r eq uired in
practical affaire, for ma ny q uest ions coming t o
the front of popular discussion were economic in
character. The pressure of commercial rivalry,
for example, was likely to re-awaken the controversy between Free- t raders and Protectionists.
E conomics had something of impor tance to say on
t hat quest ion. Wit h regard to questions classed
as "socialistic," which were attract ing increasing
notice, ald ough econ omics was n ot entirely in-
}'Io . 5 .
offer real hind rance to th e rapid use of n ew machinery or t he speedy introduct ion of novel business
methods. R es trictive legislation, for th e same
r eason, must be scrutinised, alt hough in the
early days of th e factory syst em economists
erred f rom sh ortness of sight, and "factory reformers " displayed more regard for t he perman ent welfare of the n ation. Economic study
was specially calcula ted to induce the habit
E N G I N E E R I N G.
[Nov. 8, rgor.
of mind needed to discover and expose lurking pool Geographical Society, said t.hat that body was Through its examinations the uni versit.y largely
fallacy. On that ground a place might be claimed doing, with the aid of the Chamber of Com- ~etermin ed the curriculum of the schools ; t hrough
for the abstract rea-soning of the text-books in com- merce, admirable work by teaching modern lan- 1ts endowments and prizes it fixed t he bent of
mercial education. Business men dealt with the guages and other subjects. He consider ed that study. Ry their local school examinations Oxford
concrete in their ordinary lives, and without some our commercial travellers were much behind and Cambridge had done goocl work ; but when
preliminary mental discipline they might fall a prey those of other nations. Manchester was, howeYer, one turned to entrance examinations to the univerto unsuspected fallacy. Some training in logic was in a more advanced state than Liverpool in this sities themselves, some strange survivals were met
held by most men to b e beneficial, and an acquaint- respect.
with that called for attention and reform. Every
ance with economic argument, as expounded in the
:Professor Chapman, of Manchester, was of candidate had to reach the requisite standard in
theoretical reasonings of the text-books, might im- opinion that only the elementary part of political Latin, Greek, and elementary mathematics. The
part that training in close. connection with the economy should be taught in schools. That to be study encouraged was almost exclusively gramphenomen'l. of business life. Although the business taught to a. man of business could be taught either matical. The mathematical part was also open to
man might act by instinct rather than reason, in continuation schools, in technical schools, or in criticism. The really surprising thing was that
instinct was often the slow product of large experi- local colleges. 'J.lhcre was work to be done which natural science still met with no 1ecognition, modern
ence; and an ability to see and trace the connec- 0 x.ford and Cam bridge could not do in commercial languages were ignored, and no questions were
tion between cause. and effect could not fail to be training. During the l~st few years there had asked even as t o the candidate's knowledge of his
useful. Without son1e such mental training the been a. tendency to confine commercial education own language or literature. It would be difficul t to
possibility of a plurality of causes and an admix- to bookkeeping and shorthand, and a few t echnical point to any single educational r eform which was
ture of effects might escape recognition. As an requirements, just as there was a. danger of think- more urgently needed, or would be likely to produce
intellectual discipline, the abstract reasoning of the ing that technical education was the teaching of a a more wholesome effect on t he teaching in the
economists afforded a rigorous and bracing exercise. particular trade. It was far more important to secondary schools, than a reform in this examinaRegarded from that standpoint, even "mathematical teach people the principles underlying trade and tion. If certain equivalents were offered in place
methods" of study, which induced precision, might commerce. The great n eed was comtnercial educa- of Greek, this single modification would bring the
find a place in commercial education; but the place tion on the right lines. A great n ew university universities into touch with the large and increasing
could not be large, as they fostered the harmful had intimated that it intended to specialise on the group of modern schools, or modern departments of
idea that economic reasoning was too hard for Rcience of commerce. Business men could do with schools, which are suffering from lack of this conaverage men. Economic history must fill a very very little economics, but if they acquired it in nection. The requirement of Greek, together with
large place in commercial education. From the business, they never understood it sufficiently to t he exclusion of modern languages and science,
point of view of commercial education, too much make it valuable. To make it of practical use they dissociated modern schools, or model n departments
time might hitherto have been spent on questions must grasp the underlying principles. On the of schools, from direct university influence. Whatof origin, which attracted by the opportunity they Continent, at Louvain and elsewhere, special ever might be a boy's ultimate aim in life, if his
offered for ingenious hypothesis, but were from facilities for scientific business training had been intention were to pass through the university, the
conditions of entrance examination warned him to
their nature difficult to solve, and, by comparison, ea ta blish ed.
Professor Withers would have liked to hear what avoid a modern school or a modern department.
too little attention might have been bestowed on
later but less misty periods. But it was impossible business men had to say on the subject, but un- Consequently such Echools or departments were
to gain a real knowledge of the causes and condi- fortunately they were not in agreement as to what very liable to becom e the refuge of the dull or idle,
tions of the commercial and industrial success of was needed. I t was a source of grave danger to or those who were preparing for nothing in parEngland without a special study of economic his- liberal training t hat education was being worked to ticular, so tha-t ihe standards of effort and attain-
tory, as general histories had dealt but scantily with serve the interests of a class who wanted to obtain ment were inevitably lowered. The first r eform
economic matters. 'l'he maintenance of that suc- skilful employes at as cheap a rate as possible. The Dr. Perci val would advocate would be that ''Recess was to some extent dependent on the know- German view was to in terfere as little as pos!;ible sponsions" (" Little-go ") without Greek should
ledge and. on the investigation of the rise and fall with gen eral education in order to specialise, and be made an avenue to a university degree.
School curriculum, as influenced by examination
of other nations which had been conspicuous in ib was to be considered whether commercial traintrade. Lastly, statistics, which had also progressed ing could be given without spoiling a liberal educa- -- with its rigid exclusion of everything but elementary mathematics and t he grammatical study
of late, supplied economics with the means of tion.
Mr. A. E. Scougall, Chief Inspector of Schools for of two dead languages- would obviously be imsystematic observation, in default of the more
effective mode of experiment open to a physical the WesternDivi8ionof Scotland, also pointed out the proved by the infusion of subjects which would
science like chemistry. An elementary knowledge danger of premature specialis~tion. Good education help to develop such qualities as observation, taste,
of statistical methods was a requirement of the must depend on all-round development, and specia- thought, and interest in the world around.
Dr. Percival then proceeded to detail a scheme
times, and, like commercial geography, a special lisation should come later, say, at the age of 16 or 17.
Sir John Gorst, in bringing the discussion to which he had worked out with a view to embody
need of commercial education.
The discussion on this subject was opened by a close, said that the general vie w of those who had the foregoing suggestions in practice.
The contribution of Mr. Eve, as head-master of
Mr. H. W. Eve, the headmaster of University spoken appeared to be that certain ~u bjects of
College School, who considered the matter from commercial importance ought to be taught in the an important school, was a no less influential prothe point of view of a practical schoolmaster who higher schools. The general opinion also was that nouncement than that of the Bishop of Hereford.
had taught political economy to boys both near the it was a. mistake to attempt, under the name of He said that it is generally admitted that a comtop and in the middle school, he thought, with commercial education, to specialise in the earlier plete classical education under the best conditions,
very fair success. There were three or four con- stages of a boy's or girl's education, but that they properly supplemented by ot.her Eubjects, is
siderations that made political economy a very ought in the primary stages to be confined chiefly to thoroughly good of its kind . For t hose who have
n ot adequate time the problem of devising a good
good subject for school education. The first was what was called "general education. "
curriculum is difficult. It is necessary to guard
The Section then adjoured.
that commercial education should be a liberal one ;
on the one hand against a curriculum too
that it should be technical ; but political economy
was essentially a part of liberal education: Next., THE I NFLUENCE OF UNIVER SITIES AND EXAli:IININQ exclusively pract~ical, and on the other against
BoDIES.
t he waste of time on a half-finished classical
it was very difficult to fi nd subjects on wh1eh boys
The last sitting in Section L, that held on Tues- education, generally including no Greek. Tco
could be said to express themselves in English.
Anybody who had had to set essays was much day, September 17, devolved to a set discussion often the result is that time and energy are
puzzled to find subjects that stimulated thought. on "The Influence of Universities and Examining spent on gaining a very imperfect knowledge of
Political economy questions supplied that need. Bodies upon the Curricula of Secondary Schools." Latin, which might have been more profitably
Political economy also supplied a. great number of This discussion was opened by the Bishop of devoted to other subjects. The Latin learnt at
problems, and came into close connection with Hereford (Dr. Percival), and Mr. H. W. Eve, and school is never kept up ; it contributes but little
the commonest studies-namely, history and geo- was followed up by a number of speakers, among to the formation of intellectual tastes, so necessary
graphy. The mere fact of the boys being taug~t them the President of the Section. We r egret again as an antidote to t rivial and vulgar pursuits. What
some political economy in the school led theu that we can only touch upon one or two of the is really wanted is a secondary education at once
teachers to dwell on these points. On such a more salient fea t ures of this long debate on a sub- practical and liberal, and that in a world much
basis an excellent system of commercial educa- ject of the first importance to the industry, no less changed within t he lifetime of men nob yet old.
Science
must
fill
an
important
place
in
such
an
than
the
culture,
of
the
nation.
The
opinions
extion could be developed. What was the outlet
for those who received t hat education 7 Would pressed were n1arked generallr by en~ightment .a~d education : not only must some familiarity with
t hey find the occupation fitted to their capacity ? practical good sense. If the m:fl.uentlal author1t1es scientific method be acquired, but also a good deal
of
that
scientific
knowledge
which
is
essential
for
who
took
part
in
the
discussion
were
earnest
in
There was a great tendency among business men
to take comparatively youn g lads of very mode- what they said, and will follow up their public ex- intelligent general r eading. Add to. the time
r
equired
for
mathematics
and
science
what
is
pression
of
theory
by
some
energetic
practice,
t
he
rate education, and to work them up through
needed for English, history, and geography, and
the office, and to give little, if any, advant~ge to result will be for t he improvement of one of the
two
modern
languages,
and
but
little
time
is
left
most
importantif
not
the
most
importantand
those who r eceived a longer and more hberal
for Latin. German, too much neglected in English
one
of
the
most
n
eglected
aspects
of
t
he
economic
education. He often wondered whether it would
schools, is essential both on practical and on
policy
which
shapes
the
distinies
of
any
people.
not be possible, at any rate in th~ great jointgeneral grounds, a~d should take the place of
The
Bishop
of
Hereford
stated
that
he
did
not
stock companies, to have somethm~ analogous
Latin. Nor would there be any appreciable loss
speak
of
t
he
ne.wer
.
~nglish
foundations..
The
to the Civil Service-a means by wh1eh lads of
in point of discipline and training. Modern
great
English
un1vers1~1~s
were
formerly
v1rt?ally
eighteen or nineteen, or even university men, who
language!?, though easier than t he classical
monopolised
by
the
pr1
v1leged
and
the
profess10nal
had taken some trouble to prepare themselves not
languages, present quite enough difficulties for
classes,
but
for
half
a
century
a
process
of
nationalionly in commercial subjects, but by a. g~neral
the average boy, and he has at t he end of his
sation
had
been
going
steadily
forward.
Were
liberal education, could have the opportun1ty of
course something to show for his efforts. Much
there
still
r
eforms
which
would
be
beneficial
?
starting comparatively high up in an office, and so
depends on offecti~e scholarly teach~1~g and on. the
The
answer
would
be
mainly
sought
through
obserenable them to act a.s officers rather than as the
selection of readmg books r eqUirmg sustained
vation
of
the
examinations,
the
use
made
of
endowprivates of business.
t hought.
ments,
and
the
type
of
teachers
th~y
sent
forth.
Commander Phillips, the Secretary of th e Liver-
E N G I N E E R I N G.
Nov. 8, 1901.]
In the long discussion on this subject the views examinations, and really could not be actually
put forward by Dr. Percival and Mr. Eve were educated at all. The difficulty of remedying this
generally s upported. We can only report some of was that as fast as the examinations wrre d one
away with some other body took them up. T~e
the most salient features.
Mr. E. B. Griffiths said that if masters of public National Union of Teachers or some other pubhc
schools insisted on a change in entrance examina- body would continue the task which Government
tions, it would oe impossible to resist their d e- abandoned, and would insist upon examining these
mands . Boys from public schools had general1y unhappy children year after year. He thought
been taught t0o much and educated too little.
that as regards many, both in elementary and
Mr. H.ouse, of the Assistant Masters' Associa- secondary schools, and many of those preparing
tion, said that the headmasters of the great public for the universities, it would not be a bad thing to
schools would not have reform. It was with Win- have a close time ; to give a. certain number of
chester and Eton that the key of the position lay. months in the year during which it should be penal
The effect of scholarships had been to turn the for anybody to examine them, and then they would
education of the country into a comtcercial enter- have, p erh aps, some time in which they could
prise. U ntil the system was cha nged, the teaching really be educatd and be relieved from the task
in our sch ools could not be called true education.
of preparing for examinations.
Mr. Mackinder thought Oxford would admit any
In a subsequent speech, when replying to a vote
subject which, in its methods and ideals, reached of t hanks proposed to him for presiding over the
a sufficient standard. It wished to produce men Section, Sir John Gorst said that during the proof scientific methods, of some literary accomplish- ceedings he hn.d learned as much about education
ment, and with an imagination not crushed. In- as he had previously known. He recognised that
tellectual interest was the one thing wanting in the the Board of Education n eeded a great deal of
mass of our people.
educa tion itself. The advantage it would gain from
Professor Marsh all Ward said the old ideathe leading of a n on political body like a section
that education was information- was carried dan- of the British Association was likely to be congerously far. The same thing was b eing done in siderable.
another form by the movement for technical eduThe business of the Section was then brought to
cation. It was technical information rather than a close.
technical education that was b eing organised.
THE CoMING MEETINGS oF THE A ssociATION.
Professor Miall said that far too much importance was attached to these examinations, and reAs previously stated, the m eeting of the British
wards were extravagantly high.
Examinations Association n ext year will be h eld at Belfast, comwere not the proper method of testing 111erit ; the mencing on September 10, when Professor James
real teAt was how men bore themselves in the busi- Dewar will be President. The 1903 meeting will
ness of life.
During preparatory time at the be in Southport..
school or university a man ought to learn to work
in a productive manner.
COMPOUND DUPLEX FEED-PUl\IPS AT
Professor Armstrong pointed out that the GerTHE GLASGOW EXHIBITION.
man universities had n either scholarships nor
A NU MBER of pumps of different types are shown at
numbered class lists; and yet the efficiency of the the Glasgow Exhibition by Messrs. J. H. Canuthers
German university education was admitted. He and Co., of the Polmadie Ironworks, Glasgow. At
hoped that some agreement would be arrived at as their stand three direct-acting pumps were shown in
to what was a liberal education. What was needed motion, two being for boiler feeding and the third for
was a proper school-leaving examination, such as low-pressure work. In the boiler-room of the Exhibiwas established in Germany We should turn b oys tion the firm had two vertical compound duplex pumps
out earlier into the world to get into practical feeding the main boilers which supplied steam to the
touch with it, and the universities must cease to be Exhibition. We illustrate these pumps in Figs. 1 and
superior boarding schools. Boys were retained at 2 on page 64:0. They are, it will be seen, of the ordischool for the purpose of the school rather than for nary duplex type, but are compounded, the lowpresthe purposes of the scholar. We must look for- sure cylinders being near the pump end. The highpressure cylinders are 5 in. and the low-pressure cylinward with fear to the part which the insprctor would ders 9 in. in diameter. The pump burels are 5 in. in
play in English education. He had already wrecked diameter and the stroke is 10 in. Each pump is
elementary education, by being a mlln of purely capable of discharging 6000 gallons per hour running
literary education-a man with a good university at a ~oderate speed. The highpressure cylinders
degree, and no knowledge of the true work of educa- have piston valves, whilst flat valves are used for the
tion.
low-prees ure cylinders. Double glands are, it will be
Professor Tilden said that reform rested with seen, used between the cylinders in place of an ordinary
the universities, but the creation of a public senti- sleeve. The latter plan enables the engine to be somement in favour of learning was beyond their power. what shortened, but, being inaccessible, may leak withThe neglect of learning in this country was one out the fact being discovered. The makers had hoped
that the executive of the Exhibition would have made
of the evil results of the country's prosperity.
Sir John Gorst, in closing the discussion, said a series of tests on the efficiency of these and of other
feedpumps lent to them by different makers. This
that only the fringe of an important subject had has, however, not been done; but ~Iessrs. C~~trruthers
been to uched, but the matter would be further intend, we understand, to go into the matter for themdealt with by a committee of the Section. In his salve~, and determin~, by tests independently conopinion examinations might be divided into three ducted, the precise gain effected by the compounding.
classes. The first might be described as useful ;
the second, unavoidable; and the third, purely
mischievous. The first comprised examinations SLOTTING MACHINE AT rrHE GLASGOW
which a teacher set to see whether his pupils
EXHIBITION.
OF late years we have had but little opportunity of
appreciated what had been told the m ; the second,
those to which a student was subjected in order chronicling advancement in the detailed design of
to see whether he was fit to proceed to higher slotting machines. On the whole, designers have been
branches ; and there were the examinations of fairly well satisfied with the machine as it has usually
the Civil Service Commissioners. This country appeared- the kind of thing we are so familiar withresembled China in regard to admission to the ba lanced ram, quick-return mechanism, compound and
circular motion to work table, &c.
public service being dependent on success in comMessrs. Sharp, Stewart, and Co., Limited, are
petitive examination, and, competitive examination showing one of their latest kind of these machines at
being thus unavoidable, he did not kriow anything the Glasgow Exhibition, and as it contains a little
the Section could do more useful than overhauling novelty in its arrangement, we are pleased to give an
the methods of the Civil Service examinations, and illustration of the machine on page 641, with views of
seeing that those examinations were not exclu- several details.
sively for the purpose of ascertaining the number
The machine is built for a stroke of 16 in. , and
of facts which the student had been able to cram others of its class are made up to 24-in. stroke. The
into his memory ; but that some f'ffort had been diameter of the table is 3 ft. 6 in., and its various
made to test the power of the student to think travene motions are proportional thereto. They, of
for himself, and to be useful in the actual business course, are made to be operative either automatically
of life. There were, however, some examinations or by hand. The main frame is stiffly made of box
which were wholly mischievous, such as those ~ection, with a long continuous bearing for the ram.
Perhaps the most interesting point about the machine
to which teachers in elementary schools were sub- is an arrangement in connection with the table,
jected. They spent almost their whole time in whereby it may be tilted to an angle so that taper
school in difficult tasks, and afterwards crammed work may be slotted. This canting does not in any
into their memories facts about history and geo way interfere with either of the automatic feed
graphy and science for the purpose of passing motions, as the top slide, upon which the rotating
28Q,461
157,036
b39,985
750,034
726,567
1,212,607
145,083
777,678
1901.
1,0~8,303
1,148,S90
996,860
6,388,439
4,278,649
1900.
1899.
2,059,678
272,211
239,809
1,529,843
4,621,289
943,605
131,058
13,664,423
1,236,160
3, 746,341
E N G l N E 11 R 1 N G.
[Nov. 8,
1901.
I.
FIG.
1.
.F w . 2.
Fig . 3
Fig. 4 .
r--0
I
.-~
_,
!_._________
0
(5!116.C..J
..
ENGINEERING.
Nov. 8, 19ot.]
ing grout. The cylinders a.re braced toget her above
lo'_V-wat~r level as ehown: The compression members of
t h1s bra.cmg are struts bmlt up of 12-in. channels whilst
the ties are outside the cylinders, and are th~s 8ft.
apart. Consequently a cross-section at the centre
through this system of bracing appears diamondsha.p ed, as ind~cated in F_ig. 65 (two-page plate). The
cyhnders termma.te6ft. 61n. abovehigh-wa.ter mark and
above t his level the piers consiEt of steel towers w'hich
a.ra shown in detail in Figs. 61 to 80. Thee'towers
Fig. 83.
/0
.'t
IS
16
~---1 !
'S
W-- -+f
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8~
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Fig.86.
'
--
--------- s. o -- ---------~
(70 44. )
CROSS SECTI0/1.
ELEVATION AT CENTRE
Fig.c97.
RIVER
CENTR
PIER .
10
...
ADJUSTING GEAR.
PtEn.
.Y1o tllick ~
Ocub!e Cov! ~o tlli~
~~~~
],413: 0'$pa17/.
SIDE PIERS.
31
nch thickened
k--------s: o- --------~
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RIVER PIERS
ADJUSTING
:::
GD::i
GAR.
,:
SIDE PICRS.
2411! o Spall/.
..
CEHTR PIR
E N G 1N E R 1 N G.
expansion _joints at each end of the main structure
were -pu~ .m after the trusEes had been moved to their
final pos1t10ns. Details of these joints are given in Figs.
96 to 103, page 649. The expansion bearings for the
tr~sses themselves ar e shown in Figs. 89 to 92. As
Will be seen, the rollers are of the segmental type an
ar~angeme!lt which permits of the length of the bea~ing
~emg considerably shortened. These rollers are of cast
uon, a:nd .bed on a. rolled steel slab. Provision for
expa.ns10n Is .made at one end of each truss only the
othe~ end bemg provided with a simple knuckle~oint
bea.r.mg. The approach spans call for little cJmmen t .
The1! g~neral character is shown in Figs. 93 to 95,
and It will be seen that they are simple plate-girder
structures B.oored ~ith steel joists a nd buckled plates.
The gas and.wA.ter ptpes are carried under the footpaths.
The old bndge was only closed to vehicular traffic
whan a start was made with its demolition, and a footway for pedestrians was ltept open the whole time.
~ S
F4J.81.
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[Nov. 8,
1901.
By A. E. J oRDAN.
A GOOD deal has been said and wr itten wi th regard
to t?e. l~ck of sugar machinery exhibits at the Glasgow
~xhtb1t10n, an~ there is no doubt that many interested
m _the sugar mdustr~, colo.nial visitors especially,
ha' e been som~~hat die~ppomt~d at being unable t o
see at an expos1t10n of th1s magmtude, a.nd in Glasgow
of all P.laces, the centre of sugar machinery engineers,
eomethmg mo~e th.a.n cent~ifugal machines for crushing
the sugar, w h10h IS praot 10ally the last stage in sugar
manu.facture; for although the exhibits of these
machines by Messrs. Watson, Laidlaw, a nd Co., and
Messrs. D. Stewart and Co., Limited, are excellent
t hey can convey but little information as regards th~
mat?y proceases through which sugar passes, and the
var10us and heavy machinery used in i ts manufacture.
~n the G~a~gow Exhibit ion of 1888 the sugar machmery exhibits took a very prominent place in t he
machinery .section, .most, if ~o~ .all, of t he Glasgow
sugar mac~mery engmeers exhib1tmg hea.vy machinery
~or the vanous processes; but at that time the s ugar
mdustry, from the engineer's point of view, was in a
much be~ter state than it has been for some time past-,
and engmeers were not afraid of constructing machi
nery even for exhibiting pur poses, knowing, from t he
condition of the sugar industry, and the demand for
such machinery, that it would not be left long in their
hands.
. But now, ho~eve~, it is very diff~rent, the sugar
mdustry, espeCially m the West Ind ies, upon which
so .many engine.ers entirely depended, being practically
rumed , for which t he Continental bounty system is
blamed. :Many of the large firms who for years ha.ve
done n~thing else but ma.ke sugar machinery, and then
~ad their ~ands full, have found it necessary to embark
m other lines to prevent closing their gates altogether.
Such being the case, it could hardly be expected t hat
firms ~vould go to the trouble and expense of constructiDg. heavy machinery simply for exhibit ion p ur poses, Without having the slightest expectation of
having it taken off their hands. The next best
thing to be done under the circumstances, in lieu of
the machinery itself, is obviously to exhibit photo- developing 450 indicated horse-power. The p :nter is
graphs; and it would have been greatly appreciated , tran~mitted to the mills t hrough powerful compound
by colonial visitors at any rate, if the sugar-machinery gearmg ~ounted on B: strong bedplate of box section,
engineer s exhibiting could have bad more photographs the gearmg wheels bemg shrouded to pitch circle, an d
of sugar plant, factories, and refineries, which they arranged as follows :
have constructed, such as are to be seen in connection
Rs.tio of roller surface speed to piston
with the gold- mining industry in the Western
speed of first mill
.. .
.. .
.. . = 21.6
Australia, Queensland, and other sections.
R atio of roller surface speed to piston
Messrs. D. Stewart and Co., Limited, the large and
speed of second end third mills . ..
22.8
well-known firm of engineers in Glasgow, who make
sugar machinery one of their specialities, have recog- . ~t the other end of the roller gudgeons from th e mill
nised this to some extent; and among the photo- pm10ns are fitted the chain wheels from which the
g raphs to be seen at their stall is one which has no c~rriera are driv en, t he driving wheels having
doubt att racted a good deal of attention from those etghteen t eeth a nd the driven ten t eeth t he cane
interested in the sugar industry, and which shows a carrier axles being provided at each mill with a.
large installation of a sugar-cane-crushing plant for clutch whereby t he carrier to each mill may be thrown
triple crushing, the photograph being taken on the out of gear from a small platform over the mill to
erection of the plant in their capacious erecting shop (a which it conveys t he canes, without having to ~top
copy from which is reproduced on page 652).
the running of the eDgines or mills.
As this particular cane-crushing plant is one of
The. gearing i~ co!lnecte~ up ~o the mill by means
the finest installations to be seen in any country, and of a ta1l-bar, whtch IS proVIded wit h strong loose coupth~ largest in the East, a descript ion of it by the lings of cast steel, which may be moved along the
wnter, who had a good deal to do with it in super - tail-ba~, t hus ~llowing of th~ tail bar being removed .
vising its overhauling and starting it on the trial run The tatl-bar with loose couphngs gets over the diffifor the crushing season of 1899, while acting sa chief cult~ which might occur s~ou!d t he mill g ud geon and
engineer at t he factory where it is at work, will no ~eanng shaft not be trul.Y In hne. A cold-water pipe
IS led to each roller bearmg, to be used in case of the
d ou bt be interesting.
This cane-crushing plant is in connection with a bearings becoming hot through excessive strain.
The j uice pump delivering the expressed juice t o the
large factory, erected complete in 18967 by Messrs.
Duncan Stewart and Co., Limited, at Baliana, Upper liming tanks is of the ordinary single-acting plunger
E gypt, for t he Egyptian Sugar and Land Company, type, is driven off the end of first motion or crankshaft
the crushing plant being guaranteed t o crush 750 t ons on first mill engine, and is 8 in. in diameter by 20 in.
of cane per day of 22 hours. The q uantity of juice, stroke; while the thin-juice pump for the maceration
with the maceration water added, amounts t o 6400 is driven off the crankshaft of the third mill engine
'
gallons p er hour, the factory being d esig ned to treat and is 3~ in. in diameter by 12 in. stroke.
Travelling cranes for working by hand power a re
t his q uantity. The mills are of the ordinary horizontal
three-roller type, and each mill is driven by ita own fitted over the mills and engines, one commanding the
engine, which is of t he horizontal, non-condensing, three sets of mills and one commanding the three sets
r eversing, expansion type. The working of t he plant of engines, and enable t he hea viest parts of the
machinery to be removed or replaced wit h ease.
is as follows :
The complete crushing plant is erect ed in a build ing
The canes, on being placed on the cane carriers, are
conveyed to the rollers of the first mill, where they 50ft. wide by 145 fli. long by 22 fli. hi gh to eaves,
undergo the first crushing, the juice expressed falling which is lit up at night with the electric light , t he
to the bottom of the mill bed , from which it runs electric installation being also supplied by :Messrs.
t hrough open channels, and through a strainer to the Dunca.n Stewart and Co.
I
t
will
well
repay
a
visit
to
any
who
may
be
in
j uice tank under B.oor level.
The crushed cane on leaving the rollers of the first Upper Egypt to see those mills at work when lit up
mill is sprayed with hot water , which g ravitates at night; and some Nile t ourists would as soon forE>go
from one of the small tanks shown over the third mill, a visit to the famous temple of Abydos, a few miles
a nd is fed on to the crushed cane by means of a per- distant, as miss seeing this- it s more modern rival.
Since t he above was written, Messrs. W atson,
forated pipe, thus enabling a better crushing to be
Laidlaw, and Co. have had a handsome album comobtained by the second mill.
The partly - crushed cane is conveyed by carrier piled, showing sugar factories and machinery in most,
tf
not
all,
of
t
he
sugar-growing
countries.
In
all
No. 2 to the second mill, from which the juice falls
and r uns to t he juice tank as before. The crushed probability the book may be seen, after the closing
cane on leaving the rollers of the second mill is of t he Exhibition, at t heir works, D undas-street ,
sprayed with t he thin juice from the third mill, which G'a.qgow.
N G I N E E R I N G.
. _,...
then the matter has been thrashed out, and the forces,
rates of moveme nt, and so on, have been arrived at. We
wan t to know bow strongly this curious instrument,
which seems t o resemble a. sentient being, resents being
changed i n direction. I know the direction of change,
and am not likely to forget it. Ib wa.s given me by a man
who understood the subject, hub I do not know where he
is now. He also gave me the formula. for the rate of
movement; I am not sure thab I understood it, and I have
lost i~. I was so glad to get a. reason for th e extraordinary
behaviour of the instrument- as Sir H. Maxim says, "like
a pig wibh a. will of its owo" - tha.b I did not trouble about
the measure of the rate of motion . I very much regret it.
In other matter~, engineers are oontenb with formulae
only a.s memoranda.; only to save time; to save themeelves the trouble of proving the formuJre again for themEel ves. They take very li ttle on trust. In this matter let
us have d efinite information, on which we can fearl~sly
proceed.
Y curs faithfully,
H. J.
K. Y.
Fig . 1.
BINGHAM POWELL.
fl,
c
A
8
\
c
7109)
E N G I N E E R I N G.
[Nov. 8,
190r.
.MEtlSRS. SANDE~fAN AND ni ONCRIEFF, l\rLM. INST. C.E., ENG INEER'; SIR 'VILLIA~I ARROL AND CO., GLASGOW, CONTRACTORS
PIRS.
FitJ.88.
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outer bearing. That ia to sa.y, that by this ingenious con- turn. T he di3advanta~es of bored guides when used in
struction the pressure, a.nd consequently the friction a.nd lar~e engi~es are : (1) They develo~ more friction than
wear on the bearinga is increased in the ratio of 1 to 2.38. gmdes ha.vmg plane surfaces. (2) They are not adjust
Another effect of placing the main bearin~s so close able, and tha.t parb of the guide nearest the cylinder
t ogether will be that ib will be almost impossible to pre. gets hotter and expands to a. larger dinmeter than the
WM. LEIGHTON J ORDAN.
outer end. (3) The glands and cro3sheads are difficult
vent the shaft wriggling from side to side.
November 6, 1901.
The crankpin of a multiple throw shaft is the part sub- to get at.
It is interesting to note tha~ the p~ice paid for the
jected to the heaviest strains, but by the method adopted
LARGE - POWER STEAM ENGINES FOR in this case, the pins are relieved of all twisting strains, Allis engines is 57,000t., whilst the Musg ra.ve engines
47, OOOt.
ELECTRIC TRACTION AND THANSMIS- the resulb being that the whole of the turning effort of cost
Although these engines may be the largest engines in
the engine is transmitted by direct pressure from one
SION.
crank to the next, the crankpins acting as levers fixed a t this country d riving alternators, they are not the largest
To THE EDITOR OF ENGINEERING .
one end only. If this action is worked out, it will be found vertical compound Corliss engines built in, a.nd at work in,
SIR, - In view of the importance which the manufacture to result in a very unequal distribution of pressures acting this country. I enclose my card.
of large-power steam engines will attain in the near in opposite directions in different bearing~, a.nd that the
Y ours truly,
future, the activity with which our American cousins are arrangement is one well calculated to oring about the
B RI'IISHERI
endeavouring by a.ll means in their power to capture this very conditions the evil effects of which this construotion
industry, and the unfair and misleading criticisms of such is specially designed to avoid.
as your corres:pondent "Citizen," I beg to make a few reTHE
MINERAL
WEALTH
OF
SPAIN.
The
best
arrangemen
t
for
a.
crankshaft
is
unquestionmarks concernmg the design of the Allis engines at the
To THE EDITOR OF ENGINEERING.
G lasgow Corporation Tramway Station, which I presume ably that universally adopted in marine practice-vi :G. , a
are the latest and best:type that America can offer. Some rigid crankshaft having a bearin g on each side of every. SIR,- 1 have only just returned home and have seen
deta.ih of these engines are given in your special number crank, as close as p ossible to the crank webs. As for the your issue of Ootober 11, in which I have read the article
heavy flywheel a.nd alternat or, th ese ought to be provided "Anglo-Spanish Iron Combine," which terminates :
of TRACTION AND T RANSMISSION.
The first p eculiarity which strikes a British engineer is with a pair of bearings quite distinct from the engine, "Spain is rich in minerals, but some of the principal
deposits
are nob readily accessible, and until Englishand
be
connected
up
to
the
outer
coupling
of
the
engine
the design of the crankshaft, which is jointed ab each
crankpin for the purpose, i t is stated, of pre venting hea.t shaft. The Musgrave shaft is of vastly superior design to men provide railwa7s a.nd working capital, they will not
ma.de accessible.'
ing due to unequal wear of the beartngs, or to any the A llis, althou~h in ma.ny respects it gives one the beNow,
although an Englishman, I am not quite so exclusettlement of the foundations. The result is tbab every impression of havmg been to some extent Americanised. sive as the writer of your article, a.nd I thmk the word
There is one other point to which I would draw attencrank is overhung, and in the case of the high-pressu re
"Englishmen " might be substituted by "foreigners."
and the first low-pressure, the distance between the centre tion, and that is the bored guid s so generally adopted in
The object of my letter does nob make it nece:sary to
of the crankpins a.nd the centre of the nearest bearing is America. The only advantage they possess is cheapness inquire whether such a.n absolute opinion be correct re
3 ft. 4 in., whilst the centres of the two bearings them- of construction. One American firm claims for bored garding the complete abstinence of Spanish capital from
eel ves are only 4 ft . 10 in. This means that t he pressure guides the ad vantage tha.t it allows the crosshead to turn such enterprises, for experience shows tha.b the lead of
on the bearing nearest the crankpin is 1.69 times tha.t round to follow the orankpin when the crankshaft gets foreigners has, of late years. been followed by native
exerted on the crankpin, and bha.t a resultant pressure in out of line. Another improves these guides by boring enterprise to some exten t. While believing this will conthe opposite direction equal to 0.69 is developed in the each aide to different centres, so that the crosshead cannot
'
E N G I N E E R I N G.
THE
REDHEUGH BRIDGE.
RoBERT
S.
DoBBIE.
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E N G I N E E R I N G.
NOTES FROM THE NORTH.
[Nov. 8, 1 go r.
silver-plated wa.reand cutlery houses are complaining of ex.
treme difficulty in obtaining orders, distributora t hroughout the coun try declining to commit themselves to any
weight of stook for the coming season, as sales wilJ, i b is
feared, be extremely small.
South Yorkshtre Co'l-l Trade.-Tbe heavy fogs of the
last three days have caused the consumption of gas to be
almost doubled, and the railways nob having been
able to take new traffic forward, gas companies have
had to dra w largely from stook. Should this weather
continue, some of these companies will be very
seriously ha.mpered. The large steel works are also
finding difficulty in obtaining supplies, and have used
up most of their stooks. Work, however, generally is
slack, and there is not the weight of fuel being used that
was the case a. few months back. The decline previously
reported in the house coal trade con tinues, and the de
mand, both for L ondon and the local markets, is restricted.
Prices, however, are kept up. Best Silkstones are
making from 13s. to 14s. per ton, and Barnsley house
12~. to 123. 6d. per ton. Good bards are selling at 10s.
to 10s. 6d. per ton, and prices for the commoner class of
coal, of whiCh there is an abundant supply, are as follows :
Screened slack, 7s. per ton ; pit di tto, 33. per ton. The
coke trade does nob Ehow any improvemen t.
GLASGOW, Wednesday.
Glasgow Pig-I ron Market.-Not more than about 1000
tons of pig iron changed hands last Thursday forenoon.
Shotts were covering in Scotch iron, which advanced in
price 2~d. per ton, which wa-s also made by Cleveland
iron. Generally speaking the market was fi rm. Abou b
8000 tons changed hands in the afternoon, and prices
were very firm. Scotch advanced another 1d. per ton, and
hematite iron made 3d. per ton. The settlement prices
were: Scotch, 54s. 10~d. per ton; Cleveland, 44s. 10~d ;
and Cumber land hematite iron, 60s. per ton. At the forenoon meeting of the market on Friday a couple of thousand
tons were dealt in. Cleveland alone met with attention.
Scotch was unchanged, while Cleveland lost 3d. p er ton.
Scotch was done at 54s. per ton, delivery ab the end of
the year, and Cleveland at 443. 8d, delivery at same time.
At the afternoon market some 8000 tons were donE>, and
prices were slightly easier. Scotch reacted to 54s. 11d., or
4d. per ton under the preceding night, and Cleveland to
4h . 6d., also a drop of 4d. per ton from the precedin g
day. The closing settlement prices we.re: 55~., 44s. 6d.,
and 59s. 10~d. per ton. At the forenoon sitting on ~1on
d a.y the warrant market showed that some 6000 tons
chan~ed hands, and that Scotch rose 1d. per ton, while
Cleveland lost 2d. per ton. At the afternoon market 5000
tons changed hands, and the close was fiat, Cleveland showNOTES FROM CLEVELAND AND THE
ing a drop on the day of 5d. per ton, and hematite iron 6d.
NORTHERN COUNTIES.
per ton. At bheolosethesettlementprices w ere: 54~.10~d. ,
44s. 3d., and hematite iron 59$. 7! d. per ton. The market
MIDDLESBROUGH, W ednesday.
was steady on Tuesda.y forenoon, but exceedingly quiet,
The Cleveland Iron Trade.-Y esterday there was a.
and only some 2000 tons changed hands, about equally
large attendance on 'Change, but the market was quiet,
with little business doing. Buyers were backward, but,
divided between Cumberland hematite iron and Cleveland. The latter was done 1d. per ton up ab 44s. 3d. one
on the other band, pig-iron producers did nob display any
grea.t anxiety to secure ordera. Little or no difference
month, with buyers over, and Cumberla.nd hematite
existed in quotations for No. 3 Cleveland iron, No. 4
iron, after being done 1d. per t on better, at 593. 5d.
per ton cash, left off at 59~. 4~d. per ton buyers.
foundry, and grey fo rge ; and, in fact, No. 3 was
Scotch warrants were nob dealt in, and the only
disposed of in place of foundry, the former being plentiful
and the latter scarce. G rey forge was very strong. Most
quotation was 54~. 7d. per ton, sellers one month.
Nob a single transaction t ook placs in the aftermakers asked 44s. 6d. for prompt f.o.b. delivery of N o. 3
g.m.b. Cleveland pig iron, but they did nob find buyera
noon, and the quotations were ju3t round the foreprepared to pay bhab figure, especially a~ merchants were
noon close. At the close the settlement prices were :
quite prepared to accept 44s. 3d., which was also the re54s. 10~d., 44s. 1~d., and 59s. 4.\d. per ton. The market
cognised market rate for No. 4 foundry and grey forge.
was flat this forenoon ; only some 3000 tons were dealt in.
East Coast hematite pig iron was as scarce as ever, there
Cleveland alone met with attention, and the price fell 1~d.
being none at an available for this month's deliv~ry.
per ton a b 44s. That class of iron was also sold ab 43s. 9d.
Nos. 1, 2, and 3 were pub ab 60~. delivered a month ahead.
p~r ton three months delivery. At the afternoon meeting
S~a.nish ore was steadr and unchanged in price, notonly 2000 tons changed hands, and Scotch closed 1d.
Wlbhstanding lower freights, rubio being 153. 9d. ex-ship
per ton easier than ab midday, b ut Cleveland finished
T ees. T o-day prices were not quotably altered.
1:\d. p er ton easier.
The settlement prices were :
54s. 9d., 44s., and 59s. 3d. per ton. The followManufactured Iron and Steel.-Finished iron and steel
ing are the quotations for makers' No. 1 iron: Clyde,
show very little alteration. New orders are by no means
66s. 6d. ; Gartsherrie, 67e. ; L angloan, 69J. 6d. ;
easily secured, and several producers would probably now
SummerleE>, 71s. ; Coltness, 71s. 6d.-the foregoing all
make concessions to obtain contracts. though prices, on
shipped ab Glasgow; Glenga.rnock (shipped ab Ardrosthe whole, are not quotably lowered. Steel ship-plates are
san), 66s.; Shotts (shipped a.b Leith), 70~.; Carro? (shipped
NOTES FROM SOUTH YORKSHillE.
6l. ; steel ship-angles, 5t. 17e. 6d. ; iron sbipplates,
at Grangemouth), 67s. 6d. per ton. The erratic fluctuaSHEFFIELD, W ednesday.
6l. 17s. 6d. ; and iron ship-angles, Gl. 53.-all less the
tions in Scotch warrants have continued during the week,
Sheffield Society of Etngineers and Metallurgists.-Pro- customary 21 per cent. discount.
but the quantity of iron changing hands is infinitesimal, fessor
W. Ripper, M. Ins b. C. E., presided over the opening
and only concerns a few dealers here, who are more or lees
Iron and Steel Shipments.-Shipments of iron and
the
1901-2
session
of
the
ab)ve
society,
held
meeting
of
interested in this class of warrants. F or delivery three in the T echnical Deparnment of the U niversity College on steel for October fell short of what was expected,
months hence Scotch warrants have changed hands ab Monday night. A lantern lecture on " Silver Alloys of still the grand total was 2000 tons better than the
as low a.s 52s. 9d. per ton. In W est Coast hematite iron Indus trial Importance ,, was given by :Mr. Ernesb A. previous month, and 6000 tons above the clearances of
warrants an advancement has been made, but only one
October last year. Compared with the large shipments
or two odd transactions have ta.ken place in them. Smith, A.R.S.M., of the Sheffield Assay Office.
of October, 1899, however, there was a decrease of no
Life-Sa'l.,ifng A pparatus in CoUieries.-On Friday a less than 42,000 tons. The shipments of pig i ron for b'1e
American ad vices continue favourable, bun there seems to
be a little easing off in t?e urgent demand~ fo~ prm;npt de- largely attended meeting of the M idland Institute of month just ended reached 81,748 tons, of which 38,533
livery. 'be volume of mternal consumpt10n IS still very Mining, Civil, and Mechanical Eo~ineer3 was held ab tons went to foreign ports, and 43, 165 tons coastwise.
large, though some makersoomplai?of the sc~rcityof ord~ra Wakefield, Mr. J. J errard presiding. A paper on Scotland was again the largest customer, baking 30,604
for future delivery. Cargoes of uon contmue to arrive " Coal-mining in India ,, was read, and then Mr. M. H. tons ; Germany came next with 13,230 tons ; H olland
with fair regularity from Ca~ada. T~e total nnn;tbe~ of Harrison introduced the subject of "a joint colliery took 6115 tons; and Sweden 6914 t ons. Only 10,418
blast-furnaces new blowing IS 83, aga.mst 78 a.b th1s time rescue station." The Simon-Carves by-product plant tons of manufactured iron were shipped last month,
last year but one has been damped at Shotts, while used at the Monckton Main Colliery was also considered. 7276 tons of which went coastwise, and 3142 tons
another has been blown in ab Glengarnock for the produc- Afterwards the President explained the life-saving appa- to foreign customers. Steel was cleared to the extion of hematite iron. The stook of pig iron in Messrs. ratus recently exhibited in working order by Mr. Gar- tent of 20,306 tons, 9504 tons of it being sent coastwise'
Connal and Co.'s public warra.nt stores stood yesterday forth ab Altofts Colliery. It transpired that several and 10,802 tons foreign, nearly 3000 tons being senb to
afternoon at 56,891 tons, against 57,018 ton~ yesterday improvements were about to be made in the apparatus, Russia, who was the largest customer.
week, thus showing for the past week a reduotton amount- and Mr. Ga.rforth hoped to again experiment with it in
Cleveland Mine'rs' Wages Reduced. -Fortunately, a.
December.
ing to 127 tons.
stoppage of work at the Oleveland ironstone mines has
Bradford T echnical College. -On Wednesday, the 30th been prevented by the mineowners agreeing to the miners
Sulphate of Ammonia:-There id a somewhat _1ive!y
demand for this commodtby, and up to 11 t. per ton IS patd ulb. the delegates of the Bradford Chamber of Commerce offer to submit to a. reduction in wages of 1' per oenb.
for it for forward delivery, say, January to March of the on the Technical Instruction Committee presented their The owners ab first asked for a 2! per cent. reduction.
new year. The shipments ab L eith last week amounted report to the Chamber. It was stated that decided
Messrs. Do-r man, L ong, and Oo., Lim.ited.- The annual
progress
bad
been
made
ab
the
college
during
the
year,
to 509 tons.
report and balance-sheet of the directors of Messrs.
now
being
in
the
textile
classes
241
sbudents
in
the
there
Filnished Iron a-nd Steel.-Thinga are very quiet in the building and 103 at the district classes. The college, Dorma.n, L ong, and Co., Limited, shows the profits of the
finished iron and steel trades, most of the works are however, was unduly cramped, and two courses were firm for the year ending Se~tember 30 last to have been
fairly well supplied with or~ers, b~t both Germa;ny a~d now open-either to confine themselves to perfecting the 118,534l. 17s. 9d., which, w1th the balance brought forCanada. are sending steel m.to th1s c~mntry, e~ther m work now being done, or do such work as would lead to ward from last year of 21,090l. 153. 1d. makes a. total of
the finished condition or as billets. Prtoes rema.m com- the establishment of new trades in the town. M r. F. 139,625l. 12s. 10d., which it is proposed should be applied
paratively steady in both departments. New oon~raots, Hooper said be thought a new college would have to be as follows: Interest on debent ure stook and debentures,
in view of the fall of 5s. per ton for steel plate m the built, and that would require the expenditure of from 16, 038l. 123. Id.; direotor3' fees (excluding managing
N or bh of England, can only be made freely here by con- 50, OOOl. to 100, OOOl.
directors), 2000l.; written off for depreciation, 26, OOOl. ;
'
E N G I N E E RI N G.
MISCELLAJ.\TEA.
. lb is a nnouD;ced that .the annual dinner of the InstitutiOn of Eleotr10al En_gmeers will be held in the Grand
H all of the Hotel Ceoil on the evening of M onday
D ecember 9.
'
The German Minister for Public W orks is about to
order 420 locomotives, and the contract will be given to
only German firms. The amount of the order is about
25,000,000 marks, or some 1, 250, OOOl.
The Farnley Iron Oompany are con templating putting
down a Mond gas plant to drive three large ga:s engines,
and also for t he supply of gas to various parts of the
works for use in forges and puddling furnaces.
Oopl?er is believed to exist in various parts of Greece,
and mmes h.ave been worked at O thrys. near Lamia,
an? Alagoma, n~ar Oalamata.. The D epartmen t of
mes offers to asstst persons desirous of making exploratiOns.
In accorda~ce with an Imperial decree-, the Turkish
Gov~rnment l S .about to enga~e eight engineers in
B elgJUm. who wtll be sent to Syria to push on the works
of the Damascu~-Mecca. R~il way. A Syrian newspaper
states that the rails of th1s hne ha.ve now been laid over a
distance of nearly 14 kilometres.
The Government of the Con~o State has decided t o
con str~ct som~ 600. miles of rallwa.y in Upper Congo.
The ratl ~ays m the northern district have proved a rem!lt;te! atLve concern, although the aubject of muoh hostile
cr1btotsm at the start. Other railway projects in the
Congo State are also under contemplat10n.
The Dannemora. iron. mines sell their ores only t o
members of the corporatiOn, and the production is limited
to 50,000 tons per annum. The ore is got underground
and h as an averag-e of 50 per cent. of metallic iron, and
from 0.0025 to 0.005 per cent. of phosphorus. The mine
has been operated for 400 years at least, and is now
846 f b. deep.
A submerged bell-signal buoy is t o be established ab
Egg R ook, Marblehead, U.S.A., in 15 fa thoms of water
and about 50 ft. below the surface. A bell inside it wili
be rung by electrical energy transmitted through a cable
from a. P.Ower-house on shore, the idea being that the
sound will t ravel th rough the water farther than ib would
through air.
The t raffic receipts for the week ending October 27 on
33 of the principal lines of the U nited Kingdom amounted
to 1,860,371t., which was earned on 20,153;} miles. For
tpe corresponding week in 1900 t~e receipts of t he same
hnes amounted te 1,849,532l., with 19, 885~ miles open.
There was thus an increa.se of 10,839l. in the receipts and
an increase of 267~ in the mileage.
'
Wireless t elegraphy has been e3tablished between
the Blaavand ~huk Lighthouse an:i the light-ship VyJ
a d~sta.noe .of about .18. m.i les. I t. a ppears t o ~ork qu1t~
sattsfactorily, and 1b IS Lmmabertal whether 1b is clear
or foggy, calm or storm . Next it is proposed to fib the
Horns Rev light ship with wirreless t elegraph appliances
the distance from the la tter to Blaavandshuk is about 30
miles.
The B lack Sea-Ba.lbio Canal scheme, which has often
been discussed, is again to the fore. This time a syndicate of Belgian capitalisti are understood to have proposed to the Ru~sian Government the construction of
the said canal. The G overnment is said to look upon
the demands of the syndicate as somewhat exorbitan~.
The Government is altogether in favour of leaving this
canal q uestion in abeyance until R ussia herself takes the
initiative of constructin g this canal, which was then to
form a sequel to the large S iberian Railway.
The Flensburg Shipbuilding Company, Flensburg, in
the Duchy of Sleswiok, have done exceedingly well during
ita last financial year. They have delivered seven
steamera for trans-Atlantic traffic, with an aggregate
burthen of 40,015 registered tons and a value of about
600, OOOl. There are orders in hand for the current year
which will keep them fully occupied. The dividend is
18 per cent., the same as it has been during the last two
yea~.
The capital of the company is now 3,300,000
marks (165, OOOl. ), with a reserve fund of 1, 900,000 marks
(or nearly 100, OOOl.).
A small exhibition, but one of some interest, was that
opened ab the l\IIedioa.l Examination Hall, Victoria. Embankment, W.C., on Thursday, October31, in which were
shown SP.ecimens of apparatus constructed by teachers
and pupils of the science classes under the control of
the School B oard. Speaking ~enerally, the display must
be considered to be disappointmg, since in far too many
oases the energies of the ma.kera had been directed t o copying the somewhat elaborate pieces of apparatus for ~uanti
tative work figured in the older text-books. Q ua.htative
work must naturally precede quantitative, but there seems
little reason in most oases for using any but the simplest
apparatus for ib.
Some few of the teachers at these
classes seem to have grasped this fa.ot; and we would
especially note a very simple devioe for illustrating the
expansion of metals by heat. The whole apparatus consisted of a couple of corks glued to a. board, a piece of
wire perforated at each end, a pin, and along needle. The
wire was firmly pinned to one cork, and the needle etuck
through the hole at its other end into the second cork,
just sufficiently to stand. On beat being applied to the
wire the expansion of the latter tilts the needle. An inG otn IN CRI U.-Rioh gold discoveries are stated to genious clamp for holding light apparatus in any po~ibion
and at any angle was shown by Mr. G . H. Wollatt.
have been made in the sou th of Chili.
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ENGI
E E R I N G.
===-----==- -=----===--
NOTIOE8 OF MEETINGS.
ENGINEERING.
FRIDAY, NOVEMBER 8, 1901.
FOREIGN-BUILT LOCOMOTIVES.
E N G I N E E R I N G.
the next transaction. If purchasers-or rather their
professional advisers-would simply specify physical
tests for material, it would do much to cheapen
production. Unfortunately, it is a simpler thing
for the consulting engineer to bind the contractor
to go to a particular firm, the goods of which are
known by long experience to be beyond reproach,
but which takes advantage of its repu tation to
charge prices out of all reason .
The letter of the three Glasgow firms next deals
with German competition, which it describes as a
new thing. "The two orders recently sent to
Germany are the first that have been given for
locomotives." As a matt!3r of historical fact, that
is not the case. 0 ur readers will remember-at
least those whose memories are long enough will
remember-that in connection with the Paris
Exhibition of 1867* we gave a list of certain
locomotives exhibited at that time, and amongst
them was one constructed by Emile ICessler, of
E sslingen, in Germany.
This was one of a
substantial part of a large ocler for locomotives
given out by the East India R':l.il way Company. It was a four-coupled engine designed for
mixed traffic of moderate passenger trains and light
goods. A great many of the engines then ordered
by the East India Company were 1nade in this
country, but also a good m~ny were constructed,
from the same drawings and specifications as the
English engines, in the E sslingen Works. We
understand that it is only within the last year or
so that the engines of this type have been broken
up, after from 34 to 38 years' servic.e, and it would
form an interesting contribution to the present
controversy if the relative costs of maintenance
of these English and German-built locomotives
during their long period of service could be given.
Whilst dealing with the historical aspect of
the question under discussion, i t may be of
interest to state that the Midland Railway system
is an old customer of the Baldwin Company,
of Philadelphia. In the year 1840 these shops
were owned by "'\Villiam Morris and Co. (the
present proprietors are Burnham, Williams, and
Co. ), and at that period four locomotives were
built there for the Birmingham and Gloucester
Railway Company.
They were ~ore .esp.ecially designed to work over the L1ekey 1nchne,
which extends from Bromsgrove to Blackwell,
a. distance of nearly three miles, the gradient
being 1 in 37. The Birmingham and .Gloucester.. R ail way is now part of the Midland
system. The American engines were single drivers,
48 in. in diameter, wheels placed forward of the
firebox, and a four-wheeled leading bogie. The
cylinders were lOt in. in diameter by 18 in. stroke,
outside connected, and placed on the smoke-box
above the truck wheels. The weight was 21,500 lb.
in working order. The '' Phila.delphia," one of the
four, is said to have drawn a. train of loaded wagons,
weighing in all 74 tons, up a grade of 2. 7 per cent.
at a speed of 9! miles per hour..
.
.
Returning to matters of more Immediate Interest,
we agree with the Gl~sgow mak9rs that "India.
has yet to prove 'Germany can serve her better
than Eugland '." That! however, is not the whole
question. There are times when Englan~ cannot
serve even herself in the matter of locomotives, and
that is the chief, if not the only reason, orders have
gone abroad. In this, railway mana~ers a:e t? bla!fie
for not exercising foret~ought In d1s~nbut1ng
their orders more evenly 1n regard. to t1m~. It
would as the letter states, be very Interestmg to
know 'what makers of material are accepted in ~he
case of German engines. Pro~ably. no very stnngent regulations are laid down In this !espect; but
in caseB of emergency, such as have arisen through
delaying orders long after theY: ought to. have been
given out, purchasers cannot dlC~ate tl~e1r .terms so
easily and the contractor, knowmg this, 1s apt to
assum~ a. " take-it-or-leave-it'' attitude. "We can
buy German tyres, axles, &c., much c~,eaper than
we can get them in t his country, says. the
Glasgow letter, "but so far we have not d~s1re~,
nor have we been invite~, to use the~e ~aterials In
the construction of engines for Ind1a:.
It woul~
have been more satisfactory to ~nghsh people If
the firms had plainly stated they did not desire to
purchase the German . war~s .because cheapness
did not compensate for 1nfer10rtty; b.ut o~e ~ould
gather this is inferred. Anyhow, 1f th1s 1s not
the case probably a little more freedom of m~rket
allowed 'to our locomotive builders would brmg a
[Nov. 8,
Railway
Factory
Mine .. .
Quarry ...
.. .
...
...
Eo~ineering wo.t k
Bmlding
...
T0ta.l
233
.. .
...
...
...
1900.
157
764
271
51
114
159
166
151
...
...
1347
1552
...
...
...
. .'
...
1899.
104
686
43
I 90!.
capacity, 14s. 3d. ; and, in cases of partial incapacity, 13s. 1d., as compared with 11s. 6d. and
10s. 9d.
Dealing wit h the figures under t he Employers'
Liability Act, it is pointed out that in 1898
the actions taken in the County Courts numbered
681, judgment was entered for the plaintiff in
220, for the defendant in 126 ; three were r emoved
into the High Court, 332 otherwise disposed of, and
the amount of damages awarded was 16,853l. 5s. 2d.
In 1899 the cases were 505, the plaintiff succeeding
in 153, the defendant in 91; one was removed to
the High Court, 260 otherwise disposed of, and t he
damages awarded, 10,679l. 16s . 10d. Last year
the cases numbered 511, the decision was in favour
of the plaintiff in 158, and of the defendant in 74;
two were removed to the High Court, 277 otherwise
disposed of, and the damages awarded, 11,196l.
13s. 6d. It is pointed out that the reduction
in the number of cases, as compared with 1898,
when the Compensation Act came into operation,
amounts only to about 25 per cent., while the reduction in the amount recovered is about 34 per
cent. The average amount of damages in case of
death amounted under the Employers' Liability
Act to 158l. 16s. 7d. ; in c~ses under the Workmen's Compensation Act to 163l. Ss. 9d. The
average amount of solicitors' costs was 2ll. 4s.
under the former Act, and 9l. 17s. 9d. under the
latter.
The number of cases under the Workmen's Compensation Act carried to the Court of Appeal in
England was 90, or nearly 6 per cent. of the cases
that came before the County Courts. This was an
increase as cornpared with 1899, when the figure
was 54. In Scotland also the number of appeals
increased from 18 to 32. Of the 90 appeals, 31 were
appeals by workmen and 59 by employers. Of
the former nine, of the latter 25, were successful.
'rhe shtistics with regard to the point at issue in
the various cases are especially interesting. In 42
cases the question was whether the workmen's
employment was one to which the Act applied.
In 15 the meaning of the expression " arising out
of, and in the course of, the employment " was in
dispute. In no less than 20 the appeal turned upon
the meaning of the term '' undertakers." There
were seven appeals to the House of L ords. In six
of these cases the workman was the appellant, and
in five of the six the appeal was successful- in
some of them, on points of very great importance
to the working of the Act.
During the year 1900 only two additional schemes
were certifi ed-one for a factory affecting 129
persons, and t he other for a mine affecting 1179
persons. Adding these to the schemes previously
certified (see Statistics for 1899, page 8), the total
number of certified schemes, and workmen affected
by them, on December 31, 1900, was as follows :
Railways ... 2 Workmen in the employment 41,174
FactoriE'~ . . . 18
,
,
,
16,494
Mines
... 28
,
,
,
73,871
Quarry
.. . 1
,
,
,
470
-
Tohl
.. .
. .. 132,009
Nov. 8, rgoi.]
E N G I N E E R I N G.
10
Workmen'c:t Emptoyen/
Thanks to the duty, the Trust has been enabled to
1900.
Com penaa Vabi hty
To ~al.
c~arge prep.osterously high prices for its goods, and
tion Act.
Act.
_ still underb.Id the Welsh article, and thus it happens
Ra itwny
457 so that our shtpments to that land of free institutions
1
81
Fact'lry
864
130
13
143
329,435
tons
in
1890
to
less
than
have
fallen
from
Mine ..
89 &
89
0
94
Qll ~rry
1-
E N G I N E E R I N G.
use of such review as Mr. Hawksley gave is to
force home on all the hearers the conviction that
the future is full of possibilities, and that they
must prepare themselves for them. During the
whole of the century the rate of progression
has been an increasing one. The last ten years
were more fertile than the first. We are not yet
on the top of the curve ; it is not even in sight,
and there are greater possibilities before us than
there were before the fathers of the profession.
Sir Benjamin Baker, in his Presidential Address
recalled the saying that our future does not li~
before us, but streams from behind us over our
~eads. As far as o?r own future is concerned, it
1s what we make 1t by preparing ourselves in
advance ; and it is only those who take large views
of the possibilities ahead that are likely to be ready
when the time comes. Although our lives have
been passed among a succession of marvels, we
sAem to think that the latest will be last and
that there will be no more. It is to be feared
that there are many engineers who fervently hope
that we have attained finality, and that they will
not be called upon again to readjust themselves
to fit new conditions. It is one of the purposes of
a presidential address to dispel such ideas, and
to impress on the profession the need of continued
and increased effort.
[Nov. 8,
1901.
rency by 10. These figures include both the military armaments ; (b) the establishment of an
ordinary and extraordinary revenue and expendi- Imperial .University at Kioto ; (c) the improveture, and they show an enormous increase in recent ment_of ~1vers for purposes of navigation ; (d) the
years. If we go no furth er back than 1896-6, we colon1satlon ?f the ~okkaido ; (e) the improvefind that for that year the total income was ment of ra1lway hnes and the extension of
only 118,4:32,721 yen, and the expenditure th~ telegraph and te~ephone service ; (f) the esta85,317,180 yen, with a surplus of no less than bhshmAnt of exper1mental farms and of insti33,115,541 yen. That was, however, in what has tutes for training in all branches of the silk
come. to be called the ante-helium days, and later on industry ; (g) the e~couragement of foreign trade;
we w1ll note some of the items which have increased and (h) the establishment of a Government iron
the figures to their present amount. Taxation has foundry. '!'his programme can be divided into
grown at a very rapid rate. It has increased two parts; one warlike, the other unwarlike; or,
fro1n 73,567,908 yen in the first-named year to to take another classification, one unproductive
138,741,469 yen in the current year. The national and the other productive. The " warlike" part
debt, notwithstanding the Chinese indemnity, now of the programme (including the iron foundry)
stands at the v_ery considerable figure of 518,764,195 was t.o absorb 142,000,000 yen; the unwarlike,
yen, all of wh10h has been accumulated since 1870, 52,0.0 0,000 yen. In terms of st erling, the whole
when the fir.:3t public loan was negotiated. Local amounted to about 19,500,000l. There was, howloans to the Axtent of 35,779,922 yen have been ever, to be a considerable addition to the ordiraised. All this would be rather alarming if we did nary expenditure, so that the total expenditure
not, at the same t ime, look at the amount of in- (extending over a period of six years) which
dustrial and commercial development during the belongs to what is known as the "First Period
same period. There are now 873 industrial com- Expansion Programme " is about 25,000,000l.
panies, with an aggregate capital of 192,211,140 In 1897 - 8 there was initiated the '' Second
yen.; 2518 comm_ercial companies, with an aggregate Period Expansion Programme," which was a
cap1tal of 483,8o5,508 yen; 55 railway companies sequence to the first, and included works to be
with an aggregate capital of 276,640,000 yen; and carried on in continuance of those under the
2356 banking companies, with an aggregate capital first period programme, such as the construcof 504,119,559 yen. The number of companies of tion of coast batteries, the building of barracks,
all sorts in Japan last year is returned as 5543, the manufacture of arms, the making up of deficits
with an aggregate capital of 1,364, 799,004 yen ; of in the funds set apart for the use of firearms facwhich 878,154,396 yen was paid up. There is no tories and a woollen cloth factory for the producindication how much of this is foreign capita], but tion of materials for the clothes of the soldiers and
we should imagine that the amount is relatively sailors. The second programme required 38,358,594
yen for military and 118,324,718 yen for naval
small.
The publication to which we have referred con- expenditure. Some of the items, however,
tains many interesting returns. One, for instance, have tiurned out greater than was estimated, and
.shows the amount of money in circulation in the it is probably not over -stating Japan's expenditure
different years since 1868, another the rates of in- for her army and navy expansion, consequent
t eres t throughout the empire, and a third the value upon, and subsequent to, the war with China, at
of the imports and exports. We have, however, 400,000,000 yen, or 40,000, OOOl. Both the profrom time to time given information on some of grammes have been practically carriea out, and
these points, and we need not go into details re- by the spending of the money Japan is now in the
garding them in the meantime. The table relating possession of an army and navy of which she is
to the amount of tonnage of steam vessels entered proud and may well be proud. There can be no
.lt ports in Japan is very interesting. Last year the doubt that it is the possession of these, and not
total number was 5330, with a tonnage of 9, 606,752 simply the progress which she has made in
tons, and of these 2645 were Japanese ships, with commerce and industry, that has induced the
a tonnage of 3,363,657 tons, a most remarkable de- Powers to admit her into the comity of nations.
velopment when we remember that a quarter of a The action of Russia, France, and Germany, taught
century ago the Japanese had no steamships. her a lesson she is not likely to forget, She saw
The total number of sailing ships which last that unless ~he could make herself sufficiently
year entered at ports in Japan from foreign coun- strong to be respected, she would be coerced by the
tries was 1300, with a tonnage of 218,870, and of Powers, and she resolved to strengthen herself ;
these 614, with a tonnage of 56,951, were Japanese the wisdom of which no one will doubt, provided
vessels, besides 558 junks, of a total tonnage of she did not go beyond her means and place a heavy
5923. The Table showing the total number and burden on her people.
AB a matter of fact, however, the greater part of
tonnage of Yessels belonging to the Empire of
Japan from 1870 to 1899 is very instructive. In the extra expendit ure has been paid for by China.
the first-named of these years there were 35 steam The total amount of the indemnity paid by China
vessels, with a total regist ered tonnage of 15,498, was 365,529,067 yen, the greater part of which
and 11 sailing vessels, with a total registered tonnage was used for the purpose of carrying out the naval
of 2454, or a tot al number of vessels of 46 and a and military expansion programmes. Moreover,
tonnage of 17,952. In 1899 the number of steam the development of railways has led to a great
vessels was 1221, with a total registered tonnage of expansion of trade and industry, and, there315,168, and of sailing vessels 3322, with a total fore, to an increase of the tax-paying power
registered tonnage of 269,032, or a total number of the country, and the amount of taxation per
of vessels of 4:543 and a tonnage of 584,200. In head of population is relatively small . Direct
1872 there were only 18 miles of railway in the taxation amounts to about 83,000,000 yen, and as
whole country, while in 1899 the length of line the population of the Japanese Empire (including
opened to traffic was 3635 miles. The statistics Formosa) ~s probably nearly 50,000,000, the amount
relating to posts, telegraphs, and telephones show in proportion to population cannot be deemed exequal progress, but we need not meantime go into cessive. Moreover, the system of taxation is being
graduated, so that it presses lightly on the lower
details of the figures.
The report to which we have been referring is orders, the result being, as the Times correspondent
for the most part confined to bare statistics, and declares, that at no period of their history have
critics of Japan may say that while the correctness the masses been in such easy circumstances as they
of these figures may be admitted, they show nothing are at the present time. The national debt of the
of the actual financial condition of the country. country stands at a little over 50,000,000l. sterling,
For some idea of that we must turn to another that is a trifle over 1l. r,t erling per head, which is
report on the post-helium financial administra- not a very great burden for a country like Japan.
tion in Japan, 1896-1900, by Count Matsukata Against that debt it has valuable assets, not the
Masayoshi, recently Minister of State for Finance. least being the recognition of the proper position of
An excellent resumeof that report, by a well-informed Japan by the great Powers of the world.
At the same time it must be admitted that at the
writer, appears in the M onthly B eview for October.
It is out of our sphere to enter into detai]s of finance; present time money is scarce and dear in Japan,
for these we must refer to the publications men- and it is not to be wondered at. The Japanese
tioned, and we will simply note a few of the. most im- have sunk a great part of their floatin g cash in
portant points and conclusions . Count Matsukata enterprises, many of which are yielding good
admits the increase in the expenditure of Japan returns ; others will not pay, either directly or
is startling, and he goes on to give particulars indirectly, for a considerable time, but they were
of the programme which caused it. We have all necessary for the development of the country.
in previous articles given some account of this The Japanese should give increased facilities for
programme, but its principal features may thus the employment of foreign"capital in their country,
be summarised: (a) the expansion of naval and and there can be little doubt that if care and judg-
Nov. 8, 1901.]
ment be exercised that it would yield a good
return. We commend the study of the details
given in the publications we have mentioned to
those who are interested in the suhje::t.
NOTES.
THE GLASGOW CORPORATION TRAl\fW AYS.
IN our issue of August 30, we published a letter
from a correspondent asking several questions as to
t he re1ative amounts of work being done by the
Allis, Musgrave, and Stewart engines in connection
with the Glasgow Corporation electric tramways.
That letter, however, did not elicit any reply in
our columns, but a letter signed (Baillie) John
Ferguson, and dated from Benberb House, L enzie,
has just appeared in a Glasgow evening paper,
giving much of the desired information, and
apparently semi-officially, for the letter concludes with the following sentence: "I give t his
with the authority of the Convener of the Tramways Committee." The following is the text of
the most important part of the letter : '' The two
American engines were with us a month before the
time. The two from Musgrave's have only done
three weeks' work now at the end of Octobor. Had
we not had two from America the electric cars
would not have run in Glasgow during May, June,
July, and August. This has been a loss of 70, OOOl.
it now appears. Messrs. Duncan Stewart and Co.
made two Rmall or auxiliary engines, by means of
which, aided by current from the Electric Lighting
Department, some 40 cars were run at times, which
enabled the bearings of the main engines to be adjusted occasionally at t he beginning, when heated.
The relief amounted to 40 cars, so it can be seen how
the public was inconvenienced. Musgrave's engine (only one yet up) appears nearly, if not quite,
equal to the American. Each will drive over 400
cars. It is only just to the Councillors, who refuse
to go against their knowledge to please shouts and
catch-cries which they know to be wrong, that the
true state of the case should be made public property."
WATER-T uBE BoiLERS.
A letter written to the Time3 by Messrs. Thornycroft and Oo. raises the question of water-tube
boilers in foreign navies. In spite of facts, a large
section of the public have, we believe, been led to
conclude that the British Navy is at a disadvantage
compared to foreign navies, by reason of having so
large a part of the Fleet fitted with water-tube
boilers. In regard to the Thornycroft type, we are
now informed by the Chiswick firm that out of
1,074,440 indicated horse-power placed in war vessels
of fifteen countries, Great Britain owns no n1ore
than 294,350 indicated horse~power. Turning to
the other well-known English firm that has become
identified with water-tube boiler invention, we
are not aware that a complete list has been published of the Yarrow boiler, but a table lately made
public (which does not include some recent vessels)
gives a total of 194,400 indicated horse- power
placed in battleships and large cruisers of foreign
navies. If we add to this the boilers in destroyers, torpedo-boats, and the smaller cruisers,
of which there are r ecords of 157 additional
boilers of this kind in foreign vessels, the
total would be enormously increased. The above
are two types of boiler of English design, and
largely of British make ; so that it might be
supposed they would appear more largely in
British vessels. In place of that we find that the
number made for foreign vessels very largely
exceeds that for home use. If we had details
of the N ormand boiler, the balance on the
foreign side would doubtless be largely increased;
whilst probably the Reid boiler would carry
the figures somewhat in the opposite direction.
These are sma11-tube boilers, which were originally
not supposed to be suitable for big vessels ; though,
presumably, recent events have somewhat altered
this opinion. Turning to large-t ube boilers, we
find by a list of Belleville boilers fitted in British
and foreign navies respectively, that our own
Government has purchased a total horse-power,
roughly, about equal to that supplied to all foreign
powers combined. Of the Niclausse boilers we
have figures that are up to date. England has but
49,000 indicated horse-power in her Navy out of a
total of 560,000 indicated horse-power supplied to
all war vessels. vVith the Babcock and Wilcox
boiler, again, the preponderance is immensely on
the foreign side, this type of boiler having been
fitted in British war vessels to the extent of
E N G I N E E R I N G.
66,800 indicated horse-power; whilst in navies
abroad there are boilers giving an aggregate of
166,150 indicated horse-power. It will be understood we speak here only of naval vessels, and it
wi11 also be remembered that the latter type of
boiler especially has been used for a very large
number of mercantile craft, as compared to the
list of war vessels in which it has been placed.
We do not quote the above figures as complete or
comprehensive, but merely with a view of affording
an idea of the extent to which the water-tube
boiler has been fitted in foreign navies. If, as
some persona appear to believe, and try to make
the uninstructed public believe also, ships with
water-tube b oilers are to be incapable of carrying
out warlike operations, it is not only the British
Navy that will be rendered harmless in case of war.
E N G I N E E R I N G.
[Nov. 8,
==
THE ELECTRIFICATION OJ.i"' THE METRO- tioal wor~. Mr. Rice considered ib mnoh easier to ope~ate a t~a.m by me!l'ns of the series parallel control- that
POLITAN ANDMErROPOLITANDISTRIOT lll,
st~rt}ng the tram, accelerating ib, and controlling itRAILWAYS.
t~an 1t 1st~ opera.te the automatic air brakes used for stop-
90 t.
Nov. 8, 1901.]
E N G I N E E R I N G.
the motors are concatenating, the evil would count. r . was collected by means o an immense trolley, weigh
balance the benefit of the energy saved. Ib would be ing 357 lb., cunsisting of no less than 300 parlis.
much better to out them off and give them the chance The accepted form of trolley for the same ser vice would
of cooling. The primary stator being always on the weigh 125 lb., and has but 45 parts. The cost of the
trolley, there is a waste of power. Heating of a. Ganz trolley would be about 40l., while the direct-current
motor forms the motor's limit : when a. motor gets trolley is sold for 6l., and the cost of maintenance of each
too hot, it has to be replaced by a larger one. At would be aboub in proportion to the fi rst cost. The
Earl's Court and Aldgate Corner there would be double safety suspension device proposed by Messrs. Gan z
systems of overhead trolleys and large gaps would have would be a danger device, according to Mr. Cha.pma.n'~
to be made. In the work of eleotrifyinrr the U nderground, explanations. With regard to the trolleys, they are made
a system must be adopted which admits of being pub in to roll, but a rolling bearing has never yet worked success
without stopping the present traffic ; Mr. Swinburne fully in any trolley; the trolley soon slides, and has the
stated he did nob see how overhead wires can be put in wearing effect of a sliding oonta.ob. In the Ganz mobors,
without stopping the {>resent traffic. With direct current, the air ~ap between rotor and sba.tor is about 11'! io.; the
traffic could be contmuous, the conductors being on the rotor we1ghs a little over a ton. In direct.curren b motors
ground. Mr. Swinburne was furth er cross-examined as the air gap is generally 1~ in., which is a great ad vantage.
to the resp~cti ve power and cost of the plant prop_QSed by Ab the trials carried outi ab L ecoo, the consumption was
Thomson-Houston and that proposed by Ganz. He gave 65 to 85 watt-hours per ton-mile depending upon the
figures in reply in favour of the Thomson-Houston plant; length of the run, the acceleration being / " ft. per second
but Mr. Chapman, Mr. Yerkes's engineer, having been per ' second. On the Inner Circle the accelerat1on should
9.uestioned more extensively in this same subject, we shall be 1~ fb. per second per second, equal bo one mile per hour
hmib our repor t on this point to Mr. Chapman's statements. per second. The Oentr~l L ondon figure is 41~ wattThreepha,se motors do nob accelerate well when they are hours per ton-mile, the acceleration being about 1 fb.
in ca.sca.de and when nob in cascade, one motor is abso- per second per second on the level. At Sondrio the
lutely idle, and only half the acceleration is obtained, or car was lighted from an accumulator carried on the
double the current must be taken. Anything short of oar and charged by currant from a rotary converber;
synchronism, they run with considerable inefficiency. the car carried also a static transformer. At Aldga.te
Mr. Swinburne rebutted, in short, all the statements pub and other p arts, according to Mr. Chapman, a dea<l
forward by Ganz, and by the engineers in their report, secti0n would have to be established, and the train
in fa vour of the system proposed by Ga.nz ; he pointed would have to come to a stop on that section; then the
out ab the same time, and in detail, all the advantages current would be reversed, and the train would move
in favour of the directcurrent system for use on the with the motor reversed. The length of the dead
U nderground Rail way.
section would have to vary with the length of the train.
Before repor ting the further technical evidence given by With a suitable distribution of the rails, this diffiMr. Chapma.n and M r. Philip Dawson, it is necessary bo culty would not arise with direct current. The cases in
state that Mr. Ernest Moon raised the question of the which the direct-current system has been applied in
right of the G reab Western Rs.ilway Company to inter- America are fully as complex as the District would be,
vene on the inquiry, for the purpose of indicating how and this system is abaolntely sat isfactory for all classes of
elecbrifioabion would affeot their mterests in the Metro- traction. In the 500 miles of overhead trolley and 50
politan R!l.ilway. He pointed oub that it would not be miles of third-rail elevated railway built by M r. Chappermissible to the Great Western Company to be allowed man there has nob been during the whole seven years
to intervene in order to ad voca.te the adoption of a third of working any man killed or seriously injured. When
system ; all that would be p ermissible would be for them giving a price of 45,000t. for sub-stations, IYir. Chapman
to say which of the two systems is more suitable for the based his calculations on 7500 kilowatts used for the
purposes of the traffic which they interpolate upon the traffic, ab a price of 6l . If the demand were doubled and
Metropolitan Railway. The umpire decided t hat the made 15,000 kilowatts, the 6l. would still hold ~ood. On
Board of Arbitration had no po wer to admit the Great the other hand, the Ganz price and double trams would
Western as parties in the arbitration between the Dis. nob hold good, because the rail for the return of their curtrict Company and the Metropolitan Company; but rent, even on the basis of their present proposition, is
hoped that they would have the views of the Great fixed for a 13~-volt drop. vVith double the number of
kilowatts the drop in the rail would be practically proWestern witnesses, if they desire to give evidence.
In further crossexamination by Mr. Cripps and re- hibitive. They would have to have t wice the number of
examination by :Mr. Moullon, Mr. Yerkes gave the history sub.stations. About 80 per cent. of the 6l . would be for
of his visit to Budapest, also that of his engineers, Messrs. rotary converters and the switchboards. The cost of
Cha.pman, Parsball, and Da.wson, both to Budapest and to accumulators, which would be used for night service,
the Sondrio L ecoo Rail way. Mr. Yerkes did nob want to would be about 7l. per ampere-hour on t he basis of tworely upon hearsay as to the a.pplicability_of the system Lour discharge. The total cost of 60 miles of contact
advocated by Ganz to the Inner Circle. His personal in rail for the direct-current system, equal to 15 miles of
vestigation and the reports be received from his engineer.?, double line, the rail weighing 80 l b. per yard, would be
fully decided him to discard the said system. He deter- 68, 950l. ; the cost of the overhead copper wire, to be used
mined he would not put the money of his associates into it, in the three phase system, had nob been gone m to by Mr.
but would go to arbitration and then see where he landed. Chapma.n ; he stated, however, that it would have to be
The technical question was resumed by the cross- renewed every year and a half. The roller trolley would
examination of M r. J. R. Cha.pman, M r. Yerkes's engi- soon become clogged and act as a sliding trolley ; under
neer. Mr. Cha.pman has had more than 27 years' expe- this condition, and with a minute and a quarter service,
rience in connection with rail way work in the U nited the trolley wire would nob last six months. At Sondrio
States, and for the last ten years he has been engaged the tests were made at night time; the highest speed
exclusively in electric tramways. The lines built or was 40 miles an hour, and it took over a mile to reach that
transformed by 1\tir. Chapma.n in the U nited States carry speed. With regard to the power of both plants, that
above 200 million pa~sengers a year. On all these rail- tendered for by Thomson-Houston showed 10,000 kiloways the direct-current system is used, 'vith series parallel watts at the maximum load; the Thomson-Houston plant
control, the current being generated direct ~nd the lines would carry 100 per cent. overload, j ust the same as the
fed ab 500 volts; there would be no electrical difficulty, Ganz plant; therefore, if it was wanted to compare the
he stated, in working the Inner Circle on the direct- two propositions on the bMi3 of the overload, the
current system. The series parallel control works either Thom~on-Houston plant should be considered as being
with locomotives or motor-c&.rs. According to Mr. Chap- 20,000 kilowatts. Referring again to acceleration, Mr.
man, the British Thomson-Houston tender is for a first- Chapman stated that with direct current the required
class equipment, for the proposition as covered by the fi~ure is obtained every day with hundreds of trains ;
specification, and is a little too liberal as to the power- Wltih the alternating J>Ower, the thing has never
house equipment, while the Ganz tender was nob. To yet been done, and 1b is a q uestion whether it
prove this, Mr. Chapman handed in a. complete analysis can be with any reasonable expenditure of current.
he made of both plants. The boilers proposed by Messrs. Acceleration cannot be secured equally well with the
Ganz have a total beating surface of 48,000 square feet, alternating current as with the d irect. M r. Chapwhile those of the British Thomson-Houston Company man explained how the acceleration was a.rri ved at,
have a total of 80,000 square feet; it was absolutely im- ab the trials made on the Lecco line. The question of
possible to give 14,000 ktlowabts wi th 48,000 square fee~, the boiler plant wa-s also passed in review afresh, and Mr.
of heating surface. The engines proposed by Thom- Chapman said that Messrs. Ga.n~ proposed to superheat
son-Houston represented the best and most modern the abeam, while Messrs. Thomson-Housbon did nob. The
type ; the condensers proposed by Messrs. Ganz were mere superheating of steam required fuel just the same as the
jet condensers opera.11ed by a beam worked from each generation of steam. It was possible to do work with a
tngine, and it was practically impossible to run a modern less a mount of stenm superheated to 100 deg., 200 deg., or
traction plant w1thoub independent condensers. The 300 deg. than with saturated steam, bub it takes superThomson-Houston pumping plant is a. first-cla-ss one, beaters and fuel. The Ganz superheaters being really
with an ample margin of safety ; while if a plant were part. of the boilers, the gr~?-te are~ ha.s to be considered ;
started with the pumps proposed by Messrs. Ganz, but 1t would be absolutely 1mposs1ble for the Ga.nz boilers,
more pumps would immediately have to be bought. In as proposed, to produce as much steam as the Thomsonthe T homson-Houston tender, the exciting plant con- Housbon boilers, and for the Ganz engines to give continusisted of four complete units, each wi th engine and ously the power specified. Reverting bo the accumulators,
dynamo; while the Ganz proposal is to place an exciter they would allow of the shutting down of the poweron the end of the shaft of each engine; therefore, when- hous.e every night, and lighting the whole property, besides
ever that engine is shunted, the exciter is shunted! and movmg a certain number of trains. On the Sondrio line
if anything is wrong with the exciter that engine 18 out the power factor was .7, the effect of which was to render
of service. This was very bad practice. With regard all the plant and all the c1bles 40 per cent. larger; it reto the auxiliary engines, the Ganz tender wa~ also most quired 40 per cent . more copper to do the same work.
incomplete. The Thomson- Houston t ender included 'l,he safety device was again considered by Mr. Chapman
duplicate cables from the generating stations to the sub. and he stated that until it was tried it would nob be worth
stations, while the Ganz tender did nob. The two plants the manufacture.
were of the same character, bub there was a great deal
Mr. Philip Dawson was then called. He stated
less in one case than in the other ; the Ganz machinery he had built or equipped personally over 1000 miles
was of a. very much lower grade all the way through of electric tramways, and installed about a quarter of a
than the Thomson-Houston. There is not a foot of line million horse-power for the purpose. He bad no oonworked in E ngland or America on the system advocated neoti~n with. nor interest in, any particular system of
by Mesara. Ganz. On the Sondrio Lecco line the current traot10n. He knew all the important three . phase
6s9
sys tems that were wo. king; they were all tourist roads,
eevera.l of which only ran in s~mmer. On b~e Burgdorf-Thun line the trains vaned Letween e1ght and
twelve in either direction per day; the average number
of trains on the line ab once, on the total length of
25 miles varied between two and five, and that at
bbe busiest time-in the summer. This line ran at a
pres3ure of 750 volts. ~I r. Dawson stated that the ?onsequence of increasing the small air gap of alterna~t!lg
currenb motora would be the increase of the magnettsmg
currents and lowering the power factor. A 2millimebre
air ga.o w.~os nob a sufficient one for traction work. M r.
Dawson added that he had put up probably about 80 per
cent. of all the overhead wires in the U nited K ingdom;
thab rigid suspensions would nob suit ab all, as they
brought about tlre breaking of the wire. The suspension
should be as elastic as possible, to red uce the hammer blow
when the collecting device goes over. The repairs of the
wires would cause serious interruption of the traffic, becauee
the current would have to be shut off ab either end of the
section under repair before anybody would be able
to venture to do any work; the time taken would
cause a very serious delay on a. line like the Metropolitan. Overhead wires like those proposed upon a
high-tension current should not be permitted in a tunnel.
The difficulty of the triangular junction, like Aldgate,
would be very bard to get over practically. Mr. Dawson
said he had constructed several nllousands of trolleys, and
was very sceptical as to the practical service of those proposed under the heavy conditions in which they would have
to work. Liquid rheosba.ts were not suitable, their resistance would vary with the proportions of the solu tion and
with the temperature, and they bad only been used hitherto
experimentally. The MetroJ,>olitan was nob at all comparable with the Burgdorf-Thun .Railway, the distances
between the stops bemg very short, and the chief point
to be taken into consideration was rapid acceleration.
To obtain it with the alternating current, very much
larger motors would be required than with the direct
current. With regard to the designing of suitable
a.lterna.ting.current motors with the required acoelera~ion, M~. Da.wson stated that he would spend money
m expertments when ne~essary; and when experiment
had fully proved 1\ ~hmg, . then he would adopt it.
For gettmg over the dlflicult1es, such as the one which
exists ab Aldgabe, one solution, according bo Mr. D a.wson
would be a complication of mechanism to pub the motor~
oub of gear, and they would have to be _pub out of gear
precisely at the right momen t. Mr. Da.wson further
sho wed and described the standard practice of supporting the trolley, and pointed oub the defects of the
safety device proposed by Ganz. He ended his crossexa~inati~n by sta.t~ng that the endeavour to use safety
~eVlces ~th the duec.t.currenb had originated mostly
1n the nnnds of the dtfferen b tradesmen in the towns
~here eleotri.c ~ra.ction w~s being installed. He added
1b was astomshm g what mventive facul ties were deve.
loped when electric tramways were being put down in
a town, and after the tramways bad been r unning a
Y.ear there were no more safety devices from that time
t1ll :work was started at the next town. But none of these
dev1ces w~re ever pub up, except experimentally to please
the public.. They were ba.ken down again a,s they
proved unsat1sfactory.
~r. Da.wson's cross-examination was followed by the
ev1de~ce of Mr. George ~st~ll, engineer and locomotive
su permtendent of the DlStncb Railway Company. Mr.
Esta.ll sba~ed he had to ,be responsible for the conduct of
the expe~1ments at Earls Court so far as the safe working
of the ra1lway. was concerned. ~a railway engineer, he
had a.lway.s VIewed ov.erhea.d wues of every kind with
great a.nxteby; _they mvolved. a considerable deal of
trouble and anxtety from a x;namte~ance point of view.
He sh9wed from a mal?, a~d m detatl, the various points
at whtch .m.any comphcat10ns existed where there were
storage s1dmgs and many crossings of a complicated
m~.ture, wher~ double overhead wires would have to be
latd, and posst? ly a. number of ~ther wires for protective
purposes. Tht~, w1th .the myrtads of posts and attachments, stay-poles, gut~es, and other things, presented
an. a.moun~ of work wh10h seemed-from a maintenance
pomt of ~1ew-a. ve~y serio~s thing indeed, apart from
the qu ~t10n of a.c~ndents hkeJy to arise from any of
th~ apphances com~n.g down, and to be dealt with very
qutckly .. The repatrmg durin g traffic time would be a
v~ry senous matter.. When breakdowns happen now,
Wlbh th~ present plam way of running, the diffi culty
of . g~ttmg the breakdown gang to the spot was the
prm01pal rea~on for tho~e delays which, to the public,
appeared unreasonable. The real difficulty is getting
~o the. spot, .and this woul~ be increased very much
m deahng mbh overhead wues. The line was nearly
all covered way, under fiat girderd, and practically
there would be no ~ead way at all for the wire!.
~r: E~tall showed . th1s from a. drawing. The electnfi~atiOn of the ratl:way would mean the raising of the
carnage ~latforms 9 m. or morer so as to allow for the
undergean~g; that would pra.chcally reduce the height
of the carnages ; therefore the new rolling stook would
no d?ubt have to take advantage of every piece of
margm that there wa-s to get commodious carriages. The
w~ml~ thus fill up the whole of the loading gauge Th!
DtstrlCb now ra.~ rather . more than 20 hour8 in the 24
and all the ttme available for repairs and rela.yin'
and so on, was four hours. Mr. Esta.U said that th~
a.dverde mroumsbance~ under which traffic would have
to be. conducted wtth overhead wires were of an
appa.lhng character. In a letter he wrot~ on Mamh 1
19~1,. to Mr. J. S. Forbes, Chairman of the Metropolita~
Dtstnob Company, Mr. Estall deprecated the
f
ove~hea.d wires, whatever ~e the electric system re~6e t~
to, m. the U nderground Ratlway.
r
Thts concluded the evidence on behalf of the Metro.
E N G I N E E R I N G.
66o
[N ov. 8. 1 got.
polita.n Disbricb Railway Company, in favour of a. directDIAG~AMS OF THREE MONTHS' FLUCTUATIONS IN PRICES OF METALS.
current system.
On Tuesday, the 5bh inst., Mr. C. A. Cripps, K.C.,
(Specwlly compiled f rom Ojfo;ial RepO?ts of L ondon M etal amd Scotch P ig-!?on W arra;nt Market!.)
opened the case on behalf of the Metropolitan
. a~lwa.y Company, and commenced the cross-examinaOCTOBER.
S EPTEMB"ER.
AUGUST.
tion of Mr. 0 . T . Blathy, the manager of the electrical
works of Messrs. Ga.~z and Co., of Budapest. Mr.
the use of ~he alterna.tmg-current system in the Undergrou~d Rallwa.y, as a.Js~ did Mr. Gisberb Kapp. In our
1/
~
il"'
ne~t l.Ssue we shall contmue our report of this mosb inter1/G
estmg case.
;;iii
~~
t[-r.,
(To be oontinw;d.)
~~
114
..,....
. T~ F AROE CoALs .- Tbe reports are somewhat conflt~t~ng ~bout the . prospects of starting a national coalmmm~ 1nd~stry 1n. these islands. The quality of the
coals 1s fauly sattsfactory, but their location is nob
favourable,. entailing comparatively heavy expenses for
both b~eakmg and transport. Besides, the layers are
only ~hm, and there also may be some difficulty about
securmg tonnage at reasonable freights inasmuch as the
vessels will have to go there in ballast. These are the
objections raised by sceptics who know the natural conditions; but in spite of this it is under contemplation to
fori? ~ .good-sized comp_anY., of some 400,000l. capital,
which 1t 1t proposed to ratse m Paris and London.
"--Wl
~ ~
I~
IIZ
CATALOGUES.- The Sta.nhope Water Engineering Company, of 20, Bucklersbury, London, send us a catalogue
of the S~anhope water-softeners, purifiers, and beaters.
The s~bJeCb of wat~r-softening and purifying is now
attractn?g the attent10n of.stean;t user~, who are beginning
to rea.hse .how much t.h eir boilers a re deteriorated by
scale. This catalogue IS really a treatise on the art of
water -softening, and will be of use to many.
"-
110
EIBIEIHB~BIHitg:Brt1B-+trti3~~ttTFrttT:flTt~1+'++-q:1+~+1+"'14~'14+~~'l!1
&G
.(
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....
36
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Coun t ry.
Russia.
Sweden and Norway
Germany
F rance
I taly
tons
344,818
392,147
611,273
619,391
472,982
tons
404,127
40Q,935
671,645
6 l3,897
430,142
tons
463,95 1
488,393
466,245
478,923
462,699
When we come to deal with the exports fur the first nine
months of this year, we find that they amounted to
32,879,830 tons, as compared with 34 332,923 tons in the
correspondingJ?eriodof 1900, and32,506,559 tons in the corresponding pen od of 1899. The exports in the first three
quarters of the last three years exceeded 1,000,000 tons in
the following ca.~es :
-- --------------Country.
Russia
Sweden and
Denmark
Germany
France
Spain . .
Italy . .
Egypt..
..
..
Nn" "r
..
..
..
..
..
..
..
..
..
..
..
..
1900.
1899.
tons
2,146,69\l
3,06j,657
1,594,963
tone
2,7 12,714
3,281,829
1,636,669
1,423,454
6.2CH,444
1,898,806
4,006,826
1,474,574
t one
2,902,202
3,438,662
1,525,937
3, 793,166
4,917,9'8
1, f\';3' 376
4,248,854
1,550,227
4.~,771
1901.
5,816,283
1,996,528
4,206,983
1,592,478
1111$
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15
17 21
OCTOBER
23 25 2' .SI
IN the accompanying diagrams each vertical line represents a market day, and each horizontal
line represents ls. in the case of tin plates, hematite, Scotch, and Cleveland iron, and ll. in all
other cases. The price of quicksilver is per bottle, the contents of which vary in weight from
70 lb. to 80 lb. The metal prices are per ton. Heavy steel rails are to Middlesbrough quotations. Tin plates are per box of I. 0 . cokes.
0 \".
661
E N G I N E E R I N G.
190!.]
LO OMOTI\TE
20-TO
STEAM
CR A E.
LlMITl~D
ENGINEER,',
Ll\ ERPOOL.
\YE illustrate abo,e a 21 ton locomoth e steam cran e be used iu siLgle lap, a n 1 th~ barrels have machin od
so th at t he wear on the ropes is reduced t o a
constr ucted t>y .Me~srs. John H. vV ileon aud Co. , groove~,
Li mited , at th e ir new work s a t eacombe, near Liver poo l, to t be order of :\l ossrs. S. Peareon and Son,
Limi ted , for lhoi r ~Icxic 1n contract. ~rh is crane is
one of a set of ten s pecially desigued for thi s cont ract.
It will be noted that e\erything possible has been
done to secure a powerful too l suitable for the heavi e~t
work at a foreign station, wh ere r epai rs aro difficult
and ex pensive.
The whole of the body and carriage is built up of
steel plates and a ngles, and a ll gear ing, in cluding the
ra.l'lt ann roller-pa.t,h, is of st eel, mR.chi oe-mo ulded.
All th e bearings a re adjustable, and are fitted wit h
extra heavy g un -metal st-eps.
The lif c.ing gear has two speeds, so thtJ.t lig ht, loads
can be dealt with at a very ra,pid rate.
teel wire
ropes are used for lifting throughout, the windi ng
drums ht-ing of ample d =a meter, EO that the rope can
m1mmum.
There w ere two si zes of cn.Les-10-ton and 20 ton
- th e latter being sent to Coat zaccalcos and nlina
Cruz ( the terminal ports of the 'r'ehuantepec Railwa.y).
Three 10-ton cra nes of simila r patt,ern w ere a lso
mounted o n "perman ent- way" can iages, 4 ft . 8~ io.
gauge, fi tted wi t h six wheels and axles, and a lso w ith
Elprings and ce ntra l buffers, l o run wi t h the standard
rolling stock of t he r a ilway for use in t he erection of
bridgework , &c., and a fterwa rds as breakdown cranes.
The followiug T ables give a good idea of the capa
city of t hese cranos, w hi oh were all t horoughly tested
I
in the builders' yard before being ~hippe d :
...
.,
30
11
..
40
.. .
20 tons
12 , ,
8 ,
peed of 1 f t for 20 t ) ns
8 ,.
...
"
...
...
~t)
... 70
... 150
f t. per min .
.,
"
travel
.. .
"
Gauge of rails
...
...
11 fr.
...
\Vheelbnse ...
...
12 ,
.. . ...
H eight of boiler
... .. . ...
11 ,
Diameter of boiler ...
5 ,
...
W orlcing pressure of stea~
... 80 lb. per Eq. in.
Diameter of engine cylinders
iO in.
...
troke of engine oy linders ...
...
12 "
T otal weighb in working order ...
62 t ons
L eng th of j ib ...
... ... ...
50 fb .
Table of Particulars-10-Ton Cra-ne.
L oad lifted a.b 16 fb. rad ius
10 tons
...
...
8 ,
,
,
20 fb. "
,
.,
32 fb. .,
. ..
4 ,
S peed of lifo for 10 t ons
,
...
travelling ...
Ga.oge of rails
...
...
,.
,,
11
...
...
48 ft . per min.
. . . 120 f b. ,
,
. . 400 (b. ,
,
... 4 ( b. 8~ in. & 7 fb
.. .
E N G I N E E R I N G.
Wheelb1se
...
Height of boii~r
...
Diameter of boiler . . .
. ..
W.orking pressure of steam
Dtameter of engine cylinders
Stroke of engine cylinders ..
T otal weight in working order
L 9ngth of jib ...
... ...
...
...
...
...
7 fb. 6 in.
9 , 6 ,,
4, 6 ,
80 lb. per sq. in.
9 in.
10 ,
37 tons
35 ft.
umons.
[Nov. 8,
1901.
INDUSTRIAL NOTES.
T HE action of th e Sou th Wales min er .3 in stoppina
work at the pits, in order to arrest the d ow nward
p~ice of coal, m ay h ave impor tant results. The com mittee who ordered the stoppage are the operative
members of the slidingscl.le co mmittee and if their
action had no countenance or support from their
colleagues, .the employers en the co mmittee, it w as,
to ~ay the least of i t, a strange depar Lure from the
ordmary rules t hat ~ovorn su c.h bodies. The stoppage
was not absolutelyw1t hout notice, because themanifesto
was publicly issu ed calling upon the m en t o cease work.
But. t hat was not a legal notice ; it did n ot fulfil the
condi t ions as to time; the step was therefore a most
unwise and d.a.ngerous one, and opened the door to
I n t he Birmingham district bu ~iness in the iron a nd
legal ~roceedmgs a nd to litigation. Coal is a prime
steel t r ades is said t o be conduct ed wit h great caution.
factor 1n all t hat concerns industrial life. Tra de, comM:uked bar firms are well s upplied wi t h orders a nd
merce, a:nd manufactures dep end upon it. Without it
prospects are hopeful. In unmllrked iron there has
locomotton on land and sea would be disorganised a nd
?een inequality in prices, m llkers in some cases a.ccep t ' and'
to a. l arge extent, be stoppe i. All the iron, steel,
mg much below quoted rates. Sheets are in fa ir
ot.her m etal industrie3 ; a ll th ~ great textile indusdemand at q uoted rates. T he eng ineering and allied
~nes, and a la ..ge prop )rtion of all other manufac turtra-Jes a re for t he most p art fairly well employed, but
mg trades, r equire fuel to k eep them going. If, t h erenot under much pressure. Other iron, steel, and
fore, those co~ce rned in getting and supplying t h is
metal-using trades vary, but a re genercJ.lly active.
absolute necesstty should be able to s top supplies, and
rule the market by monopoly , the whole country
The p osition of the engineering t rades throughout
would b e involved in difficulty. The action is not one
Lancashire continues much t he same as previously re
of s upply and demand in the economical sense, for t he
p orted. In the locomoti ve and ra il way carriage and
demand is great, and stoppage cuts off the supplies
The prop:>sed g reat boycott of British shipping, in wagon-b uilding branche~ a considerable quantity of
most needed.
the ports of Holland, Denmark, Sweden . Norway, and new work is continually coming forward, and estabsouthwards in Fra nce a nd I taly, by the .dockers o f t he lishments are so full of work that there is employThe coalowners might, no doubt, h ave summoned t he N~th~rla.nds, is doomed .to fa ilure , a~ every righ t- m ent for all engitged for the next yea r. And still
whole of the men, individually and collectively, at thmkmg man w ould desire that i t should be, and orders com e in, bu t e!l.rly delivery is out of the
once for breach of contract in absenting themselves as every well-informed person anticipated i t would be. question. A good d eal of the n e w work is on Colonial
from work without legal notice, and t h ey might have It was from t he first a monstrous proposal as impoli tic account, for the Cc~.pe and Sou t h African m ilitary
entered an a ction against the whole of the m en who as it was unjust. The idea waCJ not that of trade railways, and a furth t r batch of orders for steel
signed the circular. At a m eeting held at Cardiff, the union leaders pure a nd simple, but of political aa ita- w~gons is expected. Boilermak et s are well supplierl
Monmouthshire and South Wales Coalowners' Associa- tors who desired to make some politicd capital o~t of J vn eh work ganerally. E lectrical engineers a re still
tion w er a in confer ence for several hour.:~ discussing the it. The idea a ppea rs to have arisen and been fostered very busy, but new work is not q uite so pressing in
Machine-too! makers compla in
si tuation, namely, "the action of the miners' l eaders in as a retaliation u pon us for the war in South A frica. some departmen ts.
bringing about the sto ppages of the collieries, wi t h the It is not difficult t o u nderstand t hat Dutchmen feel that they are com pleting ord ers in hand, and tha.t
view of r estricting the output a nd p reventing a fall in irritated, even vengeful in this m atter, as t he Trans- t h e new work coming forward is no~ sufficient to
The textile machine-making
market prices. " The r esult of the proceedings, which vaalers are of Dutch nationalit y. But what has that r eplace them fully.
were private, as officially com municated to the press, to do with Danes, Swed es, Norwegians Frenchmen branch es a re still very q uiet, many firms b eing .sh ort
was the following r esolution : "That such action as a nd Italians ? Some of the dockers of Antwerp, Am~ of wor~ . ~her e are no materia! signs of improvethe Association are advisE:d be taken against (l) the sterdam, and other p orts may have been fascinated wi th ment In thts d ep artment of engmeeri og. The iron
individua l wor~men, or some of them ; (2) the men the idea, but would it n ot have b een a bad return for trade cont inues slow, only hand-to-month business.
who ~igned the notices calling t he men out for the the supposed b~nefit the dockers d erived in those ports P:i~es r~main una ltered. a s re~ards quotations.
holidays; and (3) the South Wales Miners' F ederation from the Enghsh dock ers in their labour struggles? Fmtshed 1ronmak ers a re domg a fa.1r amount of work
and the Miners' Federation of G reat Britain. That a I t is a strange comment upon the doctrine of the and are well off for orders.
-committee, consisting of the owners' side of the brotherhood of man preached by Socialists, and of the
There is n. rumour, a ppuen t ly well founded, that
Sliding Scale Committee, be h er eby appointed to act doctrine of the solidarity of l abour preached by trade
for the Association in the conduct of E:uch actions as unionists. If such a boycott could take place, which, the master builders are contemplating a reduction in
t.h ey m ay be advised to take. " The action t a ken, in the face of commer cial t reaties, is more t ha n doubt- wages in ma ny districts. The trade unions are on
whateve r i t may be, cannt.:>t fail to be of vHa.l import- ful, those wh o would suffer most would be the workin ()' th e a lert, and i t is exp ected that meetings will be
ance to working m en. If they invite litigation, they classes of the ports boycotted, a nd t h e countries j~ h eld and proteshtions made aga inst any attempt to
m u st abide the results. There has been a rumour of which the ports are. This is another of the wild reduce w ages. Notification of reductions h ave, it is
a lock-out as the result. B ut this would aggravate ech emes into which some of t he labour lead ers of the said, been addressed to t.he building trades of Birmingham, to b e followed by si milar notices i n other c ?n tres.
the sit uation . Coal w ould become scarce and dear; present day have blundered.
the men wou ld gain no ad vantage, an d the public
The Spanish Government h ava in t roduced a BtU
L abour r eports from the N orth of England indic.1te
would s uffer. Workmen would be wise in leaving
m a rkets and prices to take care of themselves. Their a fear that depression in the shippiog trade is in pro- dealing with strikes, and t he relations generally be
l eaders a re not able to control supplies and prices, spect. The rates of freight are low, a nd the time is tween employers and work people. I t proposes to cre ate
approaching when the B altic por ts will be closed. A s arbit rat ion courts to which all such questions shall
bu t they ma y be able to r egul!l.t e wages.
yet the number of idle st eamers is small, but some a re be referred. I t will be interesting t o watch the proA co mpreh ensive and valuab la p ap er on "Trusts only busy in connection with the war in South A fri ca., ceedings in connection wi th t hat measure, and to ascer a nd British Tra de " was read la.st week before t he at the end of which many, it is exp ected, will be idle. tain what it intends, and how it will work practically.
Political Economy Circle of t he National Liberal C lub, F or the present, h owever, the number of seamen
At great meetings of colliers h eld on Saturd ay last
by Mr. Robert Donald. The "Circle " is not devoted unemployed is not large. I t is feared that next year
to p9.rty politics, but ig regarded as an educationa l in- will be a dull one in the shipping trade. Coal-mine rs throughout a large portion of the Sout h Wale~ coal
stitution inside the club, at the meet ings of which in Durham and Northumberland a re busy; indeed, districts t he men generally supported the action of
papers are r ead by experts, whatever their polit ical in Durham they are busier than they were in the the Operatives' Section of the Sliding Scale Comconv iction s may be, or to whatever party they may be- summer, in spite of the coal tax. The import!l.tion of mittee. S )me of the sp eak er s rather hinted that a.
long . W ith the qu estion of t he right or wrong of tru&ts, Canadian iron is reg!l.rded as a possible factor in co m- dispute next year, or at latest in 1903, was ineYitable,
and they said t hat they were n ever better prepared for
as such, we have h er e nothing to do ; it is too vast p etition in t he iron trade.
it t han n ow. Does n ot that imply a determination to
-and complicated a subject to be discussed in these
It is repor ted that the T udhoe Iron \Vor ks will be a nticipate events because the exchequer is full ? The
"Notes." But t he curious thing in the discussion on
the paper was tha t two of the principal speak ers rather cl osed at the end of th is month. They have been in policy seems to be a fateful one, and may be disastrous.
w elcomed trusts in relation to workmen's organisations , existence for nearly fifty years, and one of the earliest The e mployers have, i t is reported, taken out some
but from totally opposite standpoints. One, a leading of t h e Bessemer con vert ers was there erected. It is 700 summonses, probably as test cases. If the d ecision
socia list of the D emocratic party, hailed them as a hoped that the work s are only to be closed for a time, is ad verse t o the men, there is no r eason why t he whole
means of breaking down commercialism, and thus of in ord er to be remodelled , but some fear that they will should not be simila rly treated. The action of the
p aving t he way for a demo cratic revolution. "Ruin be definitely closed as metallurgical works. I t is said leaders is very much open t o question on all points.
trade unions," he said, "and t h en the p eople will that the cost o f production is too great for manufacture
At the recent municipal elections tte working classes
r evo lt." The oth er welcom ed trusts as a means of put- to be profitable. :M oreover, there has been a tendency
have in some cities and towns been very busy in t rying
ting an end t o trad e u nions, which h e d eclared were of late for the blastfu rnaces to go eastwa rd. Three
t o extend labour representation, and not without some
useless from a n economic point of view, and disadvan - other firms h ave, i t appears, gone in that direction ;
s uccess. In Bradford, Yorkshi re, they have been
tageous. He declared t hat they did not materially it is thought p ossible t hat the Tudhoe works will
la rgely successful, a nd also in somQ other towns to a
follow,
under
t
he
same
company.
But
the
closing
of
affect wages, for if t h ey had never existed, wages
lesser degree. Fair wages, shorter hourP, b etter con
such
works
means
great
privation
in
t
he
locality,
for
a
would have gone up just t h e sam e by r eason of demand
clitions of employment, and better homes have been
time
at
least,
and
t
he
inhabitants
feel
uneasy
at
the
for la bour, and the generous ins tincts of employers.
the rallying cries, sometimes with good effect. B ut
prospect
of
furnaces
out
of
blast.
Working men have strange advisers at times. If they
what of West Ham? 'here, i t is sg.id, the rates amount
go astray, there is some excuse. But deep distress,
In the '\Volvubampton district the iron a nd e,t eel to 50 p er cent. on the renhl.
cau sed by whatever means, and violent r evolution to
..
:.
N ov. 8, 1901.]
s;on:
y
1~
G I N E E R I N G.
GAS-ENGINE RESEARCH.
------C lear 1
ance
Stroke
Vol. in V?l. in
U t tes. Lltre~:~.
APPENDIX IV.
W. B unsT 'LL M b
.
B trmmg
bam U ni versiby.
a.
'
e m er of
,
(Concluded front page 631.)
FREDERIO
66.,
rofes3or
- - - : - - - - - -T ABLE VIII.
sq. cm.
,0 ,
Q)
----
e~
Q) ~
Q) .
-8~
til
eS
lb. p er I ~
kg. p er
1 852
fi. 5 !2
sq. c m . eq. in .
0 3
-------..:.:.
:..:.-l_~..:1.:.:.:
1lo~~o:..._:._~
103_1>_.:._..:...
6.~
51
03
...
.0
e:3
sq. c m.
a.. C:
CII Q)
Q)
- -1 -
T AB t.J:D 1I.
c ub. ft.
139
136
123
107
105
96
81
78
lt1:(
3.91
3 82
3.49
3.03
2 97
2. 72
- -- - - -1---
.r::
~ 0
1- - -
1.00
34 3
1 30
17.2
26.3
Trade, u nd er the Bmler E xplosions Acb 1882
2
26.1
.99
82.5
1. 23
17. 3
3
25. 0
32.1
.05
1.22
18.2
A~ril 25g::~het~o~k:~~a~heexGplos~oC
n
which o.ccur;ed o~
Revol~tions
per
Explosions
per
Per
Cent.
of
T
es
t
No.
4
22 2
.84
rea.u entral Ra1lway Com
:30.7
1.17
20. 4
lt11
oute.
Minute.
I
Full
Power.
pany, G orton, near Manchester The Co
. .
5
22.6
.86
28.6
1.09
20.0
Mr. H oward S mith a.nd M J H H mmiSstoners wet e
6
22.8
.87
30.3
1
1.15
19 0
108.7
06.2
06
7
2.38
20.7
. 70
34.1
2
1.29
app~a.red for the Board ~f Trade ~~dtt.M MrR~ough
21. 9
197. 0
06.4
08
8
2. 21
22.7
.56
~8.0
1.44
a
19.9
200.8
05. 1
barr1ster, for the ra.ilway company a'nd for M r.Th ot es,
95
4
199.6
Sl6.3
works mana.g~r, and ~Ir. J. H., Thompsonr. boilrn ~y,
OJ
6
198.8
90. 1
100
spector, b<;>th m t heir e mploy.
,
er In
T AUI.F; IX
(l
194.4
94. 1
97
7
b ~In opemng b_h e proceedmgs, Mr. Gough stated thab the
201.6
92.;
Ol
8
I
o~ er m quest ton was one of the type known a~ a ohimne
202 2
88.0
O.ilories
88
Weight
Air
b01ler. The shell was 30 ft. long by 5 ft 3~ 1 d 1" Y
Exhaust R t>jected
of Air Weigh t of Air+Gas
T e3t
T J\.BLE III.
Gas p er
per
TemT ernto
p
e
r
meter, composed of. 11 belts originally ~~ in~ thi~k.
No.
E
xploExplo
perap era
Exhaust
Explo
tu
re.
P ressure. I Tempera- PVn = Oonst.
kl(.
kg.
d eg. C. d eJr. C.
In 1_887 a new flue was added, a.nd in 1888 the lowe; _ _ __ _ _ _ __ _ _
calories
1 t~e_._____
1
.00418
.000300
.OO J67
15
992
1.09
port~on of the shell plates was renewed. In 1899 further
2
.00429
.000376
.<'0467
16
067
0.99
}(g. p er deg. Cent. kg. per d eg. Cen t.
repa.us were maqe, the ~op end plate and the upper belb
3
.00430
.000347
.00174
16
907
0.99
eq
c
m.
s
q.
cm.
of the ?Pta.ke, wtbh theu angle rings being renewed a.nd
4
.00470
.000297
.C0500
15
877
0.99
1
1
0
155
0.45
420
1.
3&
0
6
the b01l~r was tested by hydraulic p~essure to 100 lb er
.00483
.000283
.00611
15
857
0.97
~
10
1:>1
6.43
412
1.317
6
.00501 .000273
...I 9"
.00528
I
15
Nluare mob, and by steam to 70 lb . The two b~il~rs
0.91
1.0
1t3
6. 73
430
1.380
7
.00514
.000242
. 00538
15
817
0.94
os. 13 and 14. were bot.h ab work on April 25, and both
4
10
130
6 43
378
1.347
8
.00521
.000234
.005!14
16
757
0.86
5
1.0
120
6. 59
had ~~en exa.mmed pre Vlously and reported to be in good
877
1.364
6
1.0
113
6.09
317
cond1t10n. On nhe morning of the date named bhe pres1.307
7
1.0
94
6.62
328
1.367
sure wa.s up to 60 lb., a.nd at ha.lf-pa.sb ten the furna.oema.n
TAilLE X.
8
10
78
fi.81
:l27
I
1
38~
opened the d oor of the furna.oe of No. 13 to look ab the
heat. It ~as op~ned only for a few seconds and then
Jac ket TemperaLure.
TABLE I V.
Heat Given to Jackets.
~losed, and1mmedta~ly afterwa.rdsbhe boiler exploded, the
T est
"
' 8 eS
Exh
nust
.
co
o
0
c:
84i
...
8"'
Per
Through t~e openmg~ thus formed . the steam and wat~r 6:;::1
:3 1-o
:3 ...
Iolet.
0
Outlet.
:;::1~
Per Cent.
Q)8 Q)
c
~
0
Explo&ion.
esoa.{>ed With grea.b Vt?lence, wreokmg the brick flues and z
8~
SP.. . 8 - s:~. I
- II .;
m
1:1 "~ - d
f:
-><Q)
8 ..
"' -:3><8
hea.tmg furnace, ~urling the debris in all directions, and CIIQ)... )( Ill
P
t
es- eS
"'cv:l
Tempe"'
...
d eg. Cent. d eg. Oen t.
ell
::I
calorie@.
"
...
o
:-1
"'..C
"'
~
:3
:;;j
o..
.._,
A
so sevE-rely scaldmg the furnaceman that he died the ~
:a ... .....
s ure. rature.
=a
~Q)
1
18
64
1.41
41
2
sa.m~ day. A coroner's inquest bad been held, and a
-17
] .33
65
40
kg.
per
d
eg.
C.
kg.
litres
p
e
r
deg.
C.
3
kg.
p
er
18
verdtcb re.turned to the effecb tha.b the death had been due
66
1.29
42
q. c m
eq.
cm.
s
q.
om.
4
1
7
64
.97
37
to an. a.c01denb. ~ su rveyor to the B :>a.rd of Trade had
1
11.75
1749
2.36
2.96
4.69
6
902
1. 413
18
62
.90
36
exammed the _holler a.f~er the collapsed flue h ad been
2
2.36
14 39
1677
2.93
067
6
4.65
1. 395
16
66
.88
37
removed fo~ h1s convemence, and he found no evidence
a 17.32 1677 1.99
2.83
7
007
4.41
1. 382
16
61
.64
30
12.32
4
2.60
1480
2.85
of overheatmg from shortness of water or from scale.
4. 25
877
8
1. 4116
16
68
.66
26
6
11.72
1331
2.67
288
857
1.
3.09
332
The safety valves were found to be loaded to a pressure
6
11.75
122!
2.4l
2.78
797
3.82
1. 307
of ab<;>ub 66 lb. p er square inch, and the steam gauge was
0. 66
7
2.98
l lM
2.98
St7
3.73
1. 299
TABLE X I.
Q)
I.H.P . D H. P.......
made he had found tb~b the flue. had lost ibs cylindrical
e o
g::S
m"'
deg. Cen t.
calories
Q) Q)
5
()'
0~
form, and tha.b the boiler was bemg worked with a. very . oc
1
.. z
1872
0.060
- 0
-i:IQ)
g
...
oi
""
.
2
~~
small factor of sa.fe~y, so tha.t a. slight distortion of the ~ ......
Q) Q)
s
1302
eS -O
0.045
Q) Ill
Q)(/2
Gross.
CGI
s:
...
f
~
.....
p.a..
Q) a: 0~
3
1247
..
eS
0.060
flue would really brmg about a. collapse.
~ ><
......
ue
o
.2eS
Q)
"'
111:3
oo
0 ~ . .... ;"!:
Q)~
4
1142
0.046
::a
;:t:l
:::d .... ~ ~ ~~ ~
1tfr. J. G . R obinson, L ocomotive Superintendent to the ~ ~s:l.
o6
1002
0.050
:3
~
0
Ku.
special attention. There was very little scale in the
plosion.
p,.
...
0
0
g
8
I
..... 0
Gl
eS
:G
8
-boiler.
"'
p,.
eo a.
...
~
eS 0...
0
kg.
kg.
deg. 0 . d eg. C . calories
kJr.
k~.
After some contradictory evidence a.a to \Vhetber the ~ ..c 0
lx::
~ .... ~
~
0
992
155
1.14
1 .00418 .00039() .00082 .00689
--
safety valve wa~ blowing off or nob on the morning
1.1862+ .00011 0
161
967
1.12
2 .00429 .000376 .00080 .00647
.0720
6.66
6.
7
6.84
0.82
1
10
78
of the explosion, Mr. W . G. TrowelJ, engineer-surveyor
907
143
1.04
3 .00489 .000347 .00088 .00562
fi.98
6.00
6.0 ,. 185~ + .000 ll5 T .0718
2.
00
10.30
2
to the B oard of Trade, gave details of the examination
877
1.03
130
4 .00470 .000297 .00088 .00588
6. 7 . 1834 + .000112 T .0716
6.66
6.80
0.12 4.12
3
857
120
1.93
he had mad e of the exploded boiler. In hie opinion the
6 .00~ 83 .000288 .00093 .00604
7.0 .1807+.000108 T .0710
ROO
7. 74
7.92 7. 14
4
797
113
.95
6 .00601 .000273 .00089 .0(1617
cause of ~he explosion was the distortion of the flue.
8.7 .1798+ .000106 T . 0709
8.67
8.76
6.94 8.12
5
,
94
817
1.06
.00614 .000242 .00117 .00665
. h
---
It _
Cl)
~~~
..... ~
Cl)
-..
Cl)~
..
Cl)
rJ}
..
..
Q)
-------~~~~~--~~~----------~~---------------
E N G I N E E R I N G.
[Nov. 8,
1901.
GAS -ENGINE
RESEARCH.
APPENDIX V.
T aDI..E I .-D T rials (see page 666).
C learance
Vol. in
L\ ' res.
___,____ ----
5. 522
0.25
1550
TABLE
M1uue
199.0
196.7
199.1
20!).3
202.0
202.6
200.7
200.2
200.5
9.t7
9. 3
98.0
96.6
95.1
95.0
92.7
93.7
92.9
96.4
3
4
5
6
7
8
9
10
8 92
8.1.-.2
8.70
8.70
8 85
8.b6
8.36
8.82
8.72
T ADLE
..
Ql
..,
Ql
<1S
...
..
,J:J
SQ)
~
e~
z..,
....
eO ..
CD
~~
Ql
1
2
3
4
5
6
7
8
9
10
Cl)
xG~
8~
~~
8s:lo
~><8
_ceQI
o;:a8
litres
2.09
1.63
1 .98
2.07
2.09
1.99
2.17
2.12
1.99
1.97
Pressure.
Temperat ure.
kg. p e r
sq. om.
2.73
2.65
2.83
2.90
2.89
2.76
2.86
2.72
2.7a
2.66
deg. C.
TABLE
...
Q)
,J:J
Ql
CD~
8 .2.9
~
~
Cl)
Ql
f-4
- ..
~::s
p.Q)
~s:lo
1 92.7
2 92.8
a 98.o
4
5
6
7
b
9
10
..
06.6
96.1
95.0
92.7
93.7
9l.9
95.4
s:2
M ean Pressure,
Gross.
s:2
~0
o.Ql~
a.. o
~
ooo
...
0
.. ..,
Ql
QG>
aS ..
GI::S
:-;am
Inlet.
0.648
O.ij24
0.579
0.6b3
0. 529
0.479
0.4 57
0.425
0.418
0. 392
kg. per
&q. cm.
4.10
4.21
4.86
4.47
4.36
3.99
3.88
3. 70
3.63
3.34
I.H.-P.
Q) ...
Cl)
Ql
s:lo
3
4
5
6
7
8
9
10
9.32
9.02
8. 1U
7.90
6.93
6.61
5.76
5.28
5.19
4. 59
4.71
6.32
6.92
7.4?.
9.09
9.96
10.94
,11.93
,l1.80
12.90
4JJ,.
" 0
CD,e
s:2
0
- ..
s:20
~ 11
..>
6
7
8
9
10
- ...
0~
..
~
.J:JCDO
0 ~~
..;u b. tt.
115
112
109
104
98
91
85
80
79
75
m.
a. 26
3. 17
3.09
2.91
2 77
2.58
2.41
2.27
2.24
2.12
B.H.-P .
o ..
6.7
7. 0
7.7
8. 1
9.2
9.7
10.8
11.0
11.9
13.4
1
2
3
4
5
6
7
8
9
10
.1834 + .l00112 T
.1827+ .000111 T
. 18 ll + .000108 1
.1804 + .000107 T
.1785+ .000105 T
.1778+ .000103 T
.1765+ .OOOIOL T
.1756+ .000100 T
.1756+ .000100 T
.1745 +. 000099 T
.0715
.0713
.0711
.0710
. 0707
.0706
.0705
.0702
.0702
.0700
..,~
Q)~
Q)o
G~o
,.,. .
o..-. ..
~~
- ...
25.7
24.4
2UI
20.5
20.0
20.4
20.1
19.7
20.0
20.2
0 s::~.II:
.98
30.9
32.7
28.6
28.1
27.9
29.2
29.1
28. 6
29.2
3 l.6
.s-a
.83
.78
. 76
.77
. 76
.75
. 76
.77
lX
k~.
.000J29
.000324
.000295
.000289
.000275
.000255
.000244
.000229
. 000227
.000211
.00488
.0051 13
.005Ol
.005 27
.00525
.00542
.005 49
.00&51
.005.~s
.005.51
8
9
1U
~~~
0
...
-0
~-
8 s::~.::::: ~
.0
1.17
1. 24
1.09
1.07
1.06
1.11
1.10
1.08
1.11
1. 20
Cl)
z..,
-8~
aS
.!dii
...
o><
oZJ
cu
8
J.os:l
QIQI
.c
8 -0
~~
....
t s:2.
s::l.o
QIO
.,eo
c.
aS o x
.... .I>Q
~d~
~"")
calorie oaloried
1
2
3
4
6
6
7
8
9
10
18 1
19.1
2 l. 2
22.1
22.7
22.3
22.7
23 1
22.7
22.5
s:;~.l=l
0
8p
Caloriea
0.02
0.01
0.02
0 01
0.03
0 02
0.03
0.03
0.03
O.Oi
0 51
0.53
0.5 l
0 56
0.55
0.60
0.49
0.46
0.45
O.H
1.09
1.18
0. 8 '
0.91
0. 77
0. 80
0.66
0.60
0.61
0.62
~
0
...
cu
s:;l.
<D
o. ... CO
Q)
...... o
~~c.
~ ~~
..,0
c:S~
c:Sasx
QI.Q~
....-ox
-.....
C~t l o ri e
calories
0.96
0.93
0.99
1.05
0.98
0.9 L
0.92
0.86
0.81
0.71
0. 06
0.06
U.06
0.06
0. 06
0.06
0.()6
0.06
0.06
0.06
Q)
..,cuo
aS 'g
G>GIX
c.
c:S
0
"0 ~
Cll~
;l.
....
Xll.
,.,
. ...
><
--- - - - - ------
~ '""~
calories c alorIes
2.64
2.85
2.7l
2.77
2. 46
2. 54
2. 59
2. 54
2.39
2.42
2. 29
2.24
2.16
2.14
2. 01
2.1.'2
1.96
1. 99
1.75
1.84
s:2
cS
c:S
~
p. cent.
-7. 4
- 2.2
-3.5
+ 2.0
-1.2
+ 2.2
+ 0.9
-0.5
-1.5
-4.9
TAnLE
- ---
deg- . c. deg. C.
15
862
15
822
15
872
15
887
15
842
15
777
15
787
15
749
15
702
15
637
Ill
,J:J
692
-- - - -TABLE
43
33
36
32
36
31
30
31
28
68i
..
Ill
XLrr.
Weights.
...
.c
sc
Culoriea
Q)
Weig ht
Rt-j~Ctt:d
Weight
of
Air
+
Gas
A
lf
Exhaust
of Air
to
Gas
per
pe
r
Tem
pe
Tempeper Ex
Exhaust
Explosion
Explo
s1on
ratu
re.
rature.
ph. s ion .
p er
Explosion
kg.
.00455
.00471
.OOH4
.00!98
.00498
.00617
.00525
. 00528
.00535
.00531)
6
6
7
...
""cS~
CD
.,.aS
- ... ::::s
.Ocuo
Cl)
cuGI'
...
.!d.,
0~ ...
~
.J:JcuO
~ s::l.~
0
38
XL
d ejl'. Oent.
1062
1047
1047
J072
1(){12
877
797
707
2
3
.., .
eo""
'
T est
No.
calories
1.09
1.18
0.84
0 9L
0.77
0.80
0.66
0.60
0.6L
0.52
!:!:::
~q.
.. ~ - ~
o o - as
~~ ~ ~
VIU.
'fABLE
1.34i
1.338
1.324
1.327
1.3!.7
1.291
1.251
1.245
1.230
1.199
G~""
.,.cS
Cl)
Gl
..,
<liS
cu
6. 70
6.95
7.69
8.20
9. 30
9.99
10.94
12.10
11.93
13.5 L
<l~
s:2
6.75
6.96
7.70
7.96
9.0l
0.42
10.75
11.68
11.88
13.37
Te3t
Number.
deg. Cent.
65
62
62
64
e6
fO
61
66
63
64
VII.
Per Cent.
.1$
~0
..,
1
2
3
4
5
6
7
8
9
10
--
deg. Cent.
12
12
14
15
H
H
16
15
15
16
1
2
Per
Explottion.
Outlet..
'J)
~QI
10.9
11.7
T ABLE
V.
Cl)
Qoj'
cea..
Ql~
:-;am
862
822
872
887
842
777
787
7.J9
702
637
Q~
ca,rfl
._
m
~~
...
Ql
Q)
Ql
Cl)
Exhaust.
8 .....
10.;
G'J
IV.
Ql
e
::I
z..,
1
2
Ql
i>
Q)
1.345
1.364
1.357
1.349
1.349
1 .359
1.345
1.345
1.357
1.360
8 . s:lo
:-;a8
..
4152
468
44 6
429
406
409
373
359
360
32 7
""'s:= I
,J:J
P V" = Const.
~e
G>QI
-a
X
aSQI
...
91
93
9i
~.66
143
140
132
128
115
110
98
Si
81
69
4.86!
4.864
4.b6l
4.973
4.97e
4.978
4.978
4. 978
4.978
4.978
Test
Number.
TaBLE
de g. c.
kg. per
sq. cm.
6.5
6.8
7.4
8.0
84
9.4
9.9
T ABLE
9~
I
T emp era
tur e.
- -- -
9!
93
96
94
94
nio
deg. C .
litres
3.71
3.84
3.87
4. 06
4. 06
4. 22
4 28
4. 3 l
4.36
4 32
X.
Jacket Temperature.
113
IlL
P r essure
l.tre
1).580
0 670
0.520
0.510
0.485
0.450
0.430
0.403
0.400
0 37L
1
2
3
4
6
6
7
8
9
10
Compression.
Suction
Tempera
tu re.
kg. per
sq. cm.
1.00
1.00
1 .00
1.00
1.00
1.00
1 .00
0.95
1.00
1.00
P e r Cent. of
l~'ull P\>wcr.
Minute.
20~.0
S uction
P r essu r e.
I . .
II.
TAD LE
905
T ABLE
Calories
Air
Heatimr,
Test
Ga9 per per lxplo- Rat1o: ALr Value of Oaf
per
N umber Explosion
Litr~ of
sion.
to Gas.
Calo~ies per
L1tre.
Mixture.
1
2
8
4
5
6
7
8
9
10
Test
No.
eq. cm.
cm.
Te3t
Number.
Ahso
lute.
PQ.
1.389
-----
Stroke
Ratio :
Vol. in Clear. Vol.
Litres.
C3l r. Vol.
VI.
TABLE
~
Cl)
Ql
calories
0.96
0.93
0.99
1.06
0 98
0.91
O.Q2
0.86
0.81
0. 7L
1
2
3
4
5
6
7
8
9
10
Energy
of
.
ExCba.r6'e
S
t
l
U
C
IOD
h
.
t
Cl~arTota.
at ExTempe
aus
Air per Gas per a nee Weig bt. rature. Tempe- haust
Explo- Explo- Residue
rature. per Ex
S10D.
b10D. per Explosion.
plosion.
kg.
.00455
.00471
. 00474
.00498
.00498
.00517
.00525
.00528
.1)0535
.OU530
--
kLf.
.(.00329
.000324
.000295
,g00289
.000275
.000265
.000244
.000229
.000227
.OOO!ll
k~r.
. (00~00
.000304
.0004:15
.UOO~i6
.t00505
.000483
.Ol0578
.00082!
.000763
.0ouao I
-
--
kg.
de~r. C.
.005?28
143
.0053 4
140
.00547
1a2
.00554
128
00576
115
.00583
110
.00607
98
.)0633
84
.0063 t
84
.0066 l
69
de~.
C. calor ies
862
0.91
822
0 86
872
0.95
887
0.99
8:12
1.0l
777
0.87
787
0.93
749
0 91
i02
0.84
637
0.79
But ib had never been condtmr.ed ; if i~ had, the com- , consider t~ab he had ha? sofficienb experie~ce to be enpany would at once have ceased to " ork 1t.
trusted With the very 1mp:>rtant duty of mspecting so
M ~. Howa d Sm.ith remarked tba~ be was sure the mar;ty of the rail way company'd boiler3.. The .firdt examiGrcao. Cent~al .Railway Com;pa.ny would never work a nat10n Mr. Thompson had mado of thts pa.rucd -.r boilE>r
def c~1ve bmler 1f they knew 11'.
was on December 27, 1898, when he reported that its con
Mr. Rhodes, c mtinuing his. defeno~, I;>vinted out. that dition ~as ~oo~, an~ ~hat ~he working pres.Qure was 60 lb.,
the company had bad the b01ler pf nodwally exammed, for whtcb, m b1:! op1u1on, 10 was fitted. He did nob ao
once thoroughly, and thre~ or f~ur. time3 partially, every tbab time tbitJk io n~cessary .to gauge ~he flue. Ou
year, and bad taken what m thf:'Ir Judgment were reason- March 3L, 1899, he agam exammed the boiler, and again
able precautions to insure the t:!a.fe working of the boilt-r. reported it~ condition as good. In September of that
The Court then adjourned until the following day, the ye9or he re{>orted that the first ring of the flue was pitted,
Commissioners meantime visiting the work:! and making and this p1tting he nott:d in J a.nuary, April, J unf:', and
an examination of the exploded boiler.
~eptember, 1900, record ing the resulw of his txaminations
On the reassembling of the Cour~, M r. Howard Smith in a register kept for the purpose. The examination on
gave judgment. He reviewed very carefully the evidence June 7, 1900, was a thorough one, and Mr. Thompson had
which had been tendered as to the construction of the told the Court that he then f0und that the pitting had
boiler, the system o~ working and inspection, and the SO';Dew~at increased. He then gauged the Eecond and
cause of the explostoD. Mr. Thornley, as the works thud rmgs of the flue and found that they were nob
manager, was responeible for the upkeep of all the materially out of shape, being only about i in. out of
boilers at ths Gorton W orke, and Mr. J. H . Thompson form. If he had found distortion existing to the
wa.s responsible for their periodical inspe ction. Mr. extent of ~ in., he would have called the attenThompson was a boilermaker by trade, and had served tion of the works manager thHeto. The Commishis apprentir.eship as such. He began his career at the sioners were of opinion that the flue ab thab time
Gorton Works a.s a riveter, and then became an insp~ctor was not substantially oub of form. The last examinaof boilers, 116 boilers being under his care, includmg 26 tion he made was on December 26, 1900, when he reported
at those works. On this point it might be observed that thab there was pitting on the first two rings. No inquiry,
albhough he had been described by Mr. Thornley as a however, seemed to have been made by the works
thorou~hly practical boiler maker, he had had no training manager or by a.ny other responsible person as to the
in the mspection of boilers other than what he had picked extent of that pibbiDg. It was rather a matter of surup when effecting repairs. He, no doubt, knew some- prise to the Courb that some such step was nob taken,
thing about his duties, but the Commissioners did nob for when an inspector of a. boiler reported in that way,
1
...
Nov. 8, 190I.]
E N G I N E E R I N G.
GAS -ENGINE
665
APPENDIX VI.
Hoat Additions
- ...
. . G)
11)
.c
P!
ES
dlo~
~o
9.8
c1
11.0
0.929
0.42
1.19
10.8
0.36
.., .!3
.. c.
o ::s o
CA :;;
-O.R02
1.04
Cl)
I- 0.958
I 0.616
I
aSc
fh::
0.626
~
G)~ ~
t:.o
.. B
CQJ
0 ~
.9 .
11)
CIICO
.C!:Il Q
0.289
Con During
Test btlu t Volume During CompresNumber and Constant Exp!l.nsion
HOD.
Ptessure.
eO
cso :;
0.534
Durio~
::s
.......
oOO
0.626
0 594
-c.,
m -..c
0. 568
~ bD
0. 807
1.120
~b.O
~ CiH~
1.829
-
b.O~~
CQ1eaSc
..,.CQ1
t:rl
B7
D7
0
0
Q1 ~Cl)
Q)o
10.3
Ao
~c
Cl)
.. c
aSo
~~
..
I QGI
~~
O a..
As:l.
.!dB
.., o
oO
g~
.....
.s
~x p os~on.
'0
'0~
.6J
Cl)
c;
Q1
~~
aS
sa
eA
~~
~0
'Cp.
~ ~~
-..,.
<ee&.
E!3
as Q1
m
ass
..
Oal<nies per
APPENDIX I X .
E xperinnents on T ilme of JNrilng Charge.
0. 278
0.308
0.303
0.851
0.33
0.06
0.87
0.83
0 37
0.33
0.02
0.68
0.77
c1
0.53
D7
07!
0.384
0.01
0.02
11)
Ratio of
Jacketed
Clearance Surface per
Volume to
Cent. of
Cylinder
Clearance
Volume.
Su rface.
.c
8
::s
-......
aS
A'i
B9
C7
D8
0.57
0.4 6
0.34
0.25
.c
C.,;>
-tiJ ...:>
8
0 0
Cl.
Cl)
Q1 ~
:.:;a
o ..s:l. ..Q)~ -~
o- 1
4.86
6.30
8.44
--..
8
-A 7
GO.._.
Q1
Oas. Cubic
Feet per Hour.
11.11 10.6
11.73 11.4
10.99 11.0
11.93 11.9
Com pressioo.
Suction.
Dro
0.73
0.66
99
90
94
84
336
328
369
-as:....
Pow&R.
0 BNT.
1146
1098
1164
109 1
311
Poin t of
St roke.
LroH'l'ING GAs.
()0
Ca>
- Q
aSEod of
.e O
IS
Adiabatic E xbaust. I. H . P. B.H. P. t:Q)~
:;a
Expansion.
mum.
962
852
897
707
1~4
))7
Ds
IExplosiOl
AJ axi-
8.86
3.81
4.03
4.06
867
747
817
749
0.70
0.66
0.61
0.69
2. i2
2.61
2.46
2.81
34 9
-647
33.6
84.1
28.6
647
662
650
Temperntu re,
Jacket Water.
BALA~ OR
HBA'r
PEROEI.\TAGES.
The rmal
Efficiency
Inlet.
11
14
16
16
18.9
21.2
21.9
23. 1
29.0
29.0
30.0
30.0
Radi..~tion .
B.H -P.
Total. per Cent.
2.7
3.0
2.8
3.0
49.4
43.2
43.9
42 6
100.0
96.4
98 0
98.7
o.a
0.4
0.6
O.fi
0.7
0.8
0.9
Point of StrokP.
Suction
11.3
11.6
12.1
Test number
x.
12.1
1030
1280
1220
lliO
1085
1030
880
880
750
40
S2
1216
1294
1278
1192
1187
1100
1000
946
890
1840
1290
1250
1200
1170
1130
1000
946
850
48
86
yl
11.8
O.f 6
0. 12
0.22
0.33
0.41
0.62
0.63
0.74
0.87
X :"
Point of Stroke.
.. {
Fundamental
inten ra.l
0. 1
(.2
0.8
0.4
0.6
0.6
0. 7
0.8
0.9
Suction
1340
1290
ll70
1070
eo5
840
8 16
816
760
..
y2
y:J
13.6
18.7
0.276
0.251
0.714
0.690
0. 272
0 274
0 69)
Wire broke
Before
After
0.108
0.99
0.262
0.266
0.10R
0.105
0.265
30
1Hl0
1HO
1070
1000
946
840
776
740
675
1100
1100
65
31
Ratio.
11.0
Zo.
12.4
Tt mperalur eP.
Point of Stroke.
10 ~0
14QO
1470
1290
1170
1086
946
1290
1250
1100
1040
1040
946
740
700
61
8:0
{
Fundamental
{
interval
Ice point ..
Test Number.
- -Ratio.
I z2.
12.2-
I
1
ZJ
12 2
Before
After
0.426
0. 422
0.380
0.380
0.478
0.476
Before
After
0.162
0. 162
0142
0.142
0.186
0.186
z4.
Zn.
z7.
12.2
] 2.2
12 6
Za.
-12.8
Zg.
Zto
12.8
12.9
130)
1260
1190
1130
1020
960
860
860
760
1400
1230
1210
1060
910
870
770
790
7SO
8!l
64
Point of St roke.
Suction.
840
760
0.1
0. 2
0.3
0. 4
0.6
0.6
0.7
0.8
09
1280
1160
l100
1040
910
870
810
7LO
49
Suction.
87
8SO
(}!.Q
1326
1200
11 20
1010
860
940
S20
740
720
1670
1470
1370
1260
1160
1120
1020
980
890
1520
1420
1870
1240
1130
1100
l OSO
940
900
1660
1440
1325
1220
1130
1070
1000
920
850
1310
1246
1170
1100
1010
41
41
28
42
T HERMOMF.1' RS.
Fundamental interval
before
..
.
Fund a mental interval
after . .
..
..
Wire
Wir e
,
after
broke lroke
Fundamental interval
.404
b t fore
.090
Fun damentallnterval
after . .
880
730
690
.661
.661
.464
.449
.505
.4H
.'i78
Wh e
brcke
.226
.176
.2e9
.216
.l EO
.197
.239
.179
.216
.176
.209
.784
.734
Wil e
broke
.64 l
.614
.278
.271
.271
. ~34
suo
.44 9
0.0272
0.0269
0.0269
0.0276
0.0277
0.0279
0.028L
0.0282
O.G277
0.0271
Indicator Open .
Outlet.
74.2
69.9
59.6
62. 5
68.8
51.2
Air Temperature.
deg. Oent.
68.3
64.0
56 3
deg. Cent.
16.
16.2
17.0
large calories
436
376
360
Revolutions per
Minute.
0.
8.03
6.31
CO.
0
986
906
760
700
e6o
630
0.05
0. 12
0.22
0.83
041
0.62
C\.63
0.74
0.87
3.702
3 149
2.697
deg. Cent.
1160
939
0. 2 of stroke
0.8
,
180
zl .
4.25~
Thermometers.
Before
After
Test Number.
litres
7.667
7.015
6.463
6.910
6.368
4.806
-r
R'Uliation Test.
Thermometers.
Ice point
Indicator Shut.
xi.
PV
Volume.
13.2
14 0
13.4
16.9
G Al.VANOMETER OBSERVATION.
299
307
816
316
32!
334
344
366
317
402
kg. p. sq. cm .
1.077
1.179
1.3ll
1.472
1.676
1.940
2.277
2.716
9.3 14
4.193
OD
APPENDIX VIII.
x.,.
-
Pres3ure.
0
C\.1
(J.2
Inlet.
Test Numbet-.
Temperatu re
Deg. Oeot.
A b~ol ut e .
Lower
Beating
Value of
Gas B.T.U.
per Cubic
Feet.
24 6
22.0
20. ';'
19.7
---
6.83
6.86
5.39
6.2S
B9
c7
D8
99.2
97.3
92.6
93.7
aS
206.8
203.6
201.6
200.2
Rat io
Air
to
co., 0
Per
P Pr
per
p er Oo.s.
II. H. -P. B.H -P.
Cent. Oent.
80
s:l.
Cl)
c0
...Q1
o::S
-c
~~~
o>G)
..
8o cP.
.Q
G>s:~,
3.75
EXHAUST
Q1
ll)~
oo
7l
69
62
68
--
..
C ,
En&cT
Do
0.64
APPENDl X VII.
T ADLE SHOWING
71
12J
124
124
124
lt4
0.76
0.68
0.97
0.96
0.88
0.87
0.86
0.74
8.7
9.8
7.4
8.0
8.4
9.9
10.7
11.7
0.02
--0.03
Firing Point,
Nominal Ratio
Fraction of Stroke.
Air to Gas.
Da
Dot
0.08
Compression.
Bs
B7
0.181
-0. 30~
B7
--
- -
0.4 8
Ao
Me!l.sured
Total.
Test
Number.
.6~<1
they wo uld have thought that at all events the en gin eer
in charge, or some obher responsible person, would have
inquired as to what extent the pitting existed, in order to
know if the boiler could safely be worked at a pressure
of 60 lb. on the square inch. Mr. Trowell had t old the
Court thab boilers of this cla-ss w ere exposed to unequal
strains, caused mainly by the sudd en opening of the
furnace doors, whereby combustion was ch eck ed, and a n
inrush of cold air took place, setting up unequal contraction or expan sion. In Mr. Trowell's opinion the explos ion was due to the distortion of the flue caused by overh eating throllgh shortness of water, or accumulation of
scale, or perhaps by a s udden contraction, hub when that
distortion occurred Mr. Trowell wa.s unable to saywhether eome time before the explosion or shortly before>,
and the Court quite understood and appreciated his
inability to demde that point. By calculations, Mr.
Trowell found that the collapsing pressure of the flue
was a.boub 87 lb. to 90 lb. under steam and 162 lb. under
water, a nd he had told the Court that a distortion of
1 in. t o 1~ in. would be snfficienb to produce a collapse
ab a pressure of between 50 lb. a nd 60 lb. per square
inch. In answer to various questions submitted by the
B oard o f Trade, Mr. Howard Smith said thab the Commissioners con sidered that originally the boiler waa fib for
a working pressure of 60 lb., bub they d id n ot think thab
propeor measures were tak e n by Mr. Thornley bo satisfy
himself that the boiler was being worked u nder safe conditions, at all events recently. In their judgment Mr.
Thompson was nob competent t o thoroughly examine
boilers , ab leasb wibhoutJ some adequate supervision; and
they thought he should n ot have been entrusted with this
duty.
Bes ides this, when pitting was r eported, Mr.
Thornley did nob take any steps to s atisfy himself a.s bo its
extent. The report merely m entioned " pitting; , it
might have b een slighb and immaterial, or in might have
been ~a.vely dangerous . Mr. Thotnley seem ed content t o
p ass 1t over withoub invesbig~t~bion, and in this res pect
they did n ob think he took proper measures to a scertain
whether the boiler was bemg worked under safe conditione. The b oiler was periodically examined by Mr.
Thompson, bub, in the judgment of the Commissioners,
the examinations were n ob properly made. although they
thought he mad e them to the besb o f his skill. The
plates should ha. ve b een dri1led in June or December,
1900, to a scErtain the extent of the pitting, and calculations s h o uld have been made to ascertain the safe working
pressure. It would then have been found that the boiler
666
[Nov. H,
E N G I N E E R I N G.
RESEARCH.
GAS-ENGINE
I 901.
(See Page 66 : 3 .)
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requested to advise the committee, a.nd he submitted in March, 1899, a scheme for the establishment of electricity supply works in conjunction
with refuse destructors. The scheme was approved of,
and Mr. Hammond was appoioted consulting engineer, l\1:es~ r3. Gordoo and Gunton, of Finsbury, being
appointed architects. Low-pressure continuous current is supplied on the three-wire system, at 240
volts for lamp and 480 volts for motive power.
The works have been erected on ground adjoin
iog the L eg, Cd.nal, and are situated at the lower
end of Millfields road, Lower Clapton ; the freehold
site, of about five acres, has been acquired for
SOOOl. The whole scheme will cost about 285,000l.
it is estimated. The situation is very convenient, as
coal can come up the Thames and t he Lea Canal ; a.nd
there is ample room for further extension. The building', erected by Mr. J. Greenwood, of Arthur-street,
London Bridge, form a ha.ndsom~ block of brickwork,
'
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668
E N G I N E E R I N G.
386,774
Waste silk
.. .
2,422,456
Ha. bate silk
.. .
3!0,167
Silk Ha.ndkercbieh
449,186
Tea
. ..
. ..
17,160
Cobton yarn ...
.
427,997
.. .
Copper . . .
. ..
I rnports.
Cotton . . .
...
. ..
...
...
369,807
Rice
. ..
...
. ..
. ..
. ..
166,901
Sugar
. ..
...
...
. ..
.. .
2, 397,1 57
K erosene
...
...
...
...
894,7 18
Cotton yarn
. ..
. ..
.. .
. ..
459,704
...
...
...
...
17,911
Crepes ...
Wool
...
...
...
..
. ..
206,394
Metals . . .
...
...
. ..
.. .
1'38 258
Piece goods
...
. ..
. ..
. ..
20 l, 341
The metal market is still very dull, and importers
have very large stocks , while t he retailer is much
overstocked, Next moo th, after the rice is har\ested,
is looked forward to with much hope by metal dealers.
The surplus rice ought to put something like 50,000,000
yen into circulation. It is generally supposed that
50,000,000 yens' worth of 5 per cent. Government
bonds have been sold at 90 per cent. of face value net to
America. It has been talked of for some time, and it
looks as if the transaction had at last been settled .
This money will all be wanted by the Gover~me~t to
carry on public work; .and. as a g reat deal of 1t wd.l be
spent in the co~ntry, 1t wtll. put a lot of money 1nto
circulation, and Improve busmess generally.
Though for the month of September the exports exceeded the imports for Y okohama, yet for the whole
country the balance of trad e was against J apa.n to the
[Nov. 8,
1901.
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