Engineering Vol 72 1901-08-16

7/17/2019 Engineering Vol 72 1901-08-16

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•

Auc.

16, 1901.]

CONSTRUCTION AND SYSTE

MATIC

MANUFACTURE

OF ALTER

NATORS.

By 0. LA SOHE,

Berlin.

(Crmtin ued fr om page 17

4.)

CTION 2. TRE BI ZE ANU ARRANGEMENT OF

THE

C.ENTRIFUOAL MA SSES.

~ o r

the

c ~ l c u l a t i o n of

the

necessary flywheel

the d.tagrams of

tangential pressure

(Fig. 13)

the bas1s. They show what

work

is periodi

taken up by

.the

flywheel

and

again given

out.

first

these

1s a four-cycle gas engine,

with

its

.requtrements, ~ a v i n g one cylinder, the one

stl:oke of wh10h

has to provide

power for

revolutiOns. The figures are considerably more

when two such cylinders are joined up

Fig.

13

.

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

are

a v ~ i l a b l e both sides of the

piston in

double

cycle,

durtng

the return after the acting stroke

the

products of cornbustion are exhausted

and

also

a new m.ixture is

drawn in

and c o m p r e ~ e d . The

~ o ~ k w ~ 1 0 h

the

fly' heel must take up and deliver

IB, m

sptte

of per1ods of 90

deg., still

considerably

l a r g e ~ than w1th

th

e two-crank steam engine, as the

r o . t a ~ m g moment due .to the

pressure on

the piston

wtthm the

separate

dtagram shows a areater varia

tion. In all these constructions it has been possible

to

avoid

auxiliary flywheels

and

to locate the

entire

flyi lg m ~ s s

in t ~ e inductor

itself. The advantages

w h 1 ~ h

thts

sp

e

Cial

c ~ n s t r u c t i o n

possesses,

and the

parttcular

constructiOns

due

to

higher peripheral

speed, will be dealt with la ter on.

Taking into

consideration

the

work which the

flywheel has to t a ~ e up (Fig. 13), the following

formulre are

obtatned

for the flying masses

•

•

MoJhemati

coJ

Fl f1119

ma.sse.s

a

ciQrC or

til

t fofTTi tJ

io

P

er

1od

2x.36o•

---------- + - - - · - - - _ _ . _

T followng fi;Ji

nsmass

es

are

ne

ce.sso.r_v when

d -

db

the e

oa.

" f o r D ~ m

O n ~ ReYolu t10n

-

-

- - -) S4co

nd

R•rolul/on

1

-

·

-

---

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

C 0 0 0 a m ~ for o

J6

0 '

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

GD"

·

1.53. 20() lr9m . foro· do

180' I/J0° 180. /80"

()n« /tflo'tr· f'ourc fcle

G11smotor

I

•

I

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I

•

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I

livoc /lmder·fourc /cle

1

Cosmolor

•

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. I

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. I

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i

- ·

-C·64

•

·-·- -czs

fourcgltn

derf'ourcyc/e

1 i

Ca.smolor 1

1-1 ; ; ; I S : = : 9

: . . : : . . . ; ; o ; k 9 t ; . ; . ; m ~ z . - ~ · -

_

C-&

j I fO

kg

- '

•

. -

..

-

•

O n ~ c y l m d e r

Steam En ]mO

•

I

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•

I

I

•

I

•

I

G

o•·38

.600

kg

m fOro·

4o

" ·

,..

1so• 1so• 180 too· I

-- - - -

-

- - - ~ - - -

-

__ _

_

.......,

____ - - /

Double expt711Ston I

/

Stedm

Engme

t : : ~ : S = : : : ~ L ~ ~ = = = = : : L ~ ~ : : ; : : : : : : : ; ; : : r ~ ~ : : : : : : = : : : : : : : : J

Cranlc

under

so·

, - -

-

•

I

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.

I

ot .

ZJ

ZIJO k g m ~ f o r o ·do •

1

180 • 180' 180' tab•

•

•

•

600

I

•

I .

•

I

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•

· ·- · ..,...C·I·S..•

Z4l1D irg.

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f<i-

- - - -

-- ---

-w.t

-

------- - - - - ---·--- > Triple

exp

on

's

ion I

S team

Eng

me

Cranks

underiU

J'

1

•

I

2.3

.

200kg fAg ·- ·- ·- ·--C·0-8

1

~ k i

•

•

one unit, as

in the case of two-cylinder engine,

e

re the

working

strokes

follow

each

other

at

in

of 360 deg. Fig. 11 on page 174

a

nt

e

shows

Deutz engine

of this construction. Jlig. 12 on

same

page shows a further

joining

up of two such

that the working

strokes follow each other

intervals

of

180

deg. The flying masses are

then

to control, more especially as

the

speeds of

engines are high, which, as

is known,

affects

amount of the flying mass in the third power.

8 on page

177

ante

represents a gas

engine of

description

manufactured

for the Gute Hoffnung

.Ute in

Oberhausen.

necessary for the

purpose

of insuring the desired

degree

of

uniformity.

Work per

period of y

revolutions

= A

2

In Fig

17,

page

206, a gas

engine

of the Vereinig-

Maschinen Fabriken in Augsburg and Maschi

Gesellschaft Ntirnberg is

represented;

two

these

engines are now

being erected

in the

h

c.e

nix Foundry. The

working

strokes of the two

arranged one behind

the

other, take

at intervals

of 360 deg., the cranks are at

deg., and thus

the

explosions follow each other

every

half

revolution. ·

The double-acting two-cycle

engine

of Korting

Fig.

18) has

the

two cranks

coupled

together at

0 deg. Thus the

working strokes

follow each

in

the

same order as with the usual

wo-crank steam

engine. The

explosion

cylinders

60 X

75 N V

•

•

n

Excess :

A

=

M

v2

o

=

o

= ..§:

D

2

7T

2

n

2

0

y g

602

A

1

= x or A

1

= x A

2

,

.A2

G

D2

2 n 2

o

_

60

• 75 N

x y

-

602

n

G

n

2

=

60 x 75 x 60

2

x 9.81 N

xy

= 100x 16 2 N x v

n 2 n 2

o

n 3 li

or, if

•

16.2 X y

=

0

G n

2

=

1.000,000 c

Nin

kgm.

2

• •

(l)

o

3

•

G

D2 = 1000 o N in

tm

.2 •

o

3

•

•

2)

The constant c is found for a

certain

machine as

the mean figure of the separate cylinder diagrams.

Figs.

14, 15,

and

16

show in a geometrical form,

by the square surfaces, the flying masses for an equal

number

of

revolutions and

equal

output at

equal

speed

of gyration. The sketches at the side show

20C\

V

how the constructor must change or transpose

these

mathematical

quantities

in order to

obtain

fly

wheels and inductors

of an

economical

construe·

tion. Different diameters will

be

found

to result

in

accordance with the choice of

the

most suitable

circumferential speed for the flying masses. The

construction of the wheels, as well as the admis

sible circumferential speeds, will be treated later.

The degree of uniformity applies to the working

m ~ s s . a ~ the radius of gyration of the centrifugal rim,

a ~ d

IS thus

o s t natural

to

arrange

or form

this

rim,

t ~ e

1nductor itself, as a flywheel, and, as

far

as

p ~ s e i b l e

as

the

only

flywheel

(Fig.

19, page

206).

Ftg.

20 shows an

arrangement in

which the

standard dynamo was employed,

but

in which the

necessary flying masses were located

in

special fly:

wheels, which again neces

sitated

shaft ends and

bearings. 'l,hese efforts were prompted by

the

•

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FitJ .15

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- r ·- ;·- ·- ·- ·- ·-

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16

19

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SJ

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desire to obtain a standard type of dynamo;

this

is, however, a wish which

cannot

be fulfilled .

Further, it was found also

that

the limit of the

safe stress with regard to bearings, the shafts and

deflection,

had been reached.

SECTION

3. THE IN D

UCTOR

FOR HIGH

SPEED.

The requirement

of large flying masses and small

weights for tandem steam engines and gas motors

necessitated an increase of the circumferential

speeds. I t was usual in engineering not to allow a

circumferential speed for cast -iron flywheels beyond

6000 ft. per minute.

This

limit was the

result both

of experience and calculation under the presump

tion

that

no higher load

than 2200 lb. per

square

inch could be regarded safe.

This

limit must

be observed, firstly, on account of

the

strength

of

the

material,

even in sound

pieces ; secondly,

on

account of the

unequal

initial tensions in cast iron,

which can

n ~ v e r

with certainty

be

avoided ; and,

lastly, on account of the impossibility of following

by calculation

the

strains or load produced in the ma

terial

by

the centrifugal

and

circumferential forces.

Still more unfavourable are the conditions in the

7/17/2019 Engineering Vol 72 1901-08-16


7/17/2019 Engineering Vol 72 1901-08-16


AuG

.

16, 1901.]

E N G I N E E R I N

G.

pur_e

tensile strain. When

mounting the chain, it The starting point of the characteristic of the

1s b g

htened by

wedges against

the

rim,

and

against

1

rim is at a distance of about

0.5

millimetre from

the

spoke.s of. the i n d u c t ~ r F i g ~ . ~ ~ a n d 23). This

1

the zero of the characteristic of the spokes. At

cons_ruct10n 1s patented In all ?tVIbsed

states.

this point the connection, or the reciprocal influence,

Ftg. 25

shows that the

a m t n a ~ d segments are

was not yet effected; the

rim

was enlarged as

if

held together by bolts, four of

whiCh are

located

in

v

=

30 m.

per

sec.; the rods were st ill without

each s ~ g m e n t ; thus t h r e e - q u a ~ t e r s bear the whole tension. Both points approach each other, until

sheet-uon p ~ c k e t . .

Should

be desirable,

on

eventually in the

point

of inte rsection of the two

a c ~ o u n t of htgh Circumferential speeds

and

loads, characteristics,

the

link can be closed. The ten

to mcrease t ~ e number of bolts of each laminated sion

in

the mat

er

ial or

the

entire necessary force

segment, thts

can

be done. According

to

the is about 12,500 kilogrammes,

i.e.,

in other words,

n u ~ b e r

of the p a c k e ~ , the b ~ l t s

may tested

a ~ y from

v :::.

0

at v

= 30, the stress per intersectional

o p t . 1 0 n ~ l

number

of

times agatnst

s ~ e a r 1 n g ,

a

stratn point

increases from

0

to

G

=

12,500,

with which

whtch 1s decreased by the dovetail connection of force the free expansi

on

of the laminated rim is

the pole pieces

with

the rim.

On this ba

sis,

it

is

prevented

by the rods.

Fig. 29

shows

an

increase

an easy task f?r

the

c ~ n s t r u c t o r

to

keep t h ~ s_rain of thi$ stress for

the

amount of

the

mounting stress

on t ~ ~ material c o ~ t d e r a b l y bel?w the ltmtt of of 4000 kilogrammes, through which mounting

e l a s t t ~ I t y The quahty of the material and the

strain

stress upon

starting

the dynamo

any

unloading

upon It

are. a?ourately

known

. .

and

loosening of the

upper

rods- not

strained by

-\.; a

s t r t ~ t n g

contrast to th1s ~ r e e e x ~ a n d i ~ g

the

weight of the r im-is avoided. Fig.

30

shows

laminated . r1m stands a

constructl?n

.descrtbed In a further increase of about 10,000 kilogrammes

the followmg p a r ~ g r a p h s , t ~ e .realisatiOn _of which

by

the influence of the higher

temperature

of

the

had often been des

ued,

and whiCh was pro Jected for rim over that of

the

machine-house this excess

a 4000 h o s e - ~ o w e r dynamo ~ e e Fig. 26, page 2 ~ 9 ) . amounting to about 10 deg.,

which'

difference

in

The leadmg tdea was to obtam the greatest flymg

temperature

corresponds with the maximum output

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

I

-...

Fi g.28.

8

R,m

assumed

fo f red_lf rolalrng

when

Y·3 m

per

sec.

Rods l'l'llhout

sfiffenmg

.

Hat/tal Rototlonof

th

e frul4 rolalin

RimwllenY.J()m

m

0

()-4

0 1

0 ·

Rods In

Sta

te of

Rest wtihout f

en.sl'on

.

•

/Jeformotion of he Rim held by tire

Tie

Rod3

F 9.

2B

.

'SeC

.

•

•

207

ably fallen off; and yet we may

say

that uow-a

dal s

the

constructing engineer is, as far as

economy

is concerned, sure

ly

not less r ~ s p o n

sible t han for questions regarding const ruction

and

material. ·

For a given figure G D

2

, ?-certain circumfel'ential

speed is the

most

practical with reference to the

requirements of construction material. In the case

of

an

inductor contrary

to

a flywheel, however,

the

further consideration holds good that

the

dynamo

is usually cheaper when the same has a smaller dia

meter,

but

an incre9.sed width. This changing con

ditivn, small diameter for

the

dynamo

and

a large

diameter for the flying masses, leads, when GD

2

is

high,

to

a separation, i .e. , a flywheel is placed sepa

rately at the side of

the

inductor, or an inductor of

small diameter is screwed at the side of a flywheel,

the flywheel having the

greatest

circumferential

speed admissible. Fig. 32 represents

an

inductor

ring of this construction placed against

the

spokes

of the flywheel.

Fig.

33 shows

the

before-mentioned

sheet-iron rim located

at

the side of the flywheel,

and connected to it by long bolts. These bolts are

for the purpose of permitting

the

sheet-iron chain

to

expand

independently

of the cast-iron rim,

/Jefc7tmd l

totJ

as

under 1

hut

alritrg_ intofQns.tfert.rttOn

ltne

Mo

vntmg stress rif4000

Hg.

m.m

0 ·1

O·o

0

•

-

fspOflSIOtt.S

•

•

•

and

CQrre.spondlng

pansions

of he

Rods

mm

when Y·JOm per

sec.

Fig.3o.

••

Deformat/on.J as under Cand

&ponsion q

he Rim

by

the htat

- ·

•

- ·- ·- ·- ·

. .

•

m.m.

l ·o

o a

0 ·7

)))))

p

)

•

I

mass with the

smallest

possible total

stress

on shafts

and bearings, and of a design

suitable

for both home

and shipping trade.

Here,

also,

the

rim consists of

laminated sheets, which carry

the

pole-pieces

;

the

cast-

iron

rim is dispensed

with in this

construction

too, and, still further,

the

cast-iron arms are

avoided and replaced

by

tangential spokes. As

material for these arms, very elastic ingot

iron

or

in

got

s t ~ e l

was. assumed. n ample number of

in tersectiOnal pomts were presumed m order to keep

the

ben

ding

stress of

the

rim as low as possible,

and to endeavour to obtain solely tensile strain on

the

rim . Each of these intersectional points is

connected with

the

boss

by

4,

or

2 by 2, rods ;

all connections

or

joints,

of course, assumed as

being effected

by

bolts,

therefore

movable.

At

eighty-three revolutions

per

minute

the

inductor

had an outer peripheral speed

of

about

34

metres

per second (6700 ft . per minute), the

speed

in the

gravity circle

v

is thereby about

30

metres

per

second (6000

ft per

minute). If

in

this construc

tion the rim were freely expansive (Fig. 27), the

latter

would, at

this

full speed, expand radially

about

0.5

millimetre ;

in

other words, if one assumes

for the purpose of

carrying

h ~ o u g h

the

calculati?n

the link loosened, then the hnk centre of the

rim

would stand off to

the extent

of

0.

5 millimetre from

the centre of

the

rod eye.

In order

to

again

connect

the rim

with

the rods,

on

the

one hand, separate forces

must be

brought

to act upon

the

sa.me fro.m the. outside at

the

l i ~ s ,

which carry the r1m agatn to Its

former

pos1t10n

;

and,

on

the other

hand,

the

rods

must be stretched

by suitable forces. .

This action is geometrically represented m

Fig.

28.

In

t

his ~ r e ,

in a r e o t ~ g u l a r s y ~ t e m

of co-or

dinat

es,

the smgle

forces of IntersectiOnal

points are entered as absciss

, and as ordinates

the expansions of the

rods

corresponding to

these

forces and also the deformations of the rim. The

straight lines hereby

. o ~ t a ~ e d

give a synoptic

picture

;

a characteristic, so to speak, of

the

reciprocal action of the rim and the r o d s

-

I

I

•

I

0

•

•

,O ·o

•

of

the

inductor or of t he dynamo. To th is is

to

be

added as a furtherstrain on the material bytheweight

of the rim itself, a

stress

which constantly varies

during

the rotation, whilst the remaining figures

of stress are constant.

There was a further uncertainty existing with

regard to

erection

; it

was indispensable to find

out

an

absolutely reliable system of measuring

the

stress on the rods, which would give the surveying

engineer and the fitter the

certainty

that both the

work and the

testing

were carried out satisfactorily,

and permit them to repeat such

test

at any optional

time.

The

uniform

st

ress

in the four

rods

per inter

sectional point, or

in

each of the

many

intersectional

points, could

not

be left to

the

discretion or

to

the often-mentioned constructional instinct of the

fitter. As a reliable and

not

too expensive measur

ing medium, springs were inserted, which were

gauged for

the

mounting stress, and on

the

basis of

this stress,

the

length of a similarly gauged ring or

sleeve was likewise assumed (Fig. 31,

page

209). The

rods were

to

be stretched

to

such

an extent

that this

ring could only

just

be

turned;

any excessive stress

on

the

rods due to

an always possible measuring

error

appeared

out

of question. Neither could

the

springs introduce any unreliability

in the

running,

as, in the event of

the

springs breaking,

the

ring would take

up

the

stress without

any con

siderable alteration of length

or

tension taking

place.

N otwithstandi ug, this

inductor

was

never

carried

into

practical execution, as

in the

meantime

the

construction of

the

aforementioneg cast spoke

system had

proved

to be excellent

nearly

equal

as regards weight and price, and yet

in

every

respect more advantageous; moreover, the econo

mical importance of

the

tangential

spoke con

struction

for the inductors had also consider-

•

;

-

altho ug.h

the

~ h e e t

i r o n oh.aiu by

its own centrifugal

force, mcludmg the weight of the pole-pieces

and the coilij, is expanded

to about

the same

degree, that is

to

say,

its

diameter increases to

a corresponding extent to that which

the

oast-iron

rim becomes enlarged by

its

own weig

ht.

(To

be oontinued.)

•

LITERATURE.

Oonftribu.tion

a

l'

Etude des

Alliages,

par

MM. H.

W.

BAKRUis - Ro

ozEnooM,

An.

CARNOT, G.

CR RPY

o.,

sous

la

direction et

le

controle de

la

Commis:

sion des A l l i a ~

1

896

-

19_00.

Paris:

CbamerotJ et

Renouard,

19, Rae

des Samta-Perea.

1 voJ

. (Price

30

francs.]

THE Societe d'Encouragement pour l'lndustrie

Nationale '' has

just

issued in book form a series of

reports on

Researches on Alloys. This is a

quarto volume, of

520

pages, containing contribu

tions from Messrs. H . \V. Bakhuis-Roozeboom, A.

Oarnot, G. Charpy, H. Le Chatelier, H . Gautier

Ed.

Goutal, Guillaume, F. Osmond,

Si r

.

W i l l i a ~

Roberts-A.usten, and Madame Sklodowska Curie

and published under the direction and control of

the Committee on Alloys.

As stated

in

the volume, metallic alloys

are

very

largely used in industry, their special features as

regards hardness, malleability, fusibility, and

in

alterability,

rendering them better suited

for special

purposes than pure metals. Notwithstanding, how

ever, the

very frequent

use of alloys, their pro

perties

and constitution were not known

with

any

degree of accuracy until a comparatively recent

date. For while other branches of industry were

given a great impulsion

through

the progress made

7/17/2019 Engineering Vol 72 1901-08-16


•

208


[AuG. 16

Igor.

•

•

•

THE CONSTRUCTION

AND MANUFACTURE

OF ALTERNATORS.

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in chemistry from the commencement of la

st

cen

tury,

the

manufacture of alloys escaped the forward

movement

and

remained stationary through the

old empirical methods continuing to rule. When,

by chance, some slight improvement could be

obtained, it was not achieved as the result of

scientific methods,

but

of numerous trials and

errors. Not

that

interesting publications on

the subject of alloys were lacking; these have,

on

the

contrary, been written by learned scien

tists of several countries, but

their

conclu

sions, owing to

apparent

contradictions, had been

ignored by chemists, and not considered worthy

of attention by manufacturers. These publications,

though

incomplete

on many

points,

e s t a ~ l i s h e d

some

important

facts-among others,

the

extstence

and the chemical formula of compounds defined in

several of

the

most common alloys, such as bronzes

and brasses, and gave reliable data concerning a

number

of methods of investigation applicable to

all similar cases. They established plainly that all

the properties of the alloys experimented upon,

For Description, see Page 203.)

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that is

to

say, their useful qualities for given pur

poses, depend directly upon two main factors:

a. The chemical constitution of

the

metallic

bodies, namely, the proportion of allied metals,

the

chemical combinations which the metals form

together and under varying proportions.

b.

Their physical constitution, or structure, being

the form and dimension of the crystals, their various

kinds of agglomeration, which form a whole.

After full consideration of the subject, and bear

ing

in

mind

the

work already carried

out

by preced

ing investigators, the Committee on Alloys, laid

down that researches should be carried

out

on the

following points :

Oh

emis

tr tJ

of

.Alloys.

The

determination of co

m

binations in alloys.

Mechanical J roperties of .Alloys.- Resistance,

hardness, brittleness, malleability of alloys ; way

in

which they are affected by cold-hammering,

quenching, and annealing.

El

ectric P of .Alloys.- Conductivity and

electromotive force of dissolution.

-

-· - -

F I

G. 24.

Fusibility of

ll

oys

.

-Effects

of impurities on

metals

and

alloys.

Magnetic P1·ope1·ti

es

of I ron

.A.llO

ys . -Specially as

regards the manufacture of permanent magnets.

In order

to

fulfil this large programme, the

Com

mittee secured the assistance of the technologists

whose names are mentioned above.

Owing to the vast field covered by the reports in

question, it is

not

possible

to

do them full justice

in a brief notice,

and

we

are

compelled to limit our

present review to a few data concerning some

only of

the

subjects dealt with

The first is entitled Researches on the

.Alloys

of Copper and Zinc, and the author deals wit.h the

previous researches made,

and

explains

in

detail

his own experiments on alloys of copper and zinc

of various compositions,

and cold-rolled or cold

hammered to the highest possible degree. Test

pieces were cut from the cold-worked alloys, and

were heated to gradually increasing temperatures,

the microscopic

structure

and mechanical properties

being determined for

the

alloys under the different

states. The conclusions arrived at are the follow

ing : When comparing alloys of copper and zinc

completely annealed, and in testing

the

influence

which the chemical composition has on the me

chanical properties, it is found that the

latt

er vary

in a regular manner with

the

percentage of zinc ;

and when considering alloys containing from 0 to

50 per cent. zinc -

the

only ones which can be

made a prac tical use

of-the

mechanical properties

may be

stated

to be

as

follows : ·

a.

The

elastic limit under traction, the resist

ance to penetration, and the stiffness increase

regularly with

the

percentage of zinc. The curve

is straighter when the proportion of zinc varies

from 30 to 45 per cent.

b.

The elongation und

er

traction, tho propor

tional elongation

and that

of th e s tructure increase

with the proportion of zinc, the maximum

fi

gure

being reached with the alloy containing 30 per

cent., from which the curve descends rapidly.

c.

The breaking strains under traction increase

with t he percentage of zinc, the maximum strain

being for the alloy containing 45 per cent. zinc,

from which

the

curve then descends rapidly.

d. Resistance to compression decreases as the per

centage of zinc increases, the minimum fi gure being

for the alloy with 30

per

cent. zinc.

For

practical purposes it is recommended not

to exceed a proportion of

43

per cent. zinc ow ing

to fragility setting in ; on the other hand, there is

no advantage in using alloys

co

ntaining less than

30

per

cent. zin

c

which are more costly, and in

which

there

are both less resistance and less mallea

bility. By causing the proportion of zinc to vary

bet ween 30 and 43

per

cent., a whole series of

different alloys is obtained, the mo

st

malleable

yielding as much as 60 per cent. elongation,

with a breaking-strain of 17.5 tons per square

inch, and

the

most tenacious more than 40 per

•

7/17/2019 Engineering Vol 72 1901-08-16


•

•

,

I

Auc;.

16,

Igot.J


209

THE

CONSTRUCTION AND MANUFACTURE OF ALTERNATORS.

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32.

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with

a brea

ki

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tons

pe

r

sq

uare

in

ch, t he test

·pi

eces being

fully annealed

in

both cases.

By

a judicious com-

binat ion of cold - work ing and annealing,

the

breaking

strain

can be ca

rr i

ed to

38

tons for bars

and plates,

and

higher still for wire.

On t he

ot

her band, a careful inspection of the

microscopic structure allo

ws

the classification of

F 1· Description,

see

P

age

205.)

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FIG.

::$3.

the alloys und er three heads, which correspond

with well-defined mechanical

pr

ope

rt i

es :

a. Th'e first

kind

would

be

the alloys that are

malleable to a high degree when cold.

b

The

seco

nd

those of high re3istance, less

malleable t han the first, but which can be forged

ho

t.

c.

The

third would contain alloys \'ery

d i f f ~ r e n t

in

quality,

but

the feature common to all of

them

would

be

fragility.

lnspecti?n of

the s ~ r u c b u r e

will make it possible

to determ1ne approx1mately the work carried out

on the alloys, especially as regards those of clllss

a;

also whet her they have been cast , and, according to

the

grain, whether at a high or a low temperature,

and

in sand or

chills;

and whether co

ld

-hammered,

or annealed at a high or low heat

;

or burnt. This

examination thus completes

the

results of chemical

analyses in a most satisfacto

ry

The

other chapters deal with

' 'Micr

oscopic

Metallography,

Res

earches on

the

Structure

of Metals :

Its

Genesis and Transformations ;

Researches on the Fusibility of Alloys ; Micro

scopy of Alloys ; Magnetic Properties of Tem

pered Sbeel ; White Alloys, or Antifriction

Metal ; Influence of Temperature on

the

Pro

perties of Alloys, c .

The

f o l l ~ w i n g reports will be found of

interest

by

many spe01ahsts-namely, one on the Electric

Resistance of Alloys,'' by

Le

Ohatelier,

in

which

the author

passes

in

review various experiments of

his own with iron, nickel steel, manganese steel,

German silver,

c.

,

and

sta

tes

the

results of his

researches as to

the

influence of carbon, silicon,

manganese, nickel, and other metals on the electric

resistance of steel.

The same scientist has contributed a paper on

the Technics of Microscopic Metallograpby,

n

which he describes at length his methods for thEl

7/17/2019 Engineering Vol 72 1901-08-16


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Other papers giY e data concerning nickel s

tee

l

a

nd the

chemical const itution of va rious quali

ties

of pig iron and steel.

Th

e

book

is, in sh

ort,

a compendium of

in

te-

resting informat ion regarding alloys, t heir several

characteri

st

ics, and t heir compositi

on

for different

purposes, and should prove of value both to studente

and

to

pr

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7/17/2019 Engineering Vol 72 1901-08-16


•

FIRING

TRIALS

OF SCHNEIDER-CANET

QUICK-FIRING

GUNS

AND

HOWITZERt>.

•

•

LONG-RANGE FIRING.

T AB L E

I.-120-MILLtMETRE

(4.724-IN.) S oHNEIDER-CANRT QUICK-FIRING SIEGE

GuN. TnrE-Fu

sx FIRING WITH

SHRAPNEL, ON TRO

OPS AT

A 5000-METBB (5470-YARD) RANGE (FIGS. 26 TO 29).

1TABLE

III . 10

5-M

ILLIMETRE

(4.133-IN.) Sc

HN

EID

ER

-

CAN.&T

QoroK-FTRING FIE

LD

H owiTZ

ER.

T IME·FuzE FIRING

WITH SHRAPNEL,

ON

TROOPS AT A 5000-MI

LLUIETRK

(5470 YARD

S)

RANGE (FIGS. 34

TO

37}.

O n . ~ T I \ E : Panels 164ft. n ~ t and 5 ft.

11

in. high, placed perpendicular with the

i o ~

line, and 4833 metres (5290 yards) ;

4863

met res (5320 yard

s);

and 4893 metres (5353 yards) di

stant

r

e:J

pectivtly from the

mu

zzle.

N

OunCTtTE: Panels

50

metres

(164

ft.) long and 1.80 metres (5 ft. 11 in.) high, placed perpendicular with the firing line and

4900

metres

(6350

yards),

4930

metres

(5600

yards), and 4960 metres

(5425

yards) distant respectively from the muzzle.

\ Weight

~ o u n d of

umber Projec -

L

1

2

3

4

6

6

7

I

9

10

I

tile.

2.

lb.

6

46

46

46

46

46

46

46

46

46

Weight of ~ f u z z l e

Powder Velo-

~ e r

I

I

I

Charge.

I

city. '

Sl

ght.

3.

lb.

3.813

8.813

3.813

3.8t3

3.813

3 8

13

3.813

3.813

3.813

3.813

•

I

I

4.

ft .

164

0

1640

1640

1640

1640

1640

1P40

1640

ltS40

1640

6.

286

299

299

290

295

295

295

295

295

295

DE

FLECTION.

I

Setting

of

Range.

Disc.

I

Barrel.

Fuse.

6.

7.

8.

9.

I

I yards

RANGING .

0 20 8 5 5045

0

24

8

6.\-

5080

0

28 8

6t 5100

0

28

9 1 6110

0 28 9 2 5258

0

27

9 2 5269

CONTINUO US FIRING.

0

27

9

2 5 l22

0

27

9 2

5335

0 2i 9

2 5279

0

27

9

2 5279

Height

.

of

I Bursting.

I

10.

tt.

39

.

164

246

49

65

49

•

I

. s s t o n

I

59

65

I

I

Direction

11

.

ft.

147

right

72 rlght

dir.

dir .

16left

dir .

di.r.

,

,

,,

-

Time of

Firing.

12.

-

•

lllln. sec.

9.13 18

9.15 53

9.18 50

9.21 22

9.26 5

9.26 38

9.28

15

9.28

30

9.28

58

9.29 19

I

Duration of

I •

Firing.

13.

min.

20 seo.

1

mio.

4 sec.

NoTE.- Figures in Column 5, •' Rear·sight," are ten-thousandths of

the

circumference.

Columns 6 and 7 give

the

extent of displacement in

the

horizontal plane which it is necessary to give the sighting line in order

to

correct

the

aiming of

the

gun, both as regard.s

the

natural deflection of

the

projectile and

the

deflection due to the action of

the

wind. The "disc" is that

part

of the aiming device with horizontal graduation ; while the "barrel" is the graduated

part

of the

knurled button

placed on

the right

of the aiming device, and whioh gives

the

subdivisions of

the

disc graduations (see Figs. 9

and

10, page 75 ante .

Column 8 gives

the

figures used

in

c-.onjunotion with a table of variations in

the

timing of

the

fuses, which table shows at a

glance the division in the movable ring to be placed in front of the adjusting mark for a determined duration. The graduation is

in divisions eighth divisions

and

h a l f e i ~ h t h divisions. The first figure gives

the

number of divisions,

the

second figure gives

the eig

hth

dhisions,

and the third the

half-ei

gh

ths.

In Column

11,

"147 rig-ht" means that

tbe

projectile felll47 ft. to the right of the picketed line on the ground,

while"

dir. "

means that the point of fall of the projectile is in

the

vertical plane formed by the target and the gunner's

ey

e (thus being in the

prolongation of

the

sighting line).

T AB L E II .

12

0-MILLII\IETBE (4.724-IN.) S CHNEIDER-CANET QUICK-FIRING FIELD HOWITZER. TllHE·FUEE FIRING

WITH SHRAPNEL, ON TROOPS AT A 5000-METRB (5470-YARD) RANGE (FIGS. 30

TO

33).

OB.TECTIVE : Panels16i ft. long and 5 ft. 11 in. high, placed perpendicular with the firing line, and 4866 metres

(5324

yards),

4896

metres

(5356

yards), and

4926

metred

(5389

yards) distant respeotively from the muzzle.

Weight Weight 1 Muzzle

Round \

of of

Powder Velocity.

Number Pro

je

ctile. Charge .

---1 lb. lb. f t .

1

2

3

4

6

46

46

46

46

46

1.32

1.32

1.32

1.32

1.32

98

984

981

98i

98i

I

Setting Height of Direction.

of .Range. Bursting.

J '

use. 1

1 1

Time of

Firing.

Duration

< f Firing.

ear 1Deflection

Sight.

865

365

364

364

364

13

1 3

-

20

2 0

RANGnlG.

10.7

11

11

11

yards. I

5080

5240

5270

6240

I -

20

I

11

I

6

22

0

ft .

246

167

65

Not ascer

tai ned

154

I min. sec.

To right

1

9.33 14

9.li6 28

9.38 40

I

Direct

, I 9.39 23

,

I 9.41

27

min. eec.

8 13

Round

W e i g ~ t

of Weight of

.Muzzle

Rear Deflec- Setting of l Ran e. e i ~ t ~ t of Direction.' Tim.e of

Number Pr?Jec· Powder Vdooity. Sight. t.ion. g Burdtlog. Fll'tng.

t1le. Charge.

1

Duration of

Firiog.

I

· I

1

t

lb.

I lb.

ft.

yards l ft. . min. sec.

1

•

3

4

5

6

7

8

9

I

85

35

35

35

35

35

35

35

35

10.3

10.3

10.a

10 8

10.3

10.3

10

3

10

3

10.3

I

984

984

9d4

984

894

984

984

984

984

I

382

376

376

376

376

376

+ 10

+ 1•

1

+ 11

+

10

+ 10

+ 10

+ 10

RANGING•

9.6

1•l.O

10.2

1U.

2

10.2

10.4

10.3

4910

147

4910 262

239

6000

328

51

70

2•6

Not

aQGe

rtaiued

Ditto

CoNTrNuovs FrniNG.

T.:> left

,

,

,

,

,

,

9.46

t

9.50

5

9.52 10

9.54 11

l

m. 5

/l

sec.

9.54 59

9.57

44

9.59 6

376 1

+

10 10.3 I

49

20 l 22Q , 9.59 26 }

22

sec

376 + 11 10.3 4920 : 62 , 9.59 48 .

I

See note to ~ ~ o b l e I.

I

TABLE

IV .

7 5

·MILLIMETBE (2.952.

IN

.)

H N E I D E R - C . a . ~ . E T

QuicK-FIRING FIELD

GuN

s.

TIME-FusE

FIRING,

WITH

SHRAPNEL, ON

TR

OOPS

AT

A

5000·METRE (5470 YARDS) RANGE (FIG. 38).

I

Muzzle Rear

Veto· Sigbti.

cit} .

lb.

ft .

1

1 - ·

b.

1

2

3

4

0

6

14.

3

14.3

14 .3

14.s

I

14.3

I 14

.3 1

140

1.40

1.40

1.40

1

40

1.40

1640 I

164

0

1640

1640

164o

1

1640

322

I

339

356 I

3

56

,

351J

3

56

DEFLECTION.

Setting I Height

Disc.

90

90

90

90

90

90

of Range. ot

Fuse. I Bursting.

Barrel.

R ANG

ING.

73

7. 3

63 7.5

62

7. 7

60 7.6

60

60 I 7. 7

yards

4860

5050

5070

5160

5100

5080

1

ft.

39

32

.

55

42

32

Direction. I

Time of

Firiog

I _

min. eec.

344 left

65

,,

dir

.

•

,

,

,,

·r.

10.1

58

10.3 62

10.6

15

10.7

24

10.8 69

10.10

36

Dllration of

Firing.

8 m. 38 sec.

6

7

8

9

46

46

46

46

46

I

1.

32

1.32

1.32

1.32

1.

981

P84

984

984

984

364

364

364

364

36

in the se t t

ing

of the fu ses

. Details of

these trials

are given in

the

accompanying

Tabl

es

I. to

IV. ;

li,igs . 26

to 37

show the

results obtained

wi t h each

gun,

while Fig. 38

is

a di ag ram of the tota l effect

obtained on

the

long-range

firing.

6150

197

,

9

4

2 6

. As will

be

seen,

the tirin

g with

the 724-in.

oNTINuovs FIRING.

-

11

11

11

5200 161 , 9.42 25

I s1ege

gun was rather short. The

ma.ter

ta.l, as a.

to

be erected at Buenos Ayres has been commenced.

Surveys and plans have been completed for a

branch

of

the

Central Argentine

in Cordoba. The branch will

lE

•ave the main line

at

Leones,

and

will run to

Sastre

Monte Grande. An extension of the Buenos Ayres and

Rosa.rio

in

the south of

the

province of

Cordoba.

is being

energetically pushed

forward.

Th e extension runs from

L i. Ca.lota to Rio Cuarto.

- 20

-

20

5200 19ll

,,

9.42

52 l

1 39

whole,

however,

made

good practice, especially

5300 151

,. 9.43

16

J h h fi

Id

h .

32 I 984 1 36 1 -

20

1 u

1

Premature burst

in2' t h r o u ~ ~ ' h

9.43

44

per a.ps t e e

gun,

w 1ch

fired at the rate

of

. I

1

Prror in sPtr.ing of ~ e . b 1 i 24 rounds a

minute

in continuous action.

. I

10

2 0

20

u

CoALING SHIPS

AT

SEA.-The Lidgerwood Manufac

turing Company has

secure

d a contract to fit the

Russian

line-of-battle

ship Retvizan, building at the

Cramps.

with

the Lidgerw

oo

d-Miller marine cab le-way

f

or

coaling a.t sea.

This is

the first marine cable-

ee note to Table I.

SCHNEIDER- dANET QUICK- FiltiNG

GUNS

AND

HOWITZERS FOR

FIELD

SERVICE.

(

Oontinutd f r ~ page

110.)

ToE annexed Tabl

es and diagrams

give the

results of

the

trials carried out with

the

mat6riel

described in our preceding

issues. (See pages

72

and 107

ante.)

Long-

Range

Firing.-Tbe trials o p e n e ~ with

long-range fir ing a t 6000 metres (5470 yards) with

the

4.

724-in-: siege gun, which fired

ton rounds

in

14

mins. 24 secs. The 4. 724-in. howitzer

followed

afterwards,

firing

ten

rounds

in 9 mina. 52

secs.

;

then the 4.133-in. howitzer,

with

n ine

rounds

in

13 mina.

17

se cs., and the 2.

952-in. field

gun, with

ten round

s

in 8

mina.

48 secs.,

ranging

inclu

s

ive.

Long- range firing la st ed from 9 .13 mina. 18 secs. to

10.11 mina. 19 secs., the t ime taken includin

g ,

be

sides actual firing,

the

ranging

practice,

communi

cation

with

the lo o

k-out shelters as to the height

of

bursting

of

the shells,

and

the

necessary corrections

To be continued.)

way worked

by

electricity, and it

is

expected

that

the

PALl\rER's CoMPANY AT

THE

GLASGOW x R r B

I T I O ~ . winches will

be a.ble to

handl

e th e cable-way from

Th A Palmar's Shipbuilding and Iron Company,

Limit

ed,

a.

sailing

ship in tow,

and

will also

take coa.l from

a. steam

of J a r r o w o n T y n ~ . have an interesting collecoion of s

hip

collier towing the lin e·of-battle shi p. The wi nches

are

models

at

the Glasgow Exhibition. and in co

nn

ection with placed on w h e e l ~ so that

they

ca.n be moved ro' lnd the

them have issued a. small pamphl

et

giving a. brief

de-

deck of a. ship, nob only to operate theca.ble.wa.y a.t sea, bu i

soription

of the

work

s,

a.nd details

of

the

ships

repre-

also

for coating alongeide in harbo

ur.

The

capacity

of

se

nted

a.t

the

Exhibition, including

the battleship

s ~ l l ,

1

the plant will vary

fr

om 20 to 40 tons per hour,

accord

the

cruiser

Pique, and the

torpedo

·boao d

estroye

r Star,

1 to

weather condition ?.

Shear poles

a.nd chute,

as

in

with severallargd merchanti r e a m e r s .

sta lled

on

the

line·of-ba.ttlee

hip Massachu

se

tts, are

d i ~ -

p ensed with

in the new

con

st ruction,

the arrangement

SouTH AMEBICAN RaiLWAYS T h ~ const ru

ct

ion e . ~ being such

that

h ~ n a load of coal is brought abotird, the

to connect the Buenos Ayrts a.nd Rosario and Central cable is

depr

essed so

that

the

coal

is immediately landtd

Argentine Railwass with

~ h e

site of a. new grain

elevator

on deck.

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7/17/2019 Engineering Vol 72 1901-08-16


•

•

A

uG

.

16, I901.]

E N G I N E E R I N

G.

2 13

THORNYCROFT AND THORNYCROFT

-CRO

SS WATER-TUBE BOILERS.

CON, TRUCT

ED BY

:MESSRK SI MPSON, S

TR I

C

KLAN

D,

AN

D 0

0 ., LIMITED, DARTMOU

TH.

Fr{J.5

•

I I

I

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n

"

I

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Fig 7.

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11

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11 11 11111111111

' " '' '

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•

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•

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~

~ t j 1 ~ 1 ~

}.t

ESSRS. I MPSON,

N D ,

AND

Co

., Limited, O

re

interest ing feature is t

hat

t he engine is

fi tted

Da

r t

mo

uth, have

a.n

int

erest

ing show at

the

Glasgow with Cr

os

s's pa

tent

valve gear, shown clearly in

th

e

Exhibi tion, th e most noteworthy of the engine sets sections of t he engine (Figs.

1

and 3).

It

consists of two

being a Cross

pate

nt

four·crank quadruple-expansion eccentrics

and

a

link

of

the

usual

type

;

but the

valve

engine

a.nd

w

ater·

t ube boiler of

the

Thornycroft-Oross spindle has

a.

yoke, from which two piston valves are

typ

e, a r ranged together, as

th

ey will be, in a launch, carr ied. These work in liners a.nd have a common

and

th

ese we

illustrate

on the present and opposite steam ches

t,

one taking steam on the outside and the

pages. The engine has cylinders in., 5 in., 7

-

in.,

other

on the inside of

the

valve.

Th

e valve spindle is

and 11 in. in diameter by 4 in. st roke. With a work- guided by a dummy-gland and

th

e valves can find

ing pressure of 375lb., a.nd running at 1200

re

vo lutions,

1

their own centres. Thus, two se

ts

of valve gear only

it gtves 140 indica

ted

horse-power. 1

.re

needed for

the

four cylinders, and as

the

valves

are

at the sides of the cylinders, much less fore-and-aft

space is taken up. The crankshaft has balance-weights,

but

the

valves

are

all exactly balanced, a.nd the

pistons

are

of equa.l weight. Centrifugal oiling gea.r

is fitted throughout

the

crankshaft, as shown in detail

by Fig.

4.

The piston rods

a.nd

connecting rods

ar

e of

ni

ckel

st

eel ; the second intermediate croPshead has a forged

arm projecting in front and working the air pump.

The engine

is

built entirely on

the

columns. Combined

drain

and

relief cocks

a.re

fit

te

d to the top

a.nd

bottom

7/17/2019 Engineering Vol 72 1901-08-16


•

214

the cylinders.

The

engine has ample bearing

the

main

bearings being white metal. The

occupies

a

space 4ft . by

2 f t 2 in., and is 27 in.

from the bearera. I ts

weight

is 7 cwt.

Mess

rs. Simpson,

Strickland, and Co.

are

also

a casting

of

the cylinders for this

engine.

The

ing

is

of

a very intricate nature,

having receiver

throughout. Forty-six core

bo

xes are required

its construction,

and

i t is in. thick. Its weight

2 cw t. 1 qr.

The boiler, lag

ged

like the engine

in

polished alu

is

of

the

Thornycroft

small-tube

type, as

odified by

1Iessrs.

Simpson, Strickland,

and

Co.

show

n

by Figs.

5

and

6.

I t is fitted

with

solid-drawn

teel tubes. The

ci

rculat ion is

from

a small lower drum,

hrough the

t

ubes,

into

the big top

drum, a.nd

down

he

down-takes. It has water-walls on

eac

h side. The

boiler has been

tested

to a

pr

essure of 750 lb.

The

working pr essure

is

375 lb., and the

forced

dr aug

ht

is

mainta.1ned by a.

fan, 14

in.

in

diameter, inside the

casing.

The ashpan

is

closed

in,

and the

draught

reaches the fire from under the fire·bars. A lever

opening

and

shutting the fan

shutters, is so arranged

as

to prevent the fo rced draught

being

on when the fire

door is opened. A se

parate

engine wi th a 1f -in. diameter

cylinder, and a piston valve with a spring va

lv

e

spindle, works the fan at 3000 revolutions, and, if

req uired,

will give

2 in.

to

3

in.

of pr ess

ure.

Two of

Klinger's wat er-gauges a.re carried off

distance-pieces

from

the big drum , and a

double

Scha.ffer and

Buden

berg

pr essure-gauge is fitted . A branoh fitting carries

the

main

stop va h·e

and all the

auxiliary steam valves.

The total dry weight

of

the boiler and

fan

gear is

13 cwt.

For larger

sizes ~ I e s s r s . Simpson,

Strickland, and

Co., Limited, prefer to use

their

own patent Thorny

crofti-Cross " water-tube boiler, as

illust

r

ated

in Figs. 7

and 8, which explain themselve s, Fig. 7 being a half

cross sect ion,

showing the

generating tubes

on

t he

lefti-hand

sid

e, and the water-wall formin g the bn.ck on

the right-hand

side. At ten t ion

may

be called to the

fact

that

all

th

e tubes a re kept below the surface of

the wat er in the

top

c rum, as it is found t hat this

tends t o very much reduce

the

liability to pitting.

The

boiler illu

strated

is one which

ha

s been

built

for

350 indicated

horse-power, the

working

pressure

be

ing

350 lb.

~ I e s s r

S

im pson

,

St

rickland, and Co. are

also show

ing a 6-in. by 12-in.

compound,

with

receiver belts,

a

triple-expansion engine with cylinders 4 in. by 6 in.

by

10

in. in diameter, and a

Kingdon

" quadruple

expa nsion engine,

all

of

wh i

ch

types are

well known

to

readers

of

ENGINEERI NG . They have also a large

numb

er

of photographs, and a. portfolio of yac

ht

s,

l

aunches

,

and

ma

c

hin

e

ry.

A

very small engine and

dynamo for

about twenty

lamps complete th eir

exhibit.

THE

UNITED STATES ARMY TRANSPORT

"SUMNER."

DuRL'iG

the

Spanish-

American

war

the

transporta

tion of troops by means of chartered merchan t vessels

wa

s

found to be

far

from

sa ti

sfactory,

and

as the

acquisition

of

the Philippine Islands by the United

States

demand

ed

t he estab

lishment of

a

more

or less

permanent transpor t

service

, i t was decided to esta

blish

a. regular

Government s e r v i c ~ , which was de

scribed

on

page 56

ante. t h ~ s

end

r c h a n t

vessels suitable for conversiOn mto satisfactory

transports

were

purchased and sent to

the various

shipyards to be fitted out.

I t

was found

that

there

were really very few satisfactory vessels

on

the

market,

and

consequently a. large a.mouut of work had

to be

done to convert t ~ h e

,

.

easels

purchased. As

a

matter

of fact

the

cost

of

converting these

vessels

was not much' less than new ships would have cost;

but time was the important

fa

ctor, and

the old

vessels

could be

refitt

ed much more quickly than new vessels

could

be built.

At

the shipya

rds

a

ll of

these v e s ~ e l s

received practically the same treatment verythmg

d

own to

the

bare

steel

was

torn out and the interi

or

of

the ship rebuilt. .

The Sumner,

though

one of ~ h e . smaller

vessels,

1s

considered

the best filited-out sh1p m t he fleet, and a

short description of the

work

done h ~ r , together

with a

description

of

the

completed

slup, wtll, perhaps,

be interesting. Engravings prepared from photogra1?hs

ar e published

on t ~ h e two-page

plate acc

ompanymg

this

issue

and

on page 220, and these illustrate the in-

ternal fittings

adopted

. . .

Prior to the Spanish

-Ameri

can war th1s

e s s e ~

wa:s

in the

Hamburg-New

ork r a ~ e a.s a combmed Jmnu

grant a.nd frei

ght

ca.rr1er. Durmg

the

early

part

of the

war she was pu rc

ha

sed by the

Navy Department

and

used

a.s

a.

co

ll i

er;

and

in November,

1899,

she was

transferred to the War

Department and

f i t ~ e d

out

at

theNorfolk

Navy Yard a_s a

transport(FJg

.1 ,

page

220). This

work

took a llttle over

four

months,

and

was

done

in the

most thorough manner.

All

of

the woodwork in the ~ a s

removed,

~ n d

the bare

bull

thoroughly sca

led

1ns1de

and

0

1

ttstde.

The work

of

rebuilding

was then begun,

a

few of

th e

E N G I N E E R I NG.

more important items being: installation

of complete

elec tric light plant; installation of laundry plant;

in

st a

llation

of

refrigerating plant, including cold

storage rooms for 90 tons of

beef; in

st allation of

evaporating

plant;

inst a

llation of complete

ventilating

and

heating plant; new w

oode

n decks; addition of

one deck amidship

; practica

lly rebuildin

g ma.in

engines,

steering

engine, win

che s, windlass, &c. ;

renewing longitudina.ls

and

bracket frames in wake of

boilers

and

eng

ines ;

fitting bilge keel

s ;

ex

ending

forec

astle and

l?oop decks; building complete set of

boats; fitting fire

main,

Hushing ma

in, fresh-water

service,

and

plumbing; building officers' and troops'

quarters complete, together with wa

sh-rooms, galleys,

pantries,

c.

In short, a complete passenger vessel

of

the

very best

accommodation was built from the

bare

hull,

in addition to many rep l.irs being made on

the

hull its

elf.

Ventilating cuzd H eating A n ·angements.-

The '

ship

is

thoroughly ventilated by

means of

four la r

ge

Sturte

vant blowers, located

on

the spa r deck, two

forward

and

two aft, the forward

and

after systems bei

ng

se

parate and

dist

inct .

In

c

onnection

with

each blower

there is

a.

series of steam coils through

whi

ch, during

cold

weather

, the a.ir is d rawn. This method of hea ting

is

extremely

satisfactory,

the entire vessel having

been

kept at an even

temperature

of 70 deg . during ze

ro

weather.

L azmd1·y.- The ship is equipped with a complete

laundry plant,

furnished

by the

American

Laundry

Machine Company. Th e plant consists

of

a. washer,

extractor, steam

drier,

and steam mangle.

B erthing

a

nd

M

essi

ng of Solclie1·s . - The

troops,

instead of sleeping

in

hammocks, to which

they are

not

accustomed,

are

gi

'en

gas-pipe

berths with

canvas

bottoms (F ig. 6). These

berths

are

in ' '

standees, each

·st a

ndee being thre

e berths high. The

standees

arc

portable,

and

can bo easily taken down and stowed

very co

mp

ac tly. Over the

berths, underneath t

he

beams,

are fore and a.ft slats, the space between these

elats a.ncl the deck being

utili

sed to stow a life

pr

ese

rve r for each berth, and also to stow part

of

the

soldi er's

kit.

Eaoh berth is a.lso provided

with

a

large

ove

rhead hook,

on which the

so

ld i

er ba n

gs his

haversack, canteen,

c.

The one disadvantage of

berthing

men in

this ma

nner, in

stead

of swinging

them

in hammocks, is the

necessity of

giving up c

onsiderabl

e

space for messing

arrangem

ents. On

the

um

ne

r

the

soldiers

are messed on the main deck

forward,

this

space being extremely well lighted a nd ventilated.

t

is

provid

ed with Navy type portable

tables

and

benches, which s tow

in

racks when

not in

use, wire

mess lockers,

galvan

i

sed iron wash troughs

for washing

dishes,

c

., and on it is located a large sc

uttle

butt

with refrigerating

coil

s.

In

the after

berthing spa

ce

there

is another scuttle butt fitted with coils, for the

Ya.nkee soldier

cannot do

without

his

ice

water.

Cooking A r>·angernents fo1· 1 roops . On the port side

of the s

par de

ck

amidships

is

the

soldiers' gall

ey

(F ig. 11

).

All

of the cooking is done by steam, there being located

in t his space three large soup ke tt les, three large

vegetable

cookers, two

large

coffee

urns,

and

four

large steam ovens or roasters. Just acr oss the port

pas

sag

e-

way, opposite

the

galley, is the

bakery,

in

which a

re

the baking ovens, proving ovens, pud diog

ke t.tle, &c. On

the

starboard

side

of

the ship,

opposite

the bakery, is the bakery mixing-room (F ig. 9), fitted

with kneading

troughs,

tab les, bin s, a

nd

a

doug

h mixe

r,

run by an electric motor. The capacity of th is mixer

is a barrel of flour every

eight minut

es.

The

butcher's

shop,

fitted

with meat ma

chine

run

by

an electric

motor, is just abaft the galley; and the coffee-room,

with

mill

run

by

an

electric motor, is just forward

of

the

scullery.

L avato1·y aciliti

s

The re

are

two

lar

ge lavatories;

one

loc

at

ed

on

the

main

dec

k, forward

of

the

so

ldier

s'

mess-room, and one on the

main deck aft. In the

for

ward lavatory there are thirt y-nine wash-basins, thirty

four water-closet seats, two long urinal troughs,

and

four

s

how

er-baths . In

the

after lavatory there a

re

fifty-six wash-basins, twenty-six water-closet seats,

one

long urinal trough and two

sho wer-ba

th s. The

wash·basins are

of

solid porcelain

with

nickel-plated

fittings. For the water-closets, brass troughs are

u

sed,

with

wooden seats, each seati being isolated by

meaus of

ga h

·an is

ed iron bulk

heads. The

troughs

are Hush

ed

by a

constant

stream of water through the

bottom of the trough, in addition to a

rim

flush

e x t e n d i n ~ a

ll

around

th

e

trough.

The

urin

al

trough

s

are

also fitted

with

a constant flush both through the

bottom

and

around the rim.

Th

e entire floor space

of

both lavatories is covered

with

gray

and

white vitri-

fied

tiling.

. . .

H

ospi

tal A?Tang

eme11

ts .-

The mam hos

p1

ta l ward 1s

on the

spar

deck aft, under the poop,

and

will accom

mod ate

32

patients. The deck in the hospital

is

teak

finished

in hard

oil,

with

rubber tiling runners in all

the passage-ways (Fig. 7).

The

operating-room, surgeon's-office, nu rses'-room,

dispensary,

and diet

kitchen

are in the

forward

end

of

the ward, while two large bath-rooms are in

th

e

after end. The ope

rating-room

floor and walls

from

de ck t o deck

are tiled

with white glazed tiling (l?ig. 8).

[AuG. 16, 1901.

The room is fitted with

porcelain lav

atory,

hota.nd

co

ld

water, and portable operating-table. The diet kitchen

is

fitted with st

eam pans

, steam

cerea

l cookers,

steam

coffee urns, electric stove, p

orce

lain sink, with

hot

and

cold water,

di

sh

racks,

d r e ~ s e r s , c. The floor is

tiled

with

vitrified

white tiling.

The

dispensary

(li'ig.

2,

p

age

220) is

fitted with

nickel

plated brass bottle

racks, mahogany

lockers,

drawers,

c

. ,

and

porcelain sink,

with

h

ot and

cold water. The

floor

is

tiled with interlocking rubber t iling.

The wo bath-rooms (Fig.

3)

a re fitted

with

solid porce

lain bath-tubs,

porcelain lavatories,

with

special

foot

treadles for operating supply

and

waste; nic

kel

·plated

shower

-

baths,

plate

·glass

mirror

s

wi

th

nickel-plated

frames,

nickel-plated

toilet fittings, and water-closet.

Hot and cold, fresh

and

salt,

water

is supplied to bath,

showe

r,

and lavatory. The floor

is

tiled with vitrified

tiling.

In

t h ~ main

ward there

are porcelain

s

iok

s

and

porcelain

wash-tubs, all

supplied

with hot

and cold

water.

On th e poop there is an isolated ward for contagious

diseases, with acc

ommodation

for

six patieuts io ward

and two patients in a

single

room. 'r his

ward

is

fitted

with

bath, water-closet, sho wer, lavatory, c.,

in

the same

manner as the

low

er ward.

A ccornmodation for O?·ew.-The quarters for the

firemen and

seamen

are forward under

the

forecastle,

and

on the forward part of the main deck. These

quartera

are

large and

well

arranged,

and a

re

entirely

separated from the soldiers' quarters.

On the spar de ck, just

abaft

the forecastle, are two

lavatories, one

on each

side of

the

ship,

for firemen

and seamen. These lavatories

are

fitted

up in

the

best poss

ib l

e manner, with ti led floor, porce

lain

wa'3h

basins, shower baths, plate-g laes mirrors, waterclosets,

urin

als, c.

Deck

petty officers, euch as boatswain , carp enter,

master

·at-arms, &c., are

prodd

ed with comforta

ble

state-rooms

und er the forecastle. Engine petty officers,

such as oilers, water-tenders,

de

ck engineers, &c. ,

have st

a te-rooms on the

main

deck abreast the

engine-room hatch. All of these rooms

are

fitted

up in exactly

the

same style and finish as rooms for

first-class

pa

ssengers. Adjoining these rooms, and for

the use

of

the

petty officers, are

tiled bath-rooms fitted

with po rcelain tubs and basins, showers, wa ter-closets,

c. ,

all plumbing

work

being exposed

and nie

kcl

plated.

There a

re two large

mess-rooms for

the petty

officers ,

one

on the

main

deck aft for t h o ~ e

of

the

eugine

de

pa r

tment,

and

one on the spa r deck aft for those of

the

deC'k department.

The stewards, mess-bo.v s, pantry -men, cooks, c ,

have

l

arge and comfortable quarters

on

the

main deck

amidships, just

forw

ard

of the engine petty officers.

A

large tiled

l

avato

ry

fitted

with showers,

porcelain

basins, wat er-closets, c., is provi de dfor these men

adjacent

to t

heir quartera.

A

ccoMMODATION FOR

SniP's OFn

CERS.

The quarter s for

the

quartermaste r-captain ar e in a

deck-house on the bridge-deck just abaft the engine

room skylight. They consi

st

of a. la r

ge

s

tate-room

(8

ft.

by 15ft. ), private

bath-room

, large office ft.

by 12

ft. ,

and state· room for clerk s.

All

of

these

spaces are fitted and finished in the most

luxurious

style.

Th e

insides of the

r

oo

ms are

panelled in

mahogan

y, and all of the furniture is

solid mah

ogany

elaborate

ly

carved.

The

ba th-room is the perf

ec t

ion

of

the

plumber's

art

;

the

floor

is

til

ed with small

vitrified tiles,

and

the walls

are

tiled

with

embossed

Majolica

tiles.

Opposite the door

is a

large

porcelain

lavatory, surmounted by a plate-

glass

mirror in a

massive nickel frame;

surrounding

this

mirror

a

re

cut-g

lass

tu

mbler

s

and water bottles in nickel-plat

ed

holders,

nickel-plated

comb and

Lrush

tray,

ni

ckel

plated soap

dish,

nickel-plated towel rack, c .

To the right of the door is a. solid porcelain bath

tub fi tted with adjustable seat, and within

easy

reach

of which are nickel-plated soap-dish, nickel-plated

sponge-holder, and a shampoo-brush

having water

connections. Over the bath-tub is a nickel-plated

shower, with

canvas curtains. Hot

or co

ld,

sa.lt

or

fresh,

wa ter is suppl i

ed

to the lavatory, shower,

bath-tub,

and

~ h a m p o o b r u s h . Behind the

door is a.

water-closet . The quarters for the ca

pt

ain, deck

officers,

and

surgeon

are

on the bridge deck for

ward ; they are l

arge

, we

ll

-

lighted

, and

fitted

with

every convenience. As compared with similar qua

r·

ters

on the

large Transatlantic

liners, these

quarters

are luxurious. The engineer officers are

quart

ered on

the main de

ck

amidships,

a

breast

the

engine

-room,

and

their

rooms are fitted up in the

sa

me manner as

those of

the

deck

officers. A

ll of the

above office

rs

mess in the saloon dining -room.

A CCOl\ll\ lODATION

FOR

F1R

ST- 0L A

SS

P

ASSENGERtl

.

State-Room.s.-Th ere

are three

single rooms (Fig. 5)

and 29

double ro

oms, lo

ca

ted on

the bridge,

spar

and

main decks, providing

accommodation

for 61 first

class

pa sse

ngers. The rooms are la r

ge

and

are

most

comfortably and elegantly

fitted

ou t ; all of the

7/17/2019 Engineering Vol 72 1901-08-16


AuG. r6, 1901.]

furni

ture is

mahogany,

highly f:inis h

ed

. As

the

voyage

from

New York to .Manila is a long one, a

great

amount

of stowage space has been

provided

for

clothes ; to t his end, in addition to lockers and

draw

era un

de

rn

ea t

h the

berths, in

each room

there

is

a la rge chest of drawert;.

The navy

type nickel-plated la

vatory riogs

with

b

asi

ns, slop jar, and water pi tche

r,

are fi

tt

ed

in

each

ro om. Above

the

basin is a plate·glass

mirror

in

nickel-plated

frame,

around which are th e nickel

pl

ated toilet

fixt ures. In rooms

where

space would

al l

ow there is a leath er upholstered trans

om

seat.

Bath-Room s.- Scattered

about the

ship, co

nvenient

to the state-rooms, th ere are nine bat.h -rcoms. All

of

th

ese

rooms are,

of course, t il

ed

,

and

are fitted

up

in the most

comp

lete man ner

wi

th

por

celain tubs and

lavatories, showers, mirrors, wa ter-closets, toilet fix

tu res, &c .

Sm

oking-Room

s

There

are two

smoking- rooms : a

l

arge one

on the sp ar deck

forward,

a

nd a

sm

all one

on the bridge deck afli. Th ese rooms are

tiled

wit h

interlocking rubber t iling, and are fitted

with

hand

some mahogany

furniture,

such as sideboard s, card

tables, &c .


doubtful i f th e tables

will eve

r be full, un less, perh aps,

when the ship is in port.

Pr i

nc i

pal D i?nensions :

Length over all ... .. . . . .. .

L ength, fore side stem to after side

rudder post

. . . . .. ...

Breadth, ext reme

..

. . . . .

Depth, under aide keel to top spar

deck plat ing .. . .. . .

..

.

Pe

rman

ent ballast . ... . .

Coal :

Coal

bunk

er capacity, 42 cubic feet

per ton ... ... ...

•

••

Fresh Water :

Tank No. 1, double

bottom

... . .

1

2

'J . . •

,

3,

,

• • • • ••

"

4,

" . . . .

Tank A, forward coal bunker, s tar-

board

. . . . . .

Tank B, fo

rward

coal bunker, port

,

c

engineer's store-room,

aft..

.

363 ft. 1 in.

362 " 0 "

42 ,1 li ,

32

' . 1

418 tons

880 tons

13,948 gallons

64

,

2 )6 ,,

26,684 ,,

8, 1

39

"

3,100

3,000

3,600

Total ...

...

... 112,666

215

THE ARRANGEMENT

AND

EQUIP MENT

OF SHIPBUILDING WORKS.*

By

MR. J

AMiilS D

UNN, of London.

Concl

ud

ed from pa.qe 186.)

Work

done

on Various T ypes of

Sh

ips before

and

after

L a w n to the cond ition of the work ab

the

d ~ t e

of

laun

ch, some

dn.ta applicable to

various types s

hips

have been

co

llected from works where

the

practice does

not

materially

differ. The data a

re given

in Table I.

subjoined.

Thi

s Table gives ~ h e total. number of m ~ n -

hours in

vo

lved in the constr uctnon of vanous

types

of ship,

divided

be t

ween the shipyard and engineeriz:tg dep l'rt

ments, and alt hough n

ot

germane to the 1mwed1ate

subject in

ha.nd,

it

is

in t

eresting

to

n

ote

that

,

whereas

with armoured war vessels the number of men-hours per

ton of totalled finished w

eight

of

the

s

hip

varies from 678

to 722 the proport ion

in

the caee of b h ~ fastest of the

m e r c h ~ n b stea

mers carrying a large of

e ~ g e

is only

401

j- men

-houn

per ton weight of the ~ e d

ship, while in the case of the

purely

c a r r y 1 ~ g

steamer it is 240 men-hours per ton weight of the sh1p.

In

o

th

er words, for a first-class ironclad th e number

of

men-hours is about six millions, whereas in

the

case of a

passenger steamer of the

same

total weight when she

TABLE I.-LABO

UR INV

OLVED IN

THE

CONSTRUCriON OF VARIOUS TYPES OF

VESSELS;

AND THE PROPORTION OF LABOUR

DONE BEFORE, AND AFTER LAUNCHING,

IN

SHIP AND

ENGINEERING

WORK RESPECTIVELY .

I.

II

. 111.

IV. V.

VI.

W A

RS

IIIP KO 1. W AUSill P KO. 2.

ARMOUR

RD

W

AR

SIIIP

No.

3.

I J A ~ T Smr. MKRCIIANT SIIIP.

M ERCUA NT Sill[>,

Dimensions . . • . . . . · ..

•

•

Gro

ss tonnag

e

.. ..

. . . .

..

• •

le r>_g t h brean tb depth

435' X 69'

3"

X

39' 9"

7,056

len.rth

l> rr ndth

depth

435' X

69

' 3" X 3&' 9"

7,066

leuKth bl'eadth dep th

390'

X

74' 3 "

X

8,700

lengt.h br t>ad rb dept .h

44 (/ X

54'

X

36'

lcnl t h br

ea

1l b tiepLh

3 15 ' X

42

1

X 8''

3,080

l

engt

h bre:1dth depth

600' X 56' X

37

7,946

rew . . . . . . . . . . . .

• •

Pa

ssengers . . . . . . . . . .

Indic

ated horse·power . . . . . . . .

• •

• •

Ag

gr

egate Workmen·HO

lr8

on Shi

p

Shipya

rd department

. . . . . . . .

Eogiaeeriog

department

. . . . . .

•

•

o

ta

l

. . . . . . . . . . .

Pe rcentage of &bipyord department

to

total . .

e n ~ i n e e department to tot al. .

per

ton of bu ilders' fini shed {H u ll. . .

wei

ght

E ogmes

Wo

rk

Done PoTe Laun chi11g

Total

numbe

r of men-hou rs, in both ship and

677

..

16,800

4,344,147 hour s

1,023,837 "

- - - -

6,967, 84 ..

72.8

per ctut..

27.2

620

19t t

677

• •

18,200

4,290 .1 68 hours

1,

891,893 "

6,182.06

Jl

bOA

per cen t.

30

.6

01

221

750

• •

13,600

5

,2

24,309 hours

1,653,011 "

6.8i7 820 "

75

.9

per

cent

.

24.1 ,

fi1

6

163

84

17

2,000

hou

rs

353,5H ,

1

139,446

••

08 9

per

Ot'

u t.

31.1 ..

74

62

7t

2,270

582 752

boura

219, 2

17

,

801,969 ,,

72.6

pe r ce

nt

.

:l7.4

.

227

85

200

692

9,140

2,382,353 hours

928,2

7

3,311),050 "

72 pe r cent.

28 ,

288l

112}

engine works . . . . . . . . -. . . 8,083,348

men

-hours

To ta l number or hou rs on

engine and

bo iler-

3,159,684 mm·hours 8,705,537

men-h

ours

6 8 ~ 8 8 1

men-hou

rs

660

,9

32 men-hours

1,273,175 men-hours

room work pri or to

launch

. . . . . .

Pe

rcentage or engine and boiler work

to

the

tota

l wo

rk

be fore

laun

ch . . . . . . . .

Pe r

centa

ge to total of engine and o i l e o o ~ work

requir ing

to

be done to compl

ete

machmery .

44,627 hours

1.4 per cent.

2.7 "

6370 t ons

53,

?2

6 h

ou

rs

1.7 per cent.

28

"

6520 tons

8350 "

8660 IJ

06,439 hours

2.5

per ce

nt

.

6. 7

JJ

i

160

tons

10 ,HO ,

16 ,156 hours

2. 7 pe

r oen

t.

4.

5 "

3750

tons

4740 "

28,862 hours

4.3 pe r

cent

.

10.9 "

2 l20 tons

2666 ,,

36,418 hou rs

2.8 per cen t.

3.9 11

5440 tons

8260 "

Launching- we1ght . . . . . . . . . .

Builder&' finished weight (including machinery)

..

Pe

rc

entage

of J

aunc

biog

weight to

builaers'

finishe d weight

. . . . .. ..

..

'iO 3 per

cent.

76

.2

per cen t . 73.6 per cent.. 'i9.1 per cent . 82.6 per cent. 06

.9

per cent.

Oondition of ebip at lau nch . . . . . . . . lro l

and

steel work prac ·

Iro l and

stee l work prac · lr o l

and

steel work

p r ~ c

lro l

and

stee l work pr ac· a.nd steel work

pr a

c· [ron and

ste

el work

t1cally c

omple

te. All t1cally com pl

ete.

All t10a lly

comp

lete. ~ 1 d e hcallye omplete. Wood t1cally

complete.

All

mo

s1l

.v

c o m p l

ex

a rm ou r com ple te. armou r complete ex- arm

our

on bo th Sides d ecks with exc

eption

de cks laid ana joiner cept huildm" of

'boat

Deckscompletl'. Jo iner cept

conning

tower. complete. Screen bulk-

of fl

y ing bridge and work

three

.

u r t h ~

de ck flying i d ~ e

work ba.lt co

mpl

ete. Dec

ks

complete. Joinet b

ead

fo

rw

ard and a ft deckhouse tops all

com

pl

ete.

Prope ller

..

ma t'

. at

1d t hart house'

Plumber work

th

ree· work half co

mplete

. and lower portion of laid. J oiner work ver) and t unne l shattmg Det·ks' sevt-n . e i g h

fourt

hs com

pl

ete.

Pro· Plumber

work three- barbett

e armour for - little

done.

e r ~ and thrust blocks ano compl

ete,

and j oine r

p e l l e ~ a and t unn el four ths compl

et

e. Pt·o· ward and aft

c ~ m ·

and tunnel sbafting, most of

the

auxiliar) work ab out half com-

sbaftmg

on

board.

.and tunnel pl

ete. Upper portton

thrust

shaft.,

th

rust

machinery

on board. plete. Propellere and

sbaftmg

ID

place. of a ~ b e t armou r and blo<:k.s, and of tb ( shafting, including

•

conmDp: tower not

au

xthary mac

hinery

OD thrusts

baftsand

blocks

fitted.

Oasemates

Nos.

board.

and mos t of the

1, 2, 1;\nd 5 on each side auxiliary machin ery

not 10

p l a c ~ .

Decks

on boa

rd . Plumber

complete. Jo mer work work about h

alf

oom-

balf complete . P lu m· pl

ete

.

be r work

tb

ree·fourthp

lY rk Done

aj t

e1· .Launch.

complete

. Propeller€

a

nd

tunnel sbaft.ing OD

boa

rd

.

Total number of men · ho

ur s

} Shipyard

..

alter

launch Engine works

1,305

.3

26 men-hours

1,1

83, 760 men-hours

1,614,2

11 men-hours

217 6 : 0 men-hours

56,672

me n·hou rs

1,

H5 ,596 men-hour3

1,5

79 ,3

10

11

1,838,667 "

Percentage of s

hip

wo rk to total work

done

. .

To

ta

l number of hours of shipy

ar

d men after

45.2 per cent.

89. 1 per cent.

1,b57,572 "

60.8 per cent.

837,386 "

3

£1.2

per cent.

195,865 ,

22.2 per cen t.

801,879 "

66. 2

per

cent.

launch . . . . . . . . . . · · · ·

Percentage

to

total of sh ipyard . . . .

1

,3

05,32 6 hours

3 0 0 ~

per

cent.

l ,183,760 ho urs

27.6 per cent.

1,614,211 hours

30.9

per cent .

217,580 hours

27.0

per ce

nt

.

•

66,672 hou rs

9.5

per

ce

nt

1,146, 596 hours

48

per

cent

.

M

ess

ing r ~ · a n

e m e n t s

galley for th e fir st

class

a s s e

is on th.e spar

d ~ c k

forwa rd

of

the

boil

er

casiog

(F 1g.lO).

I t S f i ~ t e d w1t h t he u

su a

l

rang

e.s,

k

et t

les

broilers,

dressers, smks, &c. On

th

e mam

deck below

the

galley, and connected wi th it

by

m e a ~

of a

dumb waite

r,

is the pantr y. This pantry

s just abaft

the

eal.oon dining-room, and is fitted

ith

every

conveme

nce, such as ste am

marie tab les, coffee and tea urns,

auto

ma t ic

gg-boilers,

sinks, dres

ser

s,

he.aters,. &c. qn the m a ~ n

ck, just f o r w a ; ~ d of the ~ a 1 n stauway, Is th e roam

E

1g. .4) I.t ts an extremely

a n d ~ o

oom · the wainscotmg IS m mahogany, and the celltng

part of the

walls

are finished

in

wh i

te and

old. On each s

id

e of the saloon and

running

its en tire

are transom

seat

s upholstered in morocco

athe

r.

At t he af ter end t here is a large mahogany

id

eboard;

oppos

ite.

th is there is a large

mahoga

ny

se ; on each stde of th e bookcase are hand

some

ahogany

serv

ing

tabl

es,

whil

e

between

the

book

case

each serving ta ble th ere is a nickel-plated dr inking

supplying ice

water.

The tabl

es

and cha

ir

s

re of

solid mahogany and are very hand

some

. There

a t i n g

arrangements

for

sixty, which

is

slightly

than

th

e total number

of

passengers and officers,

t with the class of

pa

ssengers to be carr ied, i t

is

A ccommodation.

Oo

mplement of Ship.

1 quarterma.ster·oa.ptain.

2

clerks.

1 captain.

4

deck officers.

1 surgeon.

1 ohief steward.

5 engineers.

13 petty officers, deck denartment.

14 , engine ,

32 seamen,

32

firemen.

•

•

33 stewarde, mess and pantry men, s

team

cooks

and

butchers.

2 nu rses.

Pa ssengers.

61

fir8t ·class passengors (29 two-berth rooms, and 3

one·ber

th

rooms).

32 berths, main ward , hospital.

10 berths, iso

la

ted ward of hospibal.

berths for soldiers.

L o c

oM01

'

I \ E

S

ON

'1

1

R E

SouTHERN

PA oun o RAILROAD.

:r h

e S o ~ t h e Pacific Qompa.ny has now 829 engines upon

Its

Pamfic aystHm, while

orde

rs are

outstanding

for 103

more.

The

company has now 95 engines b u m i n ~ petro

leum

as fuel, and all its eng

in

es are

to

be ulttma.tely

adapted for using petroleum.

leaves the builder's yard the number of hours involved

is

only about one -half, or 3,310,660 hours

The

propor.tion of work done by the engineering de

partment vanes but slig

htly

- from 24

to

30 per cent of

t ~ e total. ~ h e ~ ~ e of No .

2

warship, where the

pr

opor

tiOn of

e n g m e e r ~ n g

30.6

p ~ r

cent., is

exceptional,

as h ~ r e .

an

engmeermg dts

pute

mfluenced

the

figuree.

m I? the ~ r g o steamer, column IV., the

engmeermg p o r ~ 1 0 ~

lS

high-namely, 31.1

per

cent.,

beca.use ~ b e s h 1 p b u t ~ d m g work does noo involve any

ex

r n a l

fitttogs, owmg t<? few passengers being

c a r r t e ~ ,

while the engme power JS as great

as

in th e sh

1

p

No. 5 m

th

e T ~ b l e .

As to ~ o r k done before launching, engineers and boiler

mak ers, m

the

case of five of

the

six vessels

did

leas than

2 per . cent. of th e total ; the other n s t a c ~ - t h a t of the

ship .It;l col

umn

.V.

-app

roximatea

more

closely to

the

conditlOn

that

w11l

prevail

f?r the future ab the Barrow

Works

; for

here,

as

shown

m

the "condition of the ship

at launch,"

the

propellers

and

tunnel shafting thrust

block,

and mo.s

t of

the

a u ~ i l i a r y

machinery,

'w

ere

on

board.; but, bemg a cargo ahtp,

the

amount of auxiliary

Dachmery was not

by

any means so great as is the

case

m w ~ r vessels,

and

thus the proport ion is less

than

it will

be wtth war vessels. In the case

of

this vessel in

column

No . V., however, 10.9 per cent. of bhe t

ota

l engineer

ing

*

Paper read before

the Institution

of Mechanical

Engi·

neers.

7/17/2019 Engineering Vol 72 1901-08-16


2 6

wo

rk in

vol

ve

d completed before the s

hip

w

as

launched,

wh

er

eas

in t

he

warships the percentage was

ab

out per cent . There seems no reason why

thi

s per

ce

nt

age sho

uld

n

ot

be

br

ough t u p to ab

oub 20

pe

r cent. ;

for alohough the

main

machinery

cannot

be " lin

ed

up, "

owing to poss

ib

le a

lt

er

atio

ns

in

t he fo

rm

of

th

e s

hip

when

a

flo

at.

th

ere are many d

etai

ls

an

d loads which come

w

it

hin

the

ca

rr

y

in

g weight of the

ca

ntil

ev

er crane.

The T

ab

le also shows the

ex

te

nt

of

the

ship

bu

ilding

wo

rk

done

pri

or to

th

e launch a

nd

also af

te

r

th

e ship has

be

en

fl

oated.

I t

is i

mp

or

tant

to re

du

ce

th

e a mo

unt

that

r

eq

uires to be done af ter la

un

ching, be

ca

use then the ship

is fur

ther

fr

om t he s

hipw

o

rker

s' base.

Vl

ucb of

the

work,

it is t rue, involves litt le or no weights, so thab t he

qu

es

tion

of crane a

cc

o

mmoda ti

on

is

n

ot

so impo

rt

an t.

I t

will

be

seen

that

wi

th

a

rm

o

ur

ed wars

hip

s t he

prop

o

rti

on of

sh

ipya

rd

wo

rk

r

ema

ini

nfZ

to be done af

te

r the la

unch

is

between 27.5 and 31 per cent . of al l

the

sbipwork; bu t i t

var ies very consider

ab

ly

in th

e mer

chant

work, the

di r

ect

cause being t he quantity of joiner and cab inet fi

tt

ings

inv

olved

in the

compl

et

ion of the passenger acco

mm

oda

tion. Thus, in the case where only 9.5 per cent . of ship

work rema

ined

to be done (

in th

e s

hip

given

in

column V .),

the joiner work was th r

ee

-fo

urths

compl

ete

d, a

nd

all the

decks were la

id

before the la

un

ch,

wh

ereas

in

the ship

in

column No. V I ., where 592 passengers

ar

e

carr

ied, the

joiner wo

rk

was o

nly

half-completed, a

nd

thu

s 48 per ce

nt.

of

th

e s

hip

yard work remained to be completed

af t

er the

launch.

Portable T

oo

ls U

se

d on Ships, QIIU], Methods

of

Supporting

Thettn

(

Fi

gs.

27

to

29).-

T o expedite wo

rk

on the s

hip

when

on

the

s

lip and

also out

in the

fitt ing-out dock, a la

rg

e

am

o

unt

of p o

rtabl

e mechani

ca

l

plant is

u

se

d,

in

cluding a

por

tab

le electric light ing equipment, an installat ion of

pn

e

um

atic

ri

ve

ting

a

nd

ca

ul

ki

ng t

oo

ls, a

nd

various elec

tric

al

drills,

&o. I t

is nob necessa

ry

to describe these

tooJs

in

view of t he paper recently co

ntri

b

ut

ed

to the

In

s ti tution. * A po

rtab

le t

oo

l which may in ter

est

the

members is

th

e machine for

pl

aning

th

e gun-roller p

at

hs

on barbe

tt

es for 12-in . and 9.2.in. guns ; this is cl

early

shown on F ig.

27

.

I t

is

r

otate

d by a 5 horse

-p

ower

electric motor, and, with a feed of

in

. per revolu tion,

th

e m

ac

hine c

ut

s

at

a

ra

te

of 15 f

tJ.

per

minut

e, e

qu

al to

20

s

quar

A f

eet

per hour.

Fi

gs. 28 a

nd 29

show a s imilar

ma

c

hin

e for d ealing with

the

roller paths of smaller g

un

s,

of 6-in.

and 4.7

in .

ca

libre.

Thi

s

ma

chine is

dr

iven by a

3 horse-power m

ot

or.

Orwnes

at

the Fit

t;i;ng-O

ut Basiln

(F ige. 30 to 34).

An

other

ques t

ion which had to be cons

id

ered by

those responsible for t

he

equ ipm ent of sh

ipb

uilding wo

rk

s

is

t

he

typ

e of crane necessary for

pl

acing heavy weights

on board the ship in

the

fi t

tin

g-out

ba

sin, and ,

in

addi

ti

on to showing the general a

rr

angement of the

Nava

l

Construction Wor

ks

' 120·ton crane oper

ate

d by

hydra

ulic

power

(F

ig. 30, page 21

7)

, there are reproduced general

ele vations of four other t

ypica

l cranes. T he heaviest

weight

lif

te

d in merca

nt i

le wo

rk

with

in

t he

aut

hor's

ex

per

ie

nce is a boiler of over

110

tons weight; with

th

e

adopbion of w

ate

r-

tu

be bo

il

ers, g

un

m

ou

n tings a

nd

guns

now provide

th

e gr

ea

test loads in naval wo

rk,

a

nd th

ese

range

fr

om 50 to

60

tons.

T he mode

rn

te

nd

ency is

in

favo

ur

of a derrick crane

in

pr

eference to shee

rl

egs, because the l

atte

r are slow

in

their movements, work only in one and t hus

necess

itate

frequent movement of the ship, while

th

e

found

at ion usually involves t rouble because the weight

carr ied is concent rated

at tw

o po

in t

s,

ea

ch of

limit

ed ar

ea.

.

Aga

in, t

he

ove

rh

ang is nobgr

eate

r th

an

with j ib or sw

ing

cranes, a

nd

now that the t e

nd

ency is all towards an in

crease in

the

beam of ships, this lat ter becomes of

prim

ary

im

por

ta

nce. F or ins

ta

nce,

in

t

hree

of the largest wo

rk

s

th

e over

ha

ng is 60 ft ., 5

7ft

., and ft.

In

this c

ou

ntry

there a re several types of

sp

lendid j ib cran

es,

and refe

r

ence

ma

y be m

ade

to the two 1

30

-ton s

tea

m cranes

by

Messrs. Cowans,

Sh

e

ld

o

n,

a

nd

Co., used

by

Glasgow ship

buil

di

ng firms for fitting engines on boa

rd

th

ei

r ship s,

and

having an ove

rh

ang of 45 ft .

fr

om the

fa

ce of the

quay w

ith

the maximum lif

t.t

At

the dockyards there

is a splendid

hydr

aulic crane by Messra. Ta

nn

e

tt

Wa

lk

er

and

Oo

., of 160-ton

ca

rr

y

in

g p

ow

e

r,

w

it

h an over

hang

fr

om the face of the qu

ay

of about 50

ft.:t

Agai

n,

qui

te

rece

nt

ly Messrs. Doxford, of S

und

e

rl

and , installed a jib

crane which

ca

n lift 1

20

tons when the j ib is commanding

a radius of

50 ft

, 70 tons for 80 ft. rad ius, a

nd 30

tons

for 100 ft. r

ad

ius.§

But

it

is of special

in t

er

est

to note

wh

ab has been done

ab

road d

ur

ing the p

ast

t

wo

or three

y

ea

rs. N

early

all

the

wo

rk

s in Germany have be

en

erecting powerful jib-cranes

in

a

nti

c

iP

ation of

the

con

s t

ru

ction of gr

eat ca

rgo steamers. Fi g. 31 a

nd

F ig. 32

illu

st

rate t wo cranes, the one of 1

00

-ton c

ap

ac

it

y and t he

o ther of 1

50-

ton capacity. Both these

are of the

horizon

ta

l revol

vi

ng

typ

e, w hich enables the jib to

tu r

n

circle ; so that w

ith

a jib of

ab

out 180 ft . in

len

gth

(or 1

20

ft.

fr

om the

ce

ntral

pi

vot)

the

radi us is ve

ry

extensive. On the other

ha

nd,

the

c

lea

rance above a

ship is limited, especially for wh

at

are

kn

own as the

s torm-decker

stea

mers , witJb immense funnels.

Th

e crane shown by F ig. 31 has been cons

tru

cted

by

the

Benr

ath

Co

mp

any, of Dtisseldorf, for the Bremen

Vu

lcan W o

rk

s, a

nd

consists of a tower which

tu

rn

s on

t wel

ve ca

rri ages, each

running

on four rollera, and for

rotatin

g p

ur

poses

fo

ur

of

the

se carriages are fit

te

d w

it

h

el

ect

ric motors of 12 horse-power. Th e lifting mechani sm

is

also

dr i

vAn by electric power.

T he

Benrath

Co

mp

any have also constructed a crane

for

the

Im p

erial D

oc

k

ya r

d

at

B reme

rh

aven (

Fig

. 33,

p age 217} with a stationary tower, th e ver

tica

l axis of

*

Po

rt a

ble P neum

at

ic T

oo

ls

,"

by Mr.

Ewar

t C. Amos,

roceedin

gt1

1

900

, page

11

9.

EN

G

INEER

ING ,

vol. Jv • page 819.

Ibid

, voJ.

1

vii. , page 259.

Ibid. , vo

l.

lxxi., page 60

4.

•


[Ave. I 6, 190 1.

which is fo

rmed

by a r

ev

olving pillar,

havin

g

it

s bearings load a b a speed of

4

ft. per minute, a

nd in additi

on has

in th

e foundations, a

nd

above in

the

b

ea

d of

th

e tower.

se

para

te

hois

ti n

g mac

hin

ery for d

ea

ling

with

l

oa

ds

uo

to

This pillar beard the horizontal jib,

whi

ch is it se

lf

sym- 30 tons, the hois

ting

speed b e

ing

13 ft. per

minut

e. The

me

tr i

cal as r

ega

rd

s

right

and

le

ft ;

the one a

rm

supp orlis gr

eat

ove

rh

ang is secured,

as

in

Messrs.

Dox

fo

rd

's c

ra

ne,

the cr

ab

, the

oth

er a coun

te

rweigh t. The whole

turn

s by arranging

that th

e jib, notwith

sta

nding

th

e gr

ea

t power,

through 36

0 d

eg

.,

and

the crab moves

at th

e same

tim

e, so

ca

n have

it

s

in

clina

ti

on altered to a ve

ry

considera

bl

e ex

that t

he

ar

ea

covered by

the

c

ran

e is equal to a c

ir

cle wh

os

e

te

nt, but

in

A

pp

e

ndi

x I I.

a.

full descripbion of the crane is

ex

te

rn

al radius is 72ft.

and

in ternal 26 fb The rotating given, so t hat here it is nobnecessa

ry

to en

te

r in to deta ils.

power

is

an elect

ri

c motor of 26 hor

se

-powe

r;

the cr

ab

tra-

Th

e

aut

hor,

in

conc

lu

si

on, wishes

to exp

ress his in

versing motor is of the aa.me power,

and

t he two hoisbing , debtedness to several fi rms have gr

an te

d facilities for

.F\1].21

MACH

IN

E FOR

PLANING

CUN·ROLL£R· PATH S ON

BA

RBETT£5 .

Ch.t6

15F tJ.

pe:r mA

.

F

e.R.Ai/ li

perrw

. , •

20SqY

o.

pi..ar

iA dl

pu1wur /

F

ur

12

W'tfY9

·Z

GU1t8

.

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- : : : :

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--

--- -----··-- -- - -

· · · · .

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, _

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

- --· tt

\

.

- t•

:

.. •

------- ----

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

0

'

'

I

\ ~ ' : ' £ l 1

: : - ; ; · ~ · I

I

MildJS

reeL

T

hr

crul ,

f_De.ep

.

.Mi.ldJSt:.eW Spur

'

c

-

Cu.J::ter

.

:Fig.28.

MA CHINE FOR PL NINC

flOL

L£11·

PATHS OF 6 /N .CUN

"

.

W h e e l l 1 0 ~

J

w:Ju. - + + - - r - 1

A · .. 8

~

0

~

V:::/

©

@

••

©

I

.

motors of

40

hor

se

-power, working a steel rope 2.4 in.

in

diameter with different ial pulley and double capstan.

Messrs. K

rupp

's

crane, built by

th

e D uisb

ur

ger Com

pany, shown

in

Fi g.

32,

p

a.

ge 217, d iffers in th

n.o

i t has a

p

yr

amidal s truct

ur

e whicp occupi es less of

th

e

qu

ay's

space than the usual crane, as bet ween the legs railw

ay

carriages or large loads may

ea

sily be passed, as s hown in

F ig.

32. Th

e chief structure has the form of a th ree

equ

ila teral py

rn.

mid, two of whose legs are

pl

aced

10 a.

hne parallel to the quay's edge ;

th

e th ree chief legs

are co

nn

ected

ab

the top by a closed frame, with

in

which

the roller p ath of the crane p illar is

fi

xed ; the pillar forms

th

e cen

tra

l axis of t

he

p

yra

mid ;

it

rests on a roller p ath

ab the

quay level and is provided w

ith

a

th i

s ro

ll

er

p

a.

tb has a sp

ec

ial bearing. T he mechamsm which effects

the turning of t he horizontal jib is placed on the

up

per

roller p

ath

, a

nd

the

jib pr

ojects 125 fb

ir

om

th

e ce

nt

ral

::1xis.

, and

_i

s with tw<? indepe

nd

ent winding.gears tra

ve

lling w1

th th

e

ir

respec

b1ve

cr

abs;

t he out

er

ge

a.

r lifts 45

tons, the other 150 tons ; there is a thi

rd

small lif ting

cr

ab

.

Th

e

tota

l height is 1

50

ft.

11

in. to the

upp

er edge

of the horizon

ta

l jib.

A remarkable derri ck crane has been cons

tru

cted for

Meesra. Blo

hm

and Vos s's works by

the b u r ~ e

Com

pa

ny

;

it

deals w

it

h loads of 100 tons, and the radius from

1lhe cent re of the crane for such load is

93 ftl.

5 in ., giv ing

an

ov

erhang in

front

of

the qu

a.

y of

ab

o

ut 65

ft. Thi

s

crane, which is shown on

Fig. 34,

page 2

17, lift

s i

bs

full

1 b z

f=:.:::·

:::::

~ = - = = = : : : ' - : . J p

with

th

e subjec b a

nd to

many o f the members of

hts s taff who have prep ared

th

e

i l l u

AP PEN D I X

I .

Lrs·r 01 ' M

AC

BINE S AT

N AV

AL r r o N WoRKS,

Wl

T H P OWER 0 1-

EL R

CT'RlO M OTOR •

In Mech

an

ici

Shop.

23

drilling machines to d

r111

from smallest up tl)

6·in.

dia·\

mete r holes . . .

20 lathes fl'om ~ a t up ' 'to 30.

n.

iong by

4 ft. 6 m. tn dtameter . a>

5

scre'Yiog from up t o 2 :i'n .

::

g

1

ti

apptng t o tap holes

up

to 1

in

. i n diameter

..

E

2

mnoht

'?

es,

9 ft.

long by

3 tt . 6

In.

in

diam

ete

r . .

till •

4

plamog m

ac

hmes, up to 20

f li.

long by

9

high by

10 tt

.

£

wide . . . . . . . . .....

0

2 s lotting ffilChines, 10 ft. long by 6.ft. wide a

nd

.14 8

stroke . . . . . . m s..

2 e s , 7 ft. long by 6 ft. a.;d 13 I S ;

2 mtlh og machiDea, 3 f

t.

in

dia

meter of tables

>-

2 8.

1 gr nder for ~ l i o

i n e

ou

tt e

rs . . . .

:: :: j ;;

1

fo

r twtst d rtlls . . . . . . . .

e

2 band saws for meta l o

ut

up to 17 in. thi ok · · · · ·;:::

.8

1 m

o.

ohine for

sett

ing teeth of saws . . . : · ·

::

-o o

1

sa

w·sharpeoing maohine . . . . · · CQ

2 pairs of 20-in. emery wheels . . · · · · · ·

2 grindstones . . . . . . . . . . · ·

1

1

small fan for tool-s

mi t

h ar .. ..

::

::

emery po ts tng machin e . . . . . .

1 stove and fan . . . . . .

2 2 ·ton t ravel ling cranes . . . . . .

•• • •

• •

•

•

• •

..

••

•

•

7/17/2019 Engineering Vol 72 1901-08-16


A ve.

16, 1901.]

On

Board

Ships.

Moto rs.

11 2-

in. ba

rb

ette roller-path f

ac ing; mac

hin e

..

{

Fig.

2

7, }6 H.P.

1 9.2-in. barbette roller-pat h fa cing machin e.. page 216 6 ,

Mo

tors.

1

6-i

n. gun-seat facing mac

hine

} {

1 4.7 , , Figs.

28

and 29

1 1

2-

pounder facing mac

hine

3 l l. ·P.

3 "

1 "

1 bo

rin

g

ma

c

hine

for

pro

tective

de

oks up

to

in. in

diameter . . . . . . . . . . . . 2 ,

6 boring machines for

armour

backing

and

shells

up

to 4 in . in dia mete r.

ea

ch


1 double·beaded Rca.rflng mac

hine

for overlaps of Motors.

sbip·plat

es

(F ig. 9, page

17

0

an te)

. . . . 5 H.·P.

1 hydraulic channel cul:iter, Fig. 11, page 170 an te.

9 drilling machin es. . . . . . • • . . . . 3 , ,

eac

h

8

count

ersinking machin es . . . . . . . . 3 , ,

1

dou

ble-beaded screwing

ma

chin e . . . . { 6 , and

1

six-spindle

nu

t-tapping m

ac

hine . . . .

shaft

1 double-geared lathe.

1 band saw for metal

• •

•

•

1 oirculat· saw for metal ..

•

•

6 griodstones . . . .

1 pair of emery wheels ..

• •

• •

• •

••

••

• •

• •

•

•

• • • •

••

2

H .·P.

10 . ,

and

shaft

I n Plwmbers'

Shop

.

6 drilling

ma

chines.. . . . . . . . . . .

6 pip e·screw

ing

machines to screw pipes up to 4 in.

in

di

amete r . . . . . . . . . . . .

1

pip

e-cu

tt

ing mno hin e

to

o

ut pipes

up

to 12

in.

in

di

ameter . . . . . . . . . .

1 ba n

i

saw

tor iron

. . . . . . . . . .

2 punching and shearing mach in

es

. . . .

2 beading and

shea

rin g machines, 3 ft. gap

:

. . ..

1

sheet iron rolls to take plates up t o

5

ft.

6

m. W1de

J t insm iths'

roH

s to take plates

up to 3

ft.

wide

..

1 ti n-folding mac

hine

. . . . . . . . · .

1 t ilt h

amme

r . . • . . . . . . . .

217

2

shaping

ma

chines . . . . . . . . . .

1 ,

2 band saws for metal .. . . .. . . .. 1

"cir

cu

lar saws • . . . . . . .. ..

H

.

11

4 drilling machin es .• . • . . . . • . .

0 ,

11

""

4

blaat

fans for s

mith

fires

•

•

• • •

11 hydraulic

crane

s.

1 10 cwt. hydraulic ash h oist at

main

boilers.

2 blow

in

g fans . . . . . . • . . . .

5

ho rse·

power eaoh

I

1 boiler

and

fu rnace for

lead.

2 eme

ry

grinde

rs

. . . . . . . . . . . . 2

11

4 grindstones . . . . . . . . . . . . 1

..

1

grinding machine for

armour

-

plat

es.. . . . . 1

"

"

1

hy

dr

au lic pumping engine with double cy

lind

ers,

12 in. by 24 in. , and accumulat or; working pres·

sure 1

65

0 lb. per square inch.

1 hyd raulic boiler tester.

Bo

ilers, W

inch

e

s, :o

•

Rotar y g

rinding

wheel dri"en from motor by belt

a

nd held to armour

by hand.

,

1 pneum

at

ic power hammer, 1

cwt.

. .

• •

. . 6 H.·P

6 pat ent flanges flu e main boilers, 28 ft. by 8 f t.

in

diameter, 1

60

lb. ' orking preesure.

•

•

£ '

...

1 5-owt.

st

eam hammer.

Ftg.3

0

1 O l.oTV f Jdra».l.la CaJ'fS

(vi.ck.Ers.)

O I O M t i . r ~

Dock,

Barrow.

•

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

.

-

. .

f/1,0

---

--

T

-

- - - - - - -- -

. t OO T If

Flg.

32.

150

~

l f q ; o l f l ~ CraiW.

Duisbvrg),KieL

0 ' - v J_ .

.

I :

I I

' I 1

•

t<

I 1

1

- - - ·

• I I

- - - - - - r

1

115

0

:

•

1 I

1

I

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)--

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__ _ , - - - .. _ __

. --

-.

•

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I

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I

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"" = -.,..

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- - - -

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-- -

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. -

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-------- --r --

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

-

--

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

-- . --,

,

' ,

'

I I I I

1 I 1

·:JT

•

0

3

50

100 j0Ji'cr»

i

,

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M:.:= ====::=::c==l=.l

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If.---------·---- 82' -- - - - ---· ---

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100

-tiJn-Derrick C r ~ . JJuisbu.rg),

f or

B l o ~ & J 27ss.

Fig.

34

-------- ..

•

CQ

•

•

.

r

- - - - - -

.

. ...

----

- ·

-

r - ~ - -

- - Y

i i

• I

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i :

;;; -;

--

-

1.

___

•

I

(5 191 R)

ISO Ft.

•

I n

Machine Shed.

6 plate-

planing machin

es

to take plate

up

to 38

ft. Motors.

by 2 in. th ick . . . . . . . . . . .. 10 H-P

. each

1 rumbler for cleaning old eervice bolts .

1

coke·

o

rusblng maohine

• • . . . .

•

• •

. . 1

H.· P.

1 oylindrioe.l,

with

Galloway's

patent

flues, SO ft .

by

Motora

8 ft., for saw mill

1 large.

plate-bending

rolls,

SOft.

long,

to take

up

to

2·

m.

plat

e . . .. .. . . . . . . 45

1 smaller

pla

te-ben

ding

rolls,

20

ft. 6 in.

long to

"

take up to l ·in. plate . . . . . . ' .. SO

1 smaller plate-be.ndiog rolls,

14

ft . 6 in . long,

to

"

In Ya

-,·d

.

4

t

.

1

Motors.

can t ever ? r a n ~ s

(Figs

. 20 to 26 , pages184 and 1

85

) . . 86 H· P. each

2

shtpbuildtog

berths,

190 f

t.

span.

1 m plate yard ,

818

ft. span.

1 in t i

mber

yard, 318 ft . span.

1 four-furnace

marine boiler, 16ft

. by 12 ft. in

dia·

me ter, for smithy.

3 d on

key

boilers.

6 co

mbin

ed winches

and

boile

rs

.

4 steam locomotive travelling cranes .

4 steam winches.

•

take up to 1·tn. plate . . . . . . ..10

1

larg

e .mangle rolls,

to take

plates up to 6 ft. wide "

In

S

mi

th

s'

Shop.

1 6-ton steam

hammer

.

2 25H.-P.e

ach

(Ftg. 6, page 169 an te) . . . . . . . .20

1 small

m a n ~

le rolls, to

take

pl

ates up

to

5 ft. wide

..

5 ::

3 small bendmg rolls . . . . . . . . . . 6 , each

punching and shearing machines, to pun ch up

to

l ~ · ~ n

boles in 1 -in.

plates.

. . . . . . . 6

1 puncbmg and shearing machint>, to pu nch up to " "

2-

io. in 2· in. plates . . . . . . . .20 ,

7 bar-bending maohines, to bend up to 7-in. by 4 -in.

angles

.. ..

. .

. . .. ..

. 6

each

2

hydraulic

l a ~ e b e n d e r e , to bend plates up to 32 in . "

long

by

i m.

t hick (Fig. 8, page 169

ante).

1

1-ton , ,

3

10-cwt. , ,

1 8·owt. , ,

4 6-cwt. , ,

6

drilling

machines.

1 gr

ind

st

one . ,

1

blast

fan

..

. .

..

. . ..

76 fires and fu rnaces. · ·

Heaviest forging s -Rudders up

to

17 t ons.

Ste rn frames up

to 14

tons.

Mo

to

rs

.

.. 40 H.·P.

'

11 elect ric winches ..

• •

•

•

4 8 " ,

• •

• •

1 6 , "

3 donkey feed pumps.

4

20 , "

1

d

oub

l.

e-aoting

salt-water test pump for testing

s

btp

s' compartments.

2 portable cenl:irifuga.l pumps, 6000 ga llons per hour 3

1 Me

rr

yweat

her

fire engine.

1 portable fire engine for at t achme

nt

to locomotive

c

ranes

.

I n Joine·rs' Shops .

1

mo

ulding machine . . . . . .

• •

• •

"

,

Motors.

10 H.·P

7/17/2019 Engineering Vol 72 1901-08-16


7/17/2019 Engineering Vol 72 1901-08-16


22

•

•

•

I

E N G I N E E R I N

G.

[AuG. 16, 1g

or.

THE UNITED

STATES ARMY TRANSPORT

SUMNER.

(For Desc1iption, see P ge 214.)

•

•

•

•

•

•

•

•

•

•

•

•

•

•

•

•

•

•

•

•

\

\

\

-

-

•

•

•

\

•

•

-

•

•

•

•

•

•

•

•

I

•

I

• ••

• • • •

•

. . .. . .

. .

•

I

G. 1.

TH

E uMNER, BE ING F

ITT

E D o u T .FOR

TR

AN SPORT S ERVICE AT THE N AVY Y ARD, NoR

F0L

K, Y

•

•

•

•

•

.

.

.

•

. .

•

•

•

•

•

L.

• "'ltltr.mr.r J r

•

• I

•

•

FIG. 2.

THE

I

SPE SARY.

•

•

I

Q.

3. Ho

s PITAL BATHROOM.

•

7/17/2019 Engineering Vol 72 1901-08-16


A

uGUST 16, 1901.

•

T I- E

UN

IT

ED ST A T ES

A R

l\1

1Y T R A N S P 0 R T S U

l\I

I N E R.

For Description,

see

age

214.)

'

••

•

Fw. 4 SuooN D I NINo-RooM, LOOKI N

c:

A1:vr.

Fro. 5. SrN CLE STATE-RooM.

·

-

0

r

11: l

l

FIG

6.

SOLDI

ERS

BBRTHlNG DECl\

•

•

t • . •

0

• •

0

I

-

F IG.

8 OPERATING-ROOM.

·

F1

o. 7 . THE

HosP

I

TAL.

0

.

•

F m. 9. BAKERY M IXING-RooM.

7/17/2019 Engineering Vol 72 1901-08-16


AuG. 16, 1901.]


22

AGENTS

FOR

ENGINEERING.

TRACTION

and

TRANSMISSION.

however, rend

ered

necessary the

creation

of special

tec

hnical schools,

and these

w

ere

according

ly

A

us

TRIA, Vi enna: Lehmnnn and Wentzel, Kiirtnerstrasse. Published on the fin·st T1.l.e8day in

each

·month.) established, at first as poly technic schools,

and

OA P TowN: Oordon a.nd Gotch. No. 5

NOW

R•EADY. ft d t h · 1 h ' h h 1

Th

ey were

EotNBU

ROII:

John :\fenzies nnd

Oo.

, 12,

ll

anover-street. a. erwa.r s

as

ec mea. 1g se oo s.

FRANCE, Pnris : Boy,·enu and Ohevillet, Libmirie a n g ~ r e 22 , Pn.tos 28., Net i PosT FR.ss

2

s· 4d. founded ,

without

exception, the nine-

Rue deln

Banque;

M. Em. Terquem ,

31

bl11, Boulevard H

a.

ussmnn. Published at the

Offices

of ENOINBBRlNG,

86

and

86

, Bedford Streeb, teenth cent.ury, and are

situated,

With the sole

Al

so for Advertisements, Agence Havas, , Place

de

la Bom

se.

Strand, London, WO. f A h · 1 · th

GER.MANv, Berlin: M

ess

rs.

A.

Asher

a.

nd eo.,

6,

Unter den Liuden. exception o ac e

n, In

a.rge t owns

or In

. e

Frnnkfurt-nm-Main

: Mess

rs

.

G. r

. Daube

and

Oo.

(for

CONTENTS

OF

No. 6. capitals of the variouR Germ

an States

. At the t tme

t : z ~ : r : t i ~ ~ ~ ~ n ~ ~ k h a u OoMPLET

t

No VoL

. I.

Pn.I

CE12s. 6d. of their foundation

th e

y

were principally intended

Mulh

ouse : n.

Stu

ckelberger.

].

Notes on the

Gln.sgow

p o m ~ A O £ Elect.rlo Power

nt

B n r r o w n ~ A O K for

the

study of architect

ur

e, engineering, and

GLASOOW: William

Love

. t.lon Tmmw

n.ys.

lly J ohn Young, IrurneSR

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

287 mechanical chemical

techno

logy. Since then the

I

ND

IA, On.lcutta.: Tbncker, S

pink,

a

nd

Oo.

Gonernl M

n.

nnger . . . . . . . . . . . . •• 2-10 The Lnucnshlre Eleotrlo Power

d d

Bombav: Th n.cker and

oo.,

Limited.

2.

.MunloJlnl Tm nlng: w : ~ n y .. . . . . . . . . . . . . . . . . . . . . 28 1 study of chemistry h

as

been greatly develope an

J

(l l)

Uy

the

t . o r

of

the Jluni

·

EL

t:M'ltW

Pow

en

Su

Prr

.v

o f

'l

n11o:·

}

1 b

I

TALY:

U.

Hoepli

,

Milan

,

and

any

post

offi

c

e.

c lpatJormraL (P lntes

LXXXIX

.

to

speciali

sed

,

an

d various

ot

1er courses 1ave een

LIVERP

OO

L: Mrs. Taylor, Landing StaJ[e. (b)

Uy

Sydney Morse

.

XeCxVt)

H

•. .

• .n.

d ~ ~ u . ~ ~ ~ t . ~ ~ ~ ~ .. 290

adde

d- such

as forest

ry , surveying, electricity,

lliNClKS

TKR

: Jo

hn

H

eywood,

143,

Deansgate. (cl By E.

o.

Sm

it

h . . . . . . . •. . W

N

ORWAY,

O

hri

stianin.: Cnmmerm

eye

l'S, Bogha

nd

el,

Oar

l Johnns

3. QI . \ >(I(IW

CO Rl 'OI\A,

I

ON Tnur

- Notell frill\ eouth Stnfforc.lllhi re

photography,

nava

l archi t

ecture

, and

pharmacy

.

Gade,

41

nnd 43.

~ t ~ ~ ~ ~ ~

~ i ; ; 1 l x : : 2 . ~ 3 nntl

Dl

lltrlct

30

:

3

Chemistry was taught as far

back as

the begin-

NElw

SouTH

WALES, Sydney :

Turner

and Hend

erson,

16

and 18, h U ·

' t '

Hunter-street. Qordon

and

Gotch, Qeorge-street. INDEX 'ro VOL.

1

· ning of

the

seventeenth c

en t

ury at

t

e ntversi tes

QUEEN

SLAND (

So

oTu ),

Brisban

e : Gordon and Gotch. of J ena. and Marburg. To the University of Got-

(Non.Tu),

Town

sville:

T.

Willmett nnd Oo . NOTICE TO CONTINENTAL ADVERTISERS. t ingen is due the honour of having

intr

oduced

the

ROTTERDAM : H.

A.

J(rn.mer

and

on. ·

souTn AuRTRALIA Adelo.ide: w. o. Rigby.

Advertisements

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Germany should now

be sent fi rst regular lect ures on technical chemistry and

UNrrED

STATRS, New York: W. II . WHey, 43, East 1

9t

h-street. techn ology, and it was here that the first

German

Oh

.

H

V

H 1

1

2r..

"'l258

M

d

k

through Messrs. G. L.

Daube and

Co.,

Fra.nkfurt-am·

tc

ngo: Bioc

k: omes, ut · ona noc Main,

who

have

been

appointed our Sole A

ge

nts

for

m

anua

l of technology was

written. The

study

of

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ou

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e: M

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ill

e,

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EN

GIN

E E

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ues

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hi

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oo

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in

th is respect ,

the effort s of Karmarsch, Krapp, and

Wagner have

been of the

greatest

value· in effecting the necessary

reforms

in

chemical instruction. The circumst ance

t hat

the techn

ical high schools are mos

tly

sit

uat

ed

in the capita ls of the German States, and a

re

t hus

brought into immedia te contact wit h the respective

Governments, h

as

without do

ubt

greatly assisted

them in th eir rapid

development

. The universities

have,

as

a rule,

on

ly one principal chair of

chemistry ; the

tec

hnical

hi

gh schools have some

times two or three,

with

corresponding large labora

tories and chemical

collect

ions .

There

are

those

in

Ger

many who

are

of opinion

that

chemi

stry,

physics,

and othe

r

bran

ches of n

atural

science should

be

altogether removed from the universities to

the

tec

hnical high schools, and only

as

mbch left as is

nec essaryfor the elementary req

uirement

s ofstudents

of medicine and oth

ers

.

On

the other hand, it is

held

that as

the

univ

ersi

ties have

been of assistance

to the gr

owt

h of the chemical

industri

es,

th eir

further se

rvices

ought by

no means

to

be dispensed

with.

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TF.LEORAPIIIO

ADDRESS

-

ENGINEBRING,

LONDON.

TBLEPUON. NU

MDER

- 3663 Gerrard.

CONTENTS.

PAOF.

I P

AGE

The Constru

ction

and

Syste·

The Position of

tbe

Ar

seni

c

m'tic

Manufa

cture of Industry . . . . . . . . . . . . . . 228

Alternato rs

( l

llu

stmted.) 205 Fo

reigners on British

Sbips 223

Literatu re ....... . . . . . . . . .

207

Technical Education ..... . 224

Scbneider

-Canet

Quick-Fir· Notes

......

.

. . . . . . . . .

.. .. 224

ing Guns and Howitzers

Th

e Motor Tr ials at Tive

r·

for

Fit:ld Serv

ice

ll t

us. l ..

2 pool . . . . . . . . . . . . . . . . . . . . 225

High·Spee

d Qua

rtru

ple

En: Th

e .Me

ssage

ries .Ma

ri

times

226

~ i n s and Water-

Tub

e

Subma

rine

Tele

graph

Enter·

Boilera fo r Launches ( l· I pri

se

. . . . . . . . . . . . . . . 226

lu

s

trat

ed)

. . 218

1

The Ni pp

on

Yusen l{aisha .. 227

Th

e Uoited States Army Notes from

the

United

Transp

ort umne r

(ll· States

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

227

l

rl

91· A · o C)2-

strate )

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

. mmoma ompreBSors ... t

The Arrangement and The Annealing of Iron .. . . 227

Equipment of Shipbuild· High·Pressure v. Low·Pres·

in

g Wo r

ks

Jl lustrated)

..

2L5

sure

Steam in the Sugar

Notes

fr

om

the

No

rtb . ... 218

Refinery

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

22

7

Notes

from

South Yorkshi

re

218

Explos

i

ves

fo

r Pr

ojectiles

..

228

Notes from

C

leve

land

and Mhcellanea ..... ..... ...... 228

the

Nortbern Counties .. 219 , 1

ndust

rial Notes ......... . 229

Notes from

the .sout

h-West 219 Naval Ordnanoe(l

ll

us.) . . .. 23l

0€'r

ma

n Ohem1 cnl

Indus· Lannohes

and Tr

ial

Trtps.. 236

tries . . . . . . . . . . . . . . . . . .

22

l o ~ i n e e r i n g Patent Re·

In

dian

Coal .

.....

.. .. .. .. 222

cord

(IUttat>·ated . ..

237

With a,

'Iw

o-Page E ngraving oj T HE UNJTED STATES

ARMY

TRANSPORT " S Uft/NJt:R .

GERMAN. CHEMICAL INDUSTRIES.

•

THOSE

who

ha

ve any do

ubts as

to

th

e resul

ts

of

scientific education

on

i

ndu

st ry, should st

udy

with

care a

rep

ort which h

as

j

ust been

publis

hed

by

the

F oreign Office on chemical

instruction in

Germany

and the growth and

pr

esent condition of the German

chemical indust ries, and we

have

little hes i

ta t

ion in

saying that t heir doub

ts

will be dispe

ll

ed. The

report does

no

t

contain mu

ch that was not already

known to those who

had studied

t he diffe rent

aspects

and

grades of

German

education, but

it

present

s, in a ve

ry

co nvenie

nt

for m, a mass of in

formlltion of a m

ost co

nvincing k ind, which could

only

be

ot

herwise

obtained

by sea

rchin

g

in

a lar

ge

number of publicat ions , many of w

hi

ch are not

very accessible, and all of which are t oo lengthy

and elabo ra te for

all

except special st

ud

ents.

Hi

s

Majesty's Cons

ul

at Stuttgart, Dr. F rederick R ose,

ha

s therefore done very good

se

rvice in compiling

this report. To some of the chief

points

we will

di r

ect attent

ion .

The object

of the

writer is to

show to what

extent the German chemical indu

st

ries have bene

fited by the s

um

s exp e

nded

by the German States

on chemical inst ruction. To th is end the number

of chemical

laborator

ies founded since Liebig's

t ime at

German

universities and technical

high

schools, and t

he expend

it

ur

e in

curred

by the

German

States

for this purpose, have been com

pared with the a mount of national wealth as far as

thi s could be ascer tained

in fi

gur

es-created

by t he

consequent ri se o f the ch

em

ical industries. Special

atte

nt ion

has been

dev

ote

d to

the

statistics of

th

e

Pr ussian

univer

sit i

es

and

techni

cal

high

schools,

as

Prussia possesses the

largest number,

and

as

the

lim ited sco

pe

of the report prevented a. deta

il

ed re

fe rence

to

t he

remaining German

States. A revie'v

is given of

th

e methods a

nd extent

of the instr uc

tion in

the

subje

cts

bear

ing

on ch

emistry,

and the

direct res

ults

of th at in struction a

nd

the r ise and

expansion of

new branches

of chemical indust ry

have

been

indicated,

as far

as the figures were

available,

by

the valu es

of

th e pro

ducti

on and

e

xp

ort of

ch

emical

products

and

the

import of t he

necessary

raw mat erials ;

in

most cases these

figures have been supplemented by a shor t his

torical account of the rise of the various iudustries.

Details, of course, mu st be st udied in the report

it self. ·

With the

except

ion of

Berlin,

Bo

nn,

and Breslau,

the

German univ

ersit ies were f

ounded

from

200 to

500

yea

rs ago.

Th

ese

uni

versities

wer

e

principally

si t

uated in small

pr

ovincial towns, and as they com

menced to devote attention to the study of chemical

tec

hnology about th e middle of the seven teenth

century,

they m ay be considered as having l

aid

the

foundat

i

on

of the

German

chemical

indust

.ry of the

prese

nt

day. Th e a

dv

ance

in industries

and

trade,

The report gives very complete in format ion

re

ga

rding the curricula in the un iversities of Berlin

and Heidelbu rg, and in the

tec

hni cal high schools

of Berl

in, Darmstadt,

Karlsruhe, and Stuttgart ;

and statist ics

relating

to the st

udent

s, professors,

finances, &c.,

into

which, however, we

need

not

enter. The

uni

versit i

es had

at

the

end of

1899

33,477 fully immatricula.ted

st

udents

and

6701

hearers , or hospita.nts, , amount ing

to the

total of 40,178 st udents. The numbers for the

technical high sc

ho

ols

wer

e

10

,896

fu

lly

imm

atri

culated students and 2536 hearers,, or

altogether

13,432 students . The total for un iversi

ties

and

techni

cal high schools amo

un ts

theref

ore to no

less than 53

,610, and

does not

in

c

lud

e stu

dents at

agricultu

ral and veterinary high

schools, a

nd

at

mining and for estry academies.

As to expenditure, the fo llow

ing

Table shows the

s

um

s ·p

ai

d by the Prussian Government

for

the

su

ppor

t of

techni

cal

hi

gli schools, the

to tal expe

n

di

t

ure

per st

ud

en t, and the amoun t

borne

by the

State per stude

nt for

various

years fr

om

1871 to

1899 :

•

•

, Total

E x p e n ~ i -

Financial Aid Total. Ex·

H1gh

Schoo

ls. ·

pe

rScudent

Amount Borne

by State per

Stu

dent.

'\' ear. ofTechotcal from State l

pendttu

re

1 ·--·

-:- -

1871

1888

1

892

1897

1

899

£ .

£

£

4 ~ 0 14,601 12

70,289 61,966 46

-,

0,786 68,462 33

97,603

6L, 140 23

lL7,316 65 ,

360

23

£

7

36

24

14

12

The

expendi

ture of the universities per student

is

much

higher.

In 1897 it amounted

to

563,584l.

for 13,306

stude

nts,

or, in round

numbe

rs,

to

7/17/2019 Engineering Vol 72 1901-08-16


222

about 42l. per student.

Of

t

hi

s

amount

the

Prussian

State contributed

by

far

t

he

greater

amount-J.bout 4 l2, 683l., or 31l . per student.

Ac

co

rding

to the eminent chem ist, Professor

Fischer, Germany possessed in the year 1897

4000 thoroughly-trained chemists, who had

passed

throug

h the

full

coursesof th

eunive

r sit i

eso

r technical

high sc

hools.

Takin

g

into account unavoidable

omis

sions, and

the further increase

for the last three years,

the number for the prese

nt

year

may

be

estimate

d

at 4500. This es t

imate applies

to ch

em

ists residing

in

Germany the nu mber of German

che

mists in

for

eign

coun t ries ranges p rob1bly from 700 to

1000 ; it

does n

ot include, further,

professors, lec

turers, and ass istants

a.t

universi

ties,

technical high

schools, &c., and private c

hemi

sts.

f

all these

were included,

it is

estimated

tha t the number

would be about 7250.

During the past twenty-five

years

the number of

chemical works in Germany has doubled

it

self, and

the nutnber

of t r ~ i n e d

chemists

in

chemica

l works

h as

increased

fr

om

1700 to 4500.

Still, with

all,

ch

em

ical industr ial circles in

Germany

ar e by

no

means

sa tisfied wi th the great progress

and

measure

of success already attain

ed

, and a

re

actively

endeavouring

to increase t he present facilities

for

technical

education . A visible result of the

success

of

their efforts is shown

by

the decision of

the Pr u

ssian Governme

nt to

erect two n ew technical

hi

gh

schools in

Pru

ssia-at Dantzic and Breslau,

and the German

Soc

iety

for

App

li

ed

Che

mi

st

ry

are

urging that 1nore attention be paid to chemical

t echnology at the universities. The

same

ques

t i

on

occ

upied

a

prominent po

s

ition during the

transactions of the Gern1an Socie

ty

for the pr

ote

c

tion of

Chem

ical

Industries,

and it for warded a

ver

y strong represen tation

to

the

Mini

st

ers

of

Education and Finance on the subject. His

Majesty, the Emperor William II. , has always

ma

nifested

a

deep

appreci

atio

n of

the vita

l

imp

or t

ance

of technical ed u

ca t

io

n,

and the progress of

science and chemical and

tec

hnical

ind

ustries,

and both h e and the King of

Wiirtember

g

have

practica

lly recognised t he new technical

hi

gh schools as being on

the

same

level as

the old universities, so that Ge

rman ed

uca

tiona

lism

h

as

now attained a

certain

measur e

of success in the last of its three great

hi

storical

periods

: The

appearance

of the universities . as a

li

v

in

g

protest against

the d

reary

a

nd f r u 1 t l ~ s s

scholasticism

of

the

Middle

Ages ; the

founda tiO

n

of

academies with the princ

ip l

e

of ex

peri111ental

r esearch

as

t

he

b

as

is of na tural sciences ; and,

finally, the

creation

of te?hn ical .

the principle of systematte appltcat10n of SCientific

methods

to the service of mankind .

The gr

owt

h

of

the Ge

rm

an chemical

indu

stries

h as

advanced

hand-in-hand

with

the progress and

discoveries

made

in chemical science, and the in

creased facilities for c

hemi

cal

instruction.

The annals

of industrial progress show few examples of ~ c h

an

intimate relationsh ip between pure and ap phed

science. Th e chemical

indu

st

ries

in G

ermany,

in

common

with ot

her indu

stries,

were slower in t he

ir

d

eve

lo

pme

nt du

ring

the first

half

of the ~ i n e t e e n t h

century

compared

with France, the United

Kmg

dom

and

the United States ; but they recovered the

lost 'g round with great rapidity during

the

latter

h

alf

of

the

ce

ntury. Th

e

pr

og

ress

made

at

first

was

ve ry

slow, as the c o m ~ e t i t i o n of the

Briti

sh

acid

soda

and

othe

r chem

iCa

l works was

keen

ly

fel t.' A i d ~ d by the

availability.

?f cheap raw

materials, coal, and

cheap

condtt10ns of

port

the United Ki ngdom was for a long t1me

enabl

ed to underse

ll

Ge rman

chemical .p r

od

uc

ts

on their own markets.

In the meanttme ne

w

develo

pm

ents in pure

c h e m i s t ~ Y

had taken place

th r

ough the

ra

searches of Britts

h,

French, and

German chemists,

and

they were

fu

lly taken

advantage of

in

Germany.

Fo

r the last twenty-five

years Germa?- m i c a l

industri

es ha:ve ad val?ced

irresist

ibly In

sp1te of

many

grave

Inner

crises,

until they ' have a

tt ained

at

the pres

ent day the

f

oremost

place in the

w?rld

.

~ h e work

of

exp

an

sion

and completion st11l . n ~ t n u and

all t ~ e

l

atest

discove

ri

es

are

fully ut ihsed . Expressed.

In

figures

the

importance of

the

German chemteal

indust;ies at

the

pre

sent d

ay is

best

shown by

~ h e

fact

that

in 1897 the total

annual

productiOn

amoun

ted

to 47,391,132l.

We cannot follow the report t h r o u ~ h the

graphs which show the progress

made

In the vart?us

branches, but these should .he carefullr studi

ed

by a

ll

who are specially In terested In. t h e ~

They

include every

depart

me

nt of ch

em10a

l 1n-


dustry

and a car

ef

ul pe rusal of the r

eport

suffi

cientl

y de

monstrates

tha t t

he

sums e

xpended by

the

Germ an

States

up

on chemical inst

ruc

t i

on

h

ave

been amply

repaid by th e

creation

and

rapid

growth

of m

ost

important

ch

emical

industries

and the

add

i

tion of large sums to the total of

national

wealth.

Ge rmany has been enabled, by means of the

thoro

u

gh

chemical

in

st ruction affo

rded by

her uni

versit

ies

and te

chnical

high

schools,

and

t

he

sound

preli

minary scholastic education of her

studen ts, to rise

within

the

la

st fifty years to t

he

front r ~ n k in chemical indust

ri

es, and

no

t on ly

to render herself

indepen

dent of

man

y

im

por ts

from foreign countries,

but

also to deprive t

he

la

tter

of ma

ny lucra

tive

branches

of chemical manufac

ture, a

nd

to

subsh

itute her own in their

stea

d.

Having attained

the high

est posit

ion in the world

in chemical .indust ries, she is

not abating

her efforts,

conte

n t with t he measure of reward which has

fallen to

her

share . On the

contrary,

it is univer

sally

recog

nise

d th

at

the effort s

made hi

th

erto must

be

incr

eased, and more ca.refully and judiciously

ap p

lied, if the Ge

rman

chemical

indu

st ries

are to

mainta in and stre

ngthen

their p ositi

on

in the future.

We comm end the

report,

of

whi

ch we have g iven

some of the most salient

points,

to the attent ion of

those who are engaged in the higher

tec

hnical

ed

uc

ation

a

nd

to all inter

este

d

in

the progress of

ou r chemical ma

nufactu

res.

INDI

AN

COAL.

IT

appears

front

the

a

nnual

r

eport

of

Mr.

n o r ~ Dir

ector-General of

Stati

stics to

the

Indian Govern ment, that the high prices of Eng

lish coal' l 'ave led to a great cur tailment in im

ports,

and th at what was lost to E ngland w

as

gained by

the Indi

an p roducers.

Im p

or ted fuel

is cons

umed

chiefly in the

Bombay spi

nning mills,

a

nd no

do ubt the depression

in

that

indust ry

had

somet

hin

g

to

do

with

th e decrease,

bu

t

Mr.

O'Conor asserts that

it

was the high

range

of prices that

in the

main st

im

ulated the pro

duct

ion

and consumpt

ion of the

nat

ive article,

the

cotton

mills themselves increasing the

ir tak

ing

s. The coal outpu t was 6,095,000 tons, of which

541,445

tons

were exported, chiefly to Colombo,

though consignments were sent also as far as

Sue

z

the Ea

st

African Coast, Java, and Sumatra .. The

imports

were

no

more

than

1

27

,318

tons

; whereas

in 1893,

when

the

Indian

min

es

yie

lded

2,530,000

tons, they

reached

540,000 tons. I t is stat

ed

that

the

shipmen

ts

abroad

would

probably

have

be

en

considerably la rger if the carriage of coal from the

min

es

to

Calcu

tta

had

not

been

imp

eded

by

the

want

of railw

ay

trucks. Moreover, the facilities

at Calcu

tta are

n

ot

adequatl3, though

it

must be

a

ll

owed that they are being increased. With the

two new b

er t

hs

under construction, i t will soon

be

possible to deal with 1,800,000 tons per annum by

manual

loa

ding

only. I t is proposed, however,

to

provide mechanical appliances, which, i used at the

two berths only, would then enab le

six

ber t

hs to

ship

2,100,000 tons

per

annum.

f installed at a

ll

the

si

x berths, the expor t capacity will riso to

3,600,000 tons a year. This is looking some way

ahead,

to be

su re, but that is a policy

not without

its recommenda t ions.

The Indian

railways

are the

l

argest

consumers

of native coal, and every year they are using

more and more,

the

annual

increase being quite

o

ut

of

proportion

to

the

growth of

new

mileage.

In

the

pa

st five years

their

consumption has

gone up by about 750,000 tons. According

to

the

existing programme, over 1000 miles of new

lin

e

will

be

opened

annually

for some time to come, so

the

demand for coal

must

increase. Indian collieries

therefore

may

ex

pe

ct to be

called

upon

to

incr

ease

their

output

ver

y largely, especia ly as the

x ~ o ~ t d u ~ y

in Engln.nd on a

ll

coal produced In Great Br1tain wtll

affect sh

ipments

. Some of the railways actually con

trol mines in their respec tive spheres of influence,

a

nd

though

the steamin

g qua

li

ty of the

En

glish

ar t

ic

le

is

much

supe rior

to even the best

Indian,

it

is

found that by an

adapta

t ion of furnace

ba

rs,

the

latter comes much the cheaper.

How very im

portant the ma tt er of cheap fuel is to the econo

mical w

orkin

g of a railway may

be ga

uged from the

fa

ct

that the

East

In dian Railway, which has the

adva

nta.

ae

of a

ver

y

cheap

coal

suppl

y, can

work

its t raffic at

an

average

expenditur

e for fuel of

0.71

ann

a per t rain-

mil

e, while the

North-Western,

the Bombay-Baroda, and the Madras railways

cannot keep

this

expenditure at less than 4

annas

per train-mile . Ten

years

ago the only coal

ob·

[AuG. r6, 1901.

tained

outside Bengal came from the

Makum

mines

in Assam and the Singa reni mines in Hyderabad.

Si

nce then new fields h

ave been

exploited in

the

Punjaub, in the

Cent

ral Provinces,

in

Baluchistan,

and

in

Burma;

an d though the

total

yearly produc.

tion

from these sources does not at t he present time

reach

big

figures, the re cord is

one

of steady pro

gress.

This opening out of coal mines in different

pa

rts

of

Indi

a is

taken

to

be

a very hopeful sign for

the

future

working of Indian railways . Further,

new di

scove

ri

es are

bein

g made, a

nd de

posits

already known

are

being

rendered

easily accessible

by

the

extens

ion of rail ways. Only a few days ago

the

reported discovery of coal in Eastern Bengal

was confirmed, and, according to t

he opin

ion of

an

expert

who has rece

ntly re

t

urned

thence, it

should have a great effeet

up

on

the

prosperity

of tha t country. "

In

the Daltonganj coalfield,

reported

up

on for the Government

by Dr.

Saise, is a large quantity of good useful fuel

.fib

for locomotive and steaming purposes,

and

th

era

is a much larger

quantity

of good br ick

burning

and

lim

e-

burnin

g coal in these coalfields

at comparatively sha

ll

ow

depths. Mor

eover, there

are several million tons of su itable to

take

the

place of wood and charcoal as fuel,

but

which has

n

ot

yet b

een admitted to

be

suitable for

general

ste1ming purposes, although

Dr.

Saise considers

that

when

the

driver

s of locomotives have studied

his coal

and

l

ea

rn

ed the

best

method

of

bu

rning

it, it will also be found to be an excell

ent

steam

ing article. Altogether, Dr. Saise estimates that

there

a

re about 95

million

tons

of good workable

coal avai

la

ble in the

Rajhera,

Mirae,

and

Singra

seams (50 million tons in t

he Raj

hera seam being

excellent locomotive, general, and steaming coal),

be

sides about 20 million tons of inferior coal

bet we en Dar

gaot

i

and the

Jinjoi rivers.

Th e coalfields which have

furni

shed the main

supply

hi

t

hert

o are situat ed in the reg ion bounded

by

the Ganges on the north ,

exte

nding

be

yond the

Godavari on the sou th, and

fr

om east to west

stretching from the neighbourhood of Calcutta to

some dis tance

fr

om the

Narbada. Nearly

all

the

coals

ha

ve come from one geological fo

rmati

o

n,

ca

lled Damud

a, from the

name

of the

ri

ver

(Damodar), in the valley of which the principal

seams occur. I t is the same as that of the Austra

lian

beds, and

differs

very

little

from

the car

boni

fer ous grou

ps

of

bed

s

in Europe.

Bu t

the

coal

is

very different in consequence of

it

s exce

ss

ive

laminat ion, and it contains from

10

to 30 per cent.

of

as

h, the

proportion

of fixed

carb

on ra rely ex ·

cee

din

g

60 per cent. and

ave

ra

g

in

g

52 per cent.

The

fie

lds

m

ay be

classed in four groups. First

come those of the

Rajmahal

Hills

and Damuda

Valley. This field commences

about

120 miles north

west of Calcutta, and is 18 miles by 40 miles ; the

coal availab le has been roughly

estimated

by Dr.

Oldham

at

14 QOO OOO

tons.

The sea

ms

vary

in

thicknrss

from 4 ft. to 35 ft . Th e coalfi elds in

the

Damuda

Valley, including R aniganj, form a

belt of coal-bearing rocks

extending

150 miles,

and

occupying 15,000 square miles of coun t ry. Over

at

least

half

this

area

workable seams of consid

erab

le

thickness occur

within

1000 ft. of the su rface, but

th

ere

is a gr

adual dimi

nution in thickness of th e

coal-bearing formations to the westward. \Vh

ere

the

Damuda

format ions attain their gr

eatest

thick

ness they consist of two groups,

th

e upper one

5000

ft .

and the

lower

2000

ft . th i

ck

, each con

taining several sea ms of coal.

The Kurhur

bari coalfield, in the va

ll

ey of the Barakar, a

tributary of the Dam uda, and covers

an

area. of

18 square miles ; the collieries belong to the East

India

Rail

way.

Th

e second

group

of coalfields

consists of a

number

of

bas

ins

scattered thinly

over

an

in1

mense tract of the wildest

country

in India

and few have

been

t horoughly

exp

lored-Rewah

Sirgujah, Chota

Nagpur, Talchir, &c. The seams

are in some districts thin, presenting coal of

poor qua

lity

.

Th

e t

hird

gro

up

is

in

c

luded in the

Na

rb

oda Valley

an

d

the Satp

ura Hills. I t is

believed tha t a l

arge

quantity of coal exists there,

and tha t the

quality

of much of it

is

li ttle inferior

to that of Raniganj. The

fourth

gr

oup

comprises

the

fields

in

the

valleys of the Wa

rdh

a

and

Goda

vari.

Workable

coal is known to

exist

in several

localities- inferior to that of R

o

niganj,

bu

t good

enough for railway purposes.

t

is

estimated

that the

W

aro

ra beds ,

in

the

Chanda

district, con

tain

5,000,000 tons available. More

ex

haustive surveyR

in

recent years have resulted

in

the

discovery of

ot

h

er dep

osits,

and

now t

he on

ly

parts

which do n o ~

•

7/17/2019 Engineering Vol 72 1901-08-16


AuG. 16, Igor.J

contribute to the supply are Bombay, the North

\V

est Provinces and Oudh, Rajpu tana, Mys

or

e, and

l( ashmire. Coa.lmining is carried on in India.

under conditions very different f rom those prevail

ing

in England. In

the

first place

the

depth of

Indian mines is insignificant when compared with

tho

se with which English people are familiar, while

in many cases the so-called mine is no thing more

than

a tu nnel

running up

in to

th

e

side

of the hill.

Fi r

edamp is also very seldom encountered, and

accidents of a futal or serious nature are of sin

gularly rare occu

rr

ence.

THE POSITION OF THE ARSENIC

INDUSTRY.

THE hand

of fate seems

about

to fall somewhat

heavily upon an

industry

which during the l

ast

thirty

yearA

or

so has e

st

ablished itse lf as one of

impo

rtance

in one corner of our island-Cornwall

to wit. In the spring of last ye

ar

we gave a de

scription of the rise

and

progress of t he manufac

ture of white arsenic, special reference being made

t o the imporbant mine known as the Devon Great

Consols, and situated a few yards out of Cornwall

proper.

The

why we

revert

to th e subject

again is b e c u of t

he

changed condition of atfairs

which ha<J come about owing

in

the main to foreign

co

mpet

it i

on

, a f : ; ~ c t o r which,

though

long reckoned

with in the copper

and

tin industries, has only

qu ite rece

ntly

become of

the

first

imp

ortance in con

nection with arsenic. Time was when Cornwall and

Devon supplied

a very l

arge fr

ac t

ion of the r

eq

uire

ments of the civilised world in arsenic,

but

th is can

no longer be asserted . One important market, that

of

the Uni ted States,

ha

s been almost closed owing

to home production,

and

fur t

her

American exports

may be confidently ant icipated, if, indeed,

they

are

not already a f

ac t

. Nor is this

by

any means the

only source of

British

imports of arsen ic, for there

recently ar

riv

ed

in the Mersey a cargo from Por

tugal, while

Spain

and Be1gium may now also be

added to the list of producers for home require

ments, i they are not about to enter the a rena of

export

ing countries. This state of affairs having

occur red, it will not cause surprise when we

state

that the price of white arsenic haa steadily declined

within the ]ast year or two from 24l.

to

under 16l.

per

ton,

at which figure

it

no long

er

remains a

profitable business to carry on. A partial res

ult

is

to be seen in the recent closing of a mine,

and

we

can

hardly

be accused of

undue

pessimism in pre

dicting

that

the directors of other concerns will

have to take the exist ing condition of f f ~ i r s into very

se

ri

ous consideration. Th e new competition is so

real, and ita potentiali ties so great and alarming,

that it would be fatuous in

the

last degree

to

atte

mpt

to

minimise it or

to

place

it

in

the

same category

with

that which has so long

existed

in Saxony, bu t

which

the

difficul ties

attendi

ng tr an

sport

hav e acted

so largely

in rendering

nug

ato

ry.

I t

might be

thought

by

the academic

reader

that the increase of

population and of t rades and manufactures would

necessarily mean an increased demand for products

such as arsenic; but,

unfortun

ately for those chiefly

intere

sted, the f ~ c t s do not bear out

this

surmi

se

;

indeed, we th

ink

we are perfectlv cor

rect

in saying

that in proportion

to

t he increases referred

to

above, the consumption of arsenic is in a diminish

ing ratio. Manufacturers who at one time em

ployed

it

as a chemical

agent

have ceased doing so,

having

taken

advantage

of t he advances which

chemical science has placed at their disposal to use

in its stead bodies which are at the same time

cheaper and non-poisonous. To meRtion only one

case where a substitute has been found for white

arsenic, we have the manufacture of magenta from

aniline. So

far

t

he

use in the pottery trades shows

no signs of diminution, but it would be too

much to expect that patriotism will show

it

self

here

to

the extent of paying a higher price for

the British article i a material of similar quality

can

be

brought

from

ab

road. This idea may be

given

up at

once

as ch

imerical,

and

t he arsenic

m ~ n u f c u r e must recognise t his and look in

ot

her

directions for a means of escape from the disaster

that is threatening.

I t

is o

utside

o

ur

present

purpose to attempt the giving of advice to those

who are themselves from long personal acquaintance

with t he subject able to call up the reserves of t heir

own knowledge to

mini

ster

to

present needs; but

all the &ame, it may not

be

deemed too presumptuous

to refer to one or two points in t

he

manufacture which

have a

distinct

bearing

up

on the situation,

and

the

Jl'lOdification of which

might

a long way to w&rd

E N G I N E E R I N

G.

off the threatened blow. One such point is con

cerned with the need for a more equitable adjust

ment of mining royalties and

ot

her land lord righ ts ,

which, in an industry which has perforce to struggle

for

its

conti

nue

d existence, should, it seems to us,

undergo modification from time to time, so as

to

harmonise with changed conditions.

The subject

is

too wido, of course,

to

be more than cursorily referred

to here, but that it is of

importance

with reg

ard to

the

success or failure of mo

re

han oneCornish indu

st

ry, no

one who has liste

ned

to what those pr imarily affected

have to say on the subject can

hav

e any doubt.

3

Not tha t the efflux of time may not bring about

a

brightening in the s o m b r ~ o u ~ ~ o w ~ t e n t over

this region of the Corn1sh m1n1ng horiz

on

; our

opin ion, as expressed, is based on the ~ a c t s of to

day ; with what

the future ha

s in store

1n

the way

of changes we are not, .of cour.se, here

c o n c e r n ~ d

nor ar

e we disposed to Indulge In prophecy.

Exi

st

ing

facts

ar

e sufficient for

the

moment,

and in the

face of

these

facts we are

quite

unable

to

draw as

bright a picture for t he future as those who are

interested

in the maintenance of Cornish indus

tr

ies

would fondly desire.

With t he present reduction in selling price and

the

extre

me improbabili

ty

of a

return to

old figures,

it becomes a matter of the fi rst consequence to see FOREIGNERS ON BRITISH SHIPS.

whether

the present

cost of production cannot be As

the

British mercantile marine is

to

a large

reduced. We imagine we are not far wrong in extent manned by sailors from abroad,

it

is some

giving 16l.

per ton

as

the

coat of producti

on

at the t imes importnnt for the shipowner to consider

the

present

time, where

the

arsenic is the principal, if, of the foreigners

in

his employment. I t

ind

oed, not

the

only

body

produced.

In the

early seems that an

English

ship on

the

high seas is re

days of the

indu

stry

it

was always a by-product of gar

ded by

the law as a piece of

English territ

ory,

t he

tin

industry,

and in

th is case, as well as in and

that

the Lascar, or the Norwegian stoker , can

such cases where the o1·e arsenical pyrites was claim the protection of laws which have been

ready to hand, having been thrown on waste heaps made for the protection of our own sailors.

I t

may

as useless dross, a much lower selling price than be that the very existence of th is protecti

on

is one

that which obtains now yielded a profit.

In d

eed , of the causes which operate

to

fill the for ecastle of

it has

be

en sold at as low as 6l. per ton, with yet

the

British trading vessel with alien crews. The

a margin of profit. At

the present da

y, when all following cases seem to indicate

that,

whereas in

the waste heaps have been utilised, and when the some in

sta

nces protection is only afforded

to

foreign

production

of tin

ha

s so sensibly declined,

it

would sailors when similar advantages are offered

to

our

be

quite

impossible to

pr

oduce a

nd

sell

at

a profit seamen

in ot

her ports,

in

others advantages are

at

anything

lik e t he low figure just quoted, though confe

rred

upon foreigners

without any

correspond

a reservation oug

ht,

perhaps,

be

made

in

rega

rd

ing privileges being assured

to

British

subj ects.

to the possible resusci

ta t

ion of the tin indust ry on In the case of Poll

v.

Dambe, which came before

lines more consistent with modern developments the Divisional Co

urt

on Ju ne 13, the question was

in metal mining. The attempts to bring

Co

rnish whether i t is an offence

under the

Merchant

mining up

to

date have not so far proceeded rapidly Shipping Act of 1894 to persuade a foreign se

an1a

n

or

given results which may be taken as a

sure

basis to

desert

from a for eign ship, while such ship is

for prophecy, but

an

optimistic tone prevails

in

lying in

an

English port. I t appeared that

in

some quart ers

as to

the possibility of reopening December, 1900, a Russian vessel named the

Lennox

certain abandoned properties with advantage.

wa

s lying in the West Dock at Cardiff. A boarding-

Efforts in this direction, having for their main master named

Poll

induc

ed

one Pilde

r, a

foreign

purpose the production of tin, may prove to be a seaman lawfully engaged on th e Lennox, to leave

powerful factor in arr est ing t he decay of the arsenic t h ~ t vessel and to join an

ot

her ship, where he would

industry ; a decay which the stern logic of facts be

in

a position to earn better wages. Pilder

compels us

to

consider as imminent . We under- having desert ed,

Poll

was arrested and brought

stand

that though only one wo

rks

has actually befo

re the

stipendiary magistrate at Cardiff, charged

closed its doors owing

to

the

current

depression,

under

Section 236 of the

Mer

chant Shipping Act,

others

are

keeping open not because of t

he

profit 1894, with having un lawfully persuaded

Pilder to

they are milking, but from

the

existence of causes

desert

from his ship. I t was argued before

the

which

appertain

in

lik

e cases to many

indust

ries. magistrate

that

he had no

juri

sdiction to

try

Prominent among t hese

are

a hope

that

better the case,

ina

smuch as Section 236, being within

times may speedily arise, and the difficultyof getting Part II. of the Act of 1894, was restricted

together again the requisite sk illed labour when in its application to seagoing ships regis tered

such has been allowed to disperse, either to seek in the Un ited Kingdom, and seagoing British

similar employment elsewhere

or

to expend

it

s shifS registered outside t he United Kingdom.

energy in more congenial spheres.

With

regard

to

The magistrate was of opinion that Section

this last remark,

it

is needless to emphasise the fa

ct

236 was applicable ; that

he

was bound by the

that the lot of

the

arsenic worker,

and

more par- decision of t he Divisional Court

in

Reg. v.

Stewart

ticularly of those whose du

ty

it is

to

re1nove the (1899, 1 Q.B. 964),

and he

accordingly convicted

irritant powder

fr

om the condensing flues, is

not by

the man Pilder, who appealed to the Divisional

a

ny

means a desirable one from a hygienic stand- Court.

I t

is provided

by

Section 236, sub

-s

ection

point. Modern fac

eo

ry legislation has certainly 1, of the Merch ant Shipping Act, 1894, as follows:

done a good deal to minimise evils which were I f a person by any means whatever persuades,

notoriously prevalent in former years,

but

even

or

attempts to persuade, a seaman

or

apprentice to

with the most efficient means of protection which neglect or refuse

to

join or to proceed to sea in or

are available, immuni

ty

from disease cannot be de- deser t from his ship,

or othe

rwi

se to absent

him

pended

upon. I t is only f

ai

r to say that t he self from his

duty, he

shall for each offence in

masters have entered very thoroughly into the respect of each seaman or apprentice

be

liable

to

a

re f

o

rm

s which legis

la

tion has imp osed, and

it

is a fine not exceeding 10l. I t will

be

seen that th

ere

common obse

rv

at

ion

that failure

to

use preventa- are no words

in

t his section which limit

its

a.ppli

tive means to

their

full

exte

nt

ha

s very

fr

eque

ntly

cation

to

British

s

hip

s.

n

an

othe

r

part

of t

he

to be attributed to the workmen who,

in

matters Act, however (Section 238), where it appears to the

almost of life and death, are frequently the very per- Crown

that due

facilities are or will be given

by

sonification of carelessness. Repressive legislation the Government of

any

foreign country for re

is frequ

en t

ly urged nowadays as a

pr

ominent cause covering and apprehending seamen who desert

of depression

in

our industr ies, and comparisons to from British merchant ships in

that

country,

our detriment

are often drawn in respect

to

condi- t

he

Crown may, by Ordinary Council, di i·ect that

tions prevailing ab road, but in t he case of

the

arsenic

this

section shall apply; and where

it

applies, and

indus try this contention does not seem to have been a seaman deserts when with in any of the

King's

put forward, and we are glad to see that this is dominions from a mercha

nt

ship belonging

to

a

t

he

case. In presence of the dominant factor of s

ubject

of t hat country,

steps

will be

taken to

foreign

production it

would

certainly

seem futile assist

in the apprehension

of that

deserter. In

to seek for other causes f

or

the present depression.

ot

her words, it is provided that

un l

ess the

Govern

-

There can be no useful purpose served by blink- ment of a foreign country shows a dispos

ition

to

ing the facts which are so faithfully reflected in the aid in the apprehension of an English deserter, the

current market quotation, and, albeit it would be laws of th is coun

try

will afford no protection to the

much to our pleasure to do so, we are quite unable owners of vessels flying the flag of that foreign

to join hands with those who profess to see n

ot

hing country

in

our ports. In t hese circumstances,

really alarming in the f

act

that

a

re

cent contract Alverstone, L.C.J.,

Phillim

or e and La.wrance,

for

white

arsenic was placed

at

15l.

10

s.

per

ton.

J.J.,

came

to

t

he

conclusion

that the

conviction

This pessimism may possibly

be

ill-founded, bu t could not be supported . Mr. Justice Phillimore,

it is unden iably based

on

indisputable facts, which who delivered the

judgment

of t

he

Court, said :

do not seem

to

afford

any

loophole

by

which those ' '

We

come

to

the conclusion that the offence of

who wou

ld

think otherwise can effec t their escape . dese

rtion

from a foreign ship is

pun

ishable only

•

•

7/17/2019 Engineering Vol 72 1901-08-16


•

•

224


u n d ~ r Section 238,

an

d only in cases where that in the course of his j udgment in that case, said :

sect10:a has been applied by Order in Council.

"There

can be no doubt that had the deceased

· · ·

We

ground our

?PO the

fact that been an English subject this action would have

P ~ r t II. of ~ h e M e ~ c ~ a n t Shtpptng Act , 1894, con- lain,

notwit

hstanding that

the

negligence a

nd

death

ta.1ns

a

s p ~ 0 1 a

p ~ o v i s l O n for the case of desertion l both occurred upon the high seas. ,

from foreign shtps, and has thus shown that its

general provisions are limited to desertion from

British

ships.,

There is

not

likely to be much controversy as to

the

wisd01n of

the

law which,

by

a somewha t round

about 1?-ethod, has forced the j udges to

the

above

n ? l u

s 1 0 ~ . I t

would be

in

.the highest degree in

equ

it

able If 1nen of

other na

t10

ns

could

en t

ice mer

chant sea men from their employment in

Briti

sh

ships with impunity, while foreign shipowners

calli.ng at ports ' "ere afford ed ample pro

tectiOn : espe01ally at a time wh

en the

dear th of

capable seamen is a constant sou rce of trouble in

the mer?h

ant

service. The principle laid down is

not

en t

irely due to the Merch

ant

Shipping Act.

In the. old case of Lea

ry

v. Lloyd (29 L.J.M.C.

194) It was decided that the sections coming

under the head of "Discipline "

in

17 and 15 Vict.

c.

104

(being

the

Merchant

Sh

ipping Act of

1864)

have reference to

Briti

sh sh

ips

al

one;

a

nd

that

Section 257, which is parallel to Section 236 of the

present

Merchant Shipping Act, r

en

ders liable to

a

penalty

every person who wilfully h

ar

bo

ur

s

or

secretes any seaman or appren tice who has dese

rted

from his ship;

and in

or

der

to convi

ct

an offender

under

th

is Section,

it

must be shown th

at

the vessel

deser

ted

from is a

British

ship ;

and

inasmuch as

by Section 19 every British ship must be registered,

and no ship thereby r equir

ed

to be registered shall,

unless registered, be recognised as a

British

ship,

p ~ o o f that the

sh

ip is registered must also

be

given,

either by the production of the original register,

or

by

an examined or certified copy of it.

In

Davidson v. Hill, which was heard by I<:en-

nedy

and

Phillimore, J J ., on June 18, i t was

decided t

hat

the

pr

ov isions of Lord Campbell's

Act

, which, as is well known, give to a widow t he

right to sue t hose through whose negligence

her

husband has

met

with his dea th, apply to the case

of a

foreigner who is k illed on board a

British

ship

on the high seas by the negUgence of

th

e servants

of the shipowner, a Bri tish subject. Mr. Ju stice

Kennedy,

in

deliYering the judgment of the Court,

said : I t seems to me, in all

the

circumstances of

the case, and looking at the

subject

matter, more

reasonable to ho

ld

that

Parliament

did

in

tend

to

co

nfer

t he benefit of this legislation upon foreigners

as well as upon British subjects; and certainly

that

as against an E nglish wrongdoer foreigners might

maintain an action under the statutes

in

question

. . . If she

cannot

enforce her claim, we should

have this anomaly, as it seems to me- if a foreigner

and an Englishman serving on the same ship were

both drowned on the high seas by

the

same colli

sion, negligently caused by

an

English vessel, the

widow of the one could,

and

the widow of the other

cou

ld

not, obtain from

the

owners of the ship in

fault that reparati

on

which o

ur

legislation in these

matters has declared to be just."

While therefore the representatives of a foreigner

who has met with his death

on

a Rritish s

hip

may

claim compensation in English Courts, it is by no

means certain that the relations

of:

a British sub

ject who has

been

killed on board a fore ign ship

will

be

t r

eated

in

the

same way.

At

any

rate ,

no

action of this kind can be brought

in

the English

Courts.

n the case of Se ward v. the 0 wners of the

Vera Cruz (1884),

10

A. C. 59, the plaintiff was

a British subject resident in Lancashire. The de

fendant was

a

subject of the

King of

Spain, and

resident in Spain. He owned a Spanish vessel

named the Vera. Cruz, upon which the husband of

the plaintiff met with his death on t he high seae.

The V

era

Cruz being subseq uently in t

he

port of

Liverpool, an attempt was made to obtain dam3.ges

in

an action against the ship. The House of Lords

decided

that the

then Co ur t of Admiralty had no

jurisdiction

to entertain the

claim.

Th e above-named decision of the Divisional

Court

in

Davidson

v.

Hill has the e

ff

ect of re

vers ing Adam v. British and

Foreign

Steamship

Company (1898, 2 Q.B. 430), where it was de

cided

that

the repres

e

ntativ

e of

an

alien, whose

death on

the high seas has been caused .by

the

negligence of a British subject, ca

nn

ot m a n : ~ -

tain an action for damages un der the Fatal Acci

dents Act,

1846,

known as Lord

qa. ll

pbell's

A c ~

when such

representat

ive was d o m i C t l and e s i -

dent in a foreign country. Mr Tushce Darhng,

T

ECHN

IC

AL

EDUCATI

ON.

FoR many years past t here has been a conflict of

opinion

in

t his

co

untry as to the best way

in

which

we c ~ n sec

ur

e a fi t ting tec hnical tr aining for those

who are to direct our great indu

st

rial enterprises.

The contempt

for scientific

kn

ow ledge which was

characteris tic of

the

majo

ri ty

of factory

propr

ietors

in t

he

past is being g r a d u ~ l l y modified, partly be

cause they have learnt not to expect too much from

th e student fres h from

co

llege, an d pa rtly, we

trust,

because the latter is less certain

than

his

pr

edecessors that a training in applied physics is,

pe · se

sufticient to constit ute hi m an expert

in

the

management of a workshop. n

the

one case

the

em

ployer no longer considers a youngsber a fool, be

cause in certain everyd ay details of the business his

youngest apprentice kn ows more than his

new hand, wh

ilst

the latter is less given

tha

n

his fellow of some years ago to assume that

a grey-ha

ir

ed foreman is an u tte r ignoramus

becausa

he

may be unable to compreh

an

d a

simple algebraical formula. In

~ c t

very few

would now declare technical education to be the

useless , or,

in

deed,

per

nicious luxury th

at it wa

s

n

ot

uncommonly considered some fifteen

or twent

y

years ago ;

but

we h ~ v e npwad ays rather to fight

against a

te

ndency to overva

lu

e it, at least amongst

t he general public. In c

erta

in departments of

indu

st

ry

it is

pr

obably impossible to overrate the

importance of scientific direction. The chemical

trade is

most

assuredly a case

in

point.

In

other

directions, however, such as, for example, the

design of machine tools, the essential to t he

introdu

ct

ion of importa

nt

improvemen

ts

is a

large

exper

ience in the shops

and

a taste for

experiment

;

whilst even an extensive know

ledge of theoretical principles adds li tt le,

in

this case, to the

effic

iency of the designer.

Considering in how few cases draughtsmen are

given facilities for experiment, and how seldom

t hey have had a really intimate acquain tance with

the

management of tools, they have, on the whole,

done remarkably well ; t hough we fancy we are

correct

in

stati

ng

th

at pr

act

ically all the

important

new depa

rtur

es have originated

in

the shops, and

not in the drawing-office. Maudslay, Nasmyth,

vVh itworth, and Bodmer were all most capable

workmen,

and

the same is t rue of Spencer, the

man who produced t

he

first sa tisfactory automatic

screw machines.

In

other fields of indu

st

ry revo

lu tions have frequently been the work of outsiders,

but

in

the

special department of machine-tool ma

nu

facture they have assisted but litt le.

Chemical engineering and toolmaking stand

therefore at opposite poles so far as the value of a

trai

ning in theoretical principles is concerned ; but

between these limits there is a wide field, in which

the advantages of such a training are manifested

in

a

greater

or lesser degree

; but

opinions differ

wi dely as to what its character should be. For

many years the major portion of the public has

he

ld

the belief

tha

t the workm

en

were the ones

needing technical in

st

ruction,

and

we have conse

quen tly seen the in

st

itution of a system in which

nearly

1

millions sterling are annu ally app lied to

the main

tena

nce of a vast

ar

ray of second grade

polytechnics and science classes, whilst at the

same time there has been the greatest difficulty

in wrenching from the Treasury the highly in

adequate annuity with which

the Na t

ional Labo

rato ry has at length been endowed. I t is not

ilnpossible that as time goes on matters may im

prove in

th

is r egard. Some 30 years ago America.

was overrun with an enormous number of badly

equippe d and

m o s ~

i.nadequately un.i v.er

sities, since the m

aJO

ri ty of the ea.rher generat10n

of ' '

pi

ous " founders a

nd

benefactors loved

to

spread their m u n ~ f i c e n c e over a wide area an.d

to es timate the Intellectual standard of their

co

untry

r

at

her by the

number

of its schools

and

colleges

than

by their importance. In one case a

fortune of

40,000l.

was

bequeat

h

ed

for

equa

l divi

sion between t he schools of New

Eng

land, so t hat,

if

our

recollection serves us, each benefited to the

extent of some 403. Of late years we find more sen

sible views prevail, so that few even of the leading

European un iversities can n o ~ compare in wealth

with the bette1· e

nd

owed of theu compeers across tho

[Au

G

16, 1901.

Atlantic. Signs

are

no t wanting that similar views

are beginning to prevail here.

In

\Vales several of

the counties have had the

go

od sense to unite in

the

support of a single central institution in place

of each having its own county college.

The present waste of funds originates to a large

degree in political

and

social considerations. The

passion for equality

ha

s

ga t

hered strength of late

years, whilst the love of liberty has correspond

ingly lessened. Many people feel a certain resent

ment in a finely-equipped building being reserved

for the use of a few talented ind ividuals, which

would disappear were it given over

t:>

the teaching

of a s warm of elementary students. I t is probable

that with t imo a

nd kn

owledge this feeling will be

modified, and, indeed, it is ju

st

possible that the

smattering of eleme

ntary

science, which is now

being distributed broadcast, may ultimately pro

ve

to have been a necessary preparation to the proper

appreciation by the public of t he value of advanced

work.

Th

e curriculum of o

ur

schools has hitherto

dealt with words, rather t han with the facts of

natur

e, with the result t hat not one man in ten has

known anything of the material world around him.

Even at the present day clever boys are constrained

by the heads of our public schools to work on the

classical side, whil

st

the more stup

id

are shunted

to t he mo

dern

department, a

nd the

world is then

gravely informed that the best results are obtained

from an education on the traditional li nes . Whilst

the rever

end gentlemen

at

t he heads of these

sch

oo

ls a re endeavouring to delay education reform

by manreuvres of this somewhat discreditable

character, the polytechnics, though all but useless

so far as

an

y direct benefit to the industries of

th

e

country are concerned, are at lea

st

doing something

to spread some kn

ow

ledge of elementary science,

which

ultil

nate

ly may lead the population at large

to gradually recognise t he importance of providing

facilities for more advanced work.

I t may t hen become possible to persuade our

Treasury officials that a War Office chemist is not

wast

in

g the pa

tr

imony of the nation should he

d

ev

ote quite a large proportion of his t

im

e to

theor

et

ical r esearch

in

place of d evoting the whole

of i t to routine aQalyses.

NOTES.

THE NEW

CAR OF THE p ARI M ETROPOLITAN

RAILWA

Y.

THE

cars now

runnin

g on t

he Paris

Metropo

li t

an

Railway do not meet the r e q u i r e m n t ~ of the

service; among other points of detai l the doors are

found too narrow to allow t he rapid entrance and

exit of

the

passengers, a

nd

the doors of t he cars

now being built will be double the width, and

formed of two sliding panels. With regard to the

comfort of the passengers, however, the new cars

will not contain any improvements on the old type ;

the number of seats is the same, and a great many

passengers will still have to travel standing. More

over, ow ing to the alteration in

the

doors, part of

the seats at the ends of the vehicle near th e entrance

will be bracket -seats, made to rise up automati

cally,

and the

persons who will occupy them will

even then often be co mpelled to stand up to allow

the entrance and exit of passengers on crowded

occasions. One advantage of the new cars is the

ir

sh

orte

r l

engt

h

;

this will allow the forming of trains

with eight cars.

MoNIER

CYLINDERS

FOR BRIDGE F oUNDATIONS.

Amongst the selected papers published in a

recent issue of the minutes of Proceedings of the

In

sti tution of Civil Engineers is one

by

Mr. E . M.

de Burgh, M. Inst . C.E ., describing the use of

cy linders of armoured concrete for bridge founda

tions, which constitutes, we believe, a new de

parture in the development of t he Monier system.

Cast-iron cylinders, Mr. de Burgh states, have been

very largely used in New South Wales for

foundations

in

salt water, but a great advance In

the price of cast iron led him to consider

the

possi

bility of replacing this material by armoured con

crete pipes, which was successfully accomplished

at a great sav

in

g

in cost-t

he Monier cylinders

costing but 24s. per foot, in place of 3l., the cost

of cast-iron ones,

al t

hough

the

conditions were

not

specially favourable to the former. The cylinders

used were 4 ft . in diameter outside, a

nd

were

2 in. thick. Th ey were constructed in lengths of

3

ft

. in ., and were made up of one layer of steel

wire net ting of l t mesh and No. 16 gauge wire,

and two spirals of No . 8 gauge steel wire wound

7/17/2019 Engineering Vol 72 1901-08-16


7/17/2019 Engineering Vol 72 1901-08-16


THE

MESSAGERIES MARITIMES.

THI

great French company

worked

out a dividend

1900

at

the rate of 4 per cent.

per

annum. This

s perhaps no great result ; but account

must,

of

urse, be taken

of

the

dearn

ess

of

coal

and

the dis

of the

wo

rld's affairs which has

res

ul ted

the wa rs in

which

the

Unite

d K.ingdom and the

mt

ed Sta tes

have unfortun

at ely become involved

ring th e l

ast

three years.

We

mu st

not

forget also

troubled

condition of th e Extreme

East

through

1900.

The

company continues to steadily develop

ts

carryi

ng resources. In the course of la

st

yea.r

the

steamer At lantique was added to its fl

ee t

. The

t

l

antique

is

of

6907

ton

s

burthen,

while

her

engines

up to 7200 horse-pow

er

effective. In the

the pa.st twel ve months

the

Ava , a

p of 3361 tons burthen and 2400 horse-power,

withdrawn from t he company's ser vice; but

ing

th i

s withdrawal,

the

effective bur

of the company 's fleet was increased by the

of the Atlantique to 246,277 tons, and the

ective force to 207,550

hor

se-power. 1'he com

h

ave

now only one vess

el

in cour

se

of

construct

ion

t

La Ciota.t. This ship is int

en

d

ed

t o be employed

the Indo-China commercial line, whi ch requires

dditional

ca rrying re

sources. As a r es

ul

t 6f the

made

in the

course of

1900,

t

he

cost of

th

e

62

which

the co

mpa.ny

had in

service at

the

close

the year was carr ied to 6,647,888l

.,

or 133,40ll.

ore th an th e corresponding cost at the close of 1899.

furnishing, equipment,

&c

., stood at

the

close of

st

yea

r at 428,900l., or 27,

167l

. more

than

th e cor

esponding cost at th e close of 1899. The con

ion acco

un

t was, however, r

ed

uced l

ast

yea

r

o

the

exten t of 139,

4Q5l.

Altogether, t he expendi

ure on ca

pi ta

l accou

nt

made by

the

co

mpany

upon its fleet and t he neces

sa

ry

equipment amounted

t

the close of 1900 to 7,623,442l., reduced by allow

nces for

depre

ciation,

&c

., to 4,024,534l. This la tte r

otal

represents,

of course, the net book value of t he

fl

eet

a t

the close of 1900. The stor es

account stood

at

the

close of l

ast

yea r at

373, 735l.,

as compa

red

with

340, 131l.

at t

he

close of

1899,

showing

an

inc rease of

3,604l.

This

increase was large

ly attr

ibutable

to

t he

dea

rness of coal, although the council of adminis

tration

as been endeavouring to reduce coal stocks wi

th i

n

the

narrowest

possible limits. The expend it ure made

for buildings, too ls,

ap

paratus, &c

.,

stood at the close

of last year at 508,511l. , as compared with 509,078l.

at

the

close of 1899. The share ca

pi

tal of the

company remains

at

2,400,000l. The obligation

debt bad been reduced

at

t he close of last year to

2,331,9 60l

.,

as compared with 2,332,340l.

at

the

close of

1899.

The

deduction ma

de from

th

e profi

ts

of 1900 for depreciation of the fleet was 83,003l.

These

allowances re

pr

esente d 2 per cent. upon the

pr

oport

ionate va

lu

e of

the

fleet still to be redeemed,

aft

er

allowing for

the

cont ribution made for

the

year

o the sinking fund, formed for

the

redemption of

the

bligation debt.

Th

e depreciation dotation for 1900

was smaller t han

the

a

mount

wh

ich

the company

usually sets apart under this head,

the

council of ad

ministration considering th at,

in

view of high coal

prices and other excep

ti

onal circumstances, a little

batement might fa irly be made for t he twelve months.

he allowance for depreci

at

ion has e n e r ~ l l y been

calculated

at

5 per ce

nt.

of the

ini

tial value of the

and

pl

ant remaining to be redeemed.

~ h ~

st rict

pli

cation

of this

rule has

t.he effect of proVldmg for

ori

gina

l cost of the fleet 1n 20 y e a r ~

but

the

co.m

any

's experience shows that

the pe n

od of effeotlVe

t ilisation is r

ea

lly from

25

to

30

years. The tot al

llowances which t

he

company has made

out

of

evenue

fr

om t ime to time for

the

depreciation of its

leet,

pr

em

ises,

and plant,

am

ounted

at

t he close of

la

st

ea

r to 3,597 908l. The

in

surance. fun d was

in

ta ined at its former level durmg 1900, showing

reducLion of only 128l., as compared with 1899. The

reserve fund stood at the close of last year

t

240 ,000l. , or 10 per cent. of

the

company's share

.

The co

mpany

has now p a s s ~ d it s fift1eth year

working,

having be

en

o r g a r u s ~ d 1n Ju ly, 1851.

original

idea was

to carry ma1ls

and

passengers

France to

Constanti

nople, and t he company

mmen

ced its operations wi th thirteen woode l paddle

built

betwe

en

1836

a

nd 1841,

wh1ch were

n s f e r r ~ d

to it by

the French

Gove

rnment, and three

e steamer s acquired f r o ~ t.he

R o s t a . n ~

which bad carried on

sh

1p

pmg

operatiOns m

~ I e d e r r a n e a n .

The fleet of 1851 accordingly

rised 16 vessels of an aggregate burthen of 13,264

and fitted with engines of 2980 s e - p o w e ~

total annual distance to be traversed by th1s

was

105,216

marine leagues.

As

we have

recentl

y

the company 's fleet

at

the

close of 1900 com

i

s: d

' 62 vessels of an agg

regate

burthen of 246,277

and an aggregate force of 207,550 horse-powe;.

distance

traversed annually by the compan1 s

hi

s had also risen

last

year to 1,014,464

manne

eap

ues. Further, the

average

speed of the com

ships, which

did

not exceed 8

knots

per hour

•

E N G I N E E R I N G

in 1851, has now been carri ed upon

the

chief lines to

from 14 to 15 knots per hour. The progress made

in the development of the co mpany's undertak ing

in 1900 is shown by

the

fact that the dis tance

traversed by its steamers showed

an

aggregate

increase of 56,696 miles, as compared with 1899.

This inc rease was due, to some extent , to some sup

plementary voyages made in connection wit h the

Paris

Ex h

ibiti

on ; it was

al

so attributable to voyages

made for t he conveyance of troops and war

rnat

d ·iel to

Ch

ina. These

latt e

r voyages represent ed

alto

geth er

49,552 marine leagues. Res ponding to an appeal

mad

e

to it

by the French

Governm

en t

, t

he

co

un

cil of ad

ministr

ation did not hesitate to

follow its t r

adit

ional

practi

ce,

and to

pl

ace

at

the

disposal of

the State

all

its

ava

ilable resources, at t

he

r i

sk

even of having to

reduce

the

number of voyages made in

ot

her directions.

The obligatory postal voyages made by

the

company

last year represented altogether 536,997 marine

leagues; while the voyages made without any

State

sub

vention represented 477,467 marine leagues, or 38,706

marine leagues more t han in 1899. A service was com

menced n few

months

since upcn the African coast

between Zanzibar and Beira, t he steamer Mpa.nja.ka

having been employ

ed;

the resul ts obtained not hav ing

been . satisfactory, the

experiment

has been

di

scon

t inued. s regards the speed realised

by

t he company's

steamers, they attained,

and

even exceeded, l ast

yea

r

t he obligations imp osed

up

on

them,

upon a

ll the

lines

prov

id

ed for by conventions with

the

St

ate

. As

regards the passenger movement last year, i t was par

ti

cula r

ly

good to and from Brazil a

nd

Argentina; b

ut,

on

the

other hand, an epidemic of yellow fever, which

prevailed

at

Senegal, exercised a very depressing in

fluence

in that

quarter. The

general

re

s

ult

of

the

year 's working was

an

increase of

29

,280l. in the

revenue derived from

pa

ssengers, as compared with

1899, while the company's whole revenue for last

year increased to the ex te

nt

of 249,317l. This

increase was, of course, largely attributable to the

g r ~ a t e distance run by the company 's steamers ;

and

it was also n

eu trali

sed by the

greate

r working

ex

penses resulting from

the

d

ear

ness of coal, a d

ear

ness aggravated by

the

higher freight rates charged

for the

transport

of coal to t he company 's de

pot

s.

The council of administrat ion did what it could to

meet

the

coal difficulty , by reducing its consumption

of English coal and relying more upon Asiatic coal.

The quality of

the

latter was found to be unfortu

nately inferior, although its cost was relatively

mo derate; it was used, however, last year to the

extent of 163,000 ton s. m e ~ i coal was alsq

u

sed

last year to

the

exte

nt

of 33,000 tons ; this

latter coal

wa

s fir

st

used in 1898

and

1899. A

la rger q

uan

t

ity

was burnt in 1900, and it may be

used to a

greater

extent

in

future. During

the

last

four y

ea

rs,

the

cost of th e combu

st

ible used

by

the

company has

in

creased to

the exte

nt of

no less t han 400,000l. These figures

ar

e, however,

of course, expla

in

ed, to some

extent,

by t he greater

di

sta

nce now run by

the

compan

y's

fle et. The

increase in the cost of the fuel consumed la

st

yea r as

compar-ed with 1899 was 90,150l. Upon t he whole,

the opera tions of t he company last year resulted in

a profit of 271,

40ll

.

Af

ter provision had been made

for the obligation service, a dispoeab

le

balance of

192,506l remained; in dealing with this balance, the

co

un

cil of

administrat

ion dec

ided

to d ivide it

into

two

nearlyequal parts,- one

to

be devoted

to

the

pay

m

ent

of

a dividend at

the

r

ate

of

4i

p

er

cent . per annum,

and

the

ot

her to be applied

in

writing down the

co

st of

the fleet.

SUBMARINE TELEGRAPH ENTERPRISE .

T

HE

accou

nts

of

the

Globe Telegra

ph

and

Tru

st

Co mp

any

for the

fi

nancial year end ing J uly, 1901, are

of a highly satisfactory character, the com pany being

enabled to announce a

dividend

of 51

per

cent. upon

its

ordinary sha res. The company was formed

nea

rly

30

years

since for the purpose of investing in the

stocks and shares of various telegraph unde

rtaking

s,

1,800,420l.

being raised by

6

per cent. preference

s

har

es,

an

d 1 802,270l.

by

ordin

ary

shares. Thanks

to

the co

mpa

ny

having been enabled at th e time of

its forma tion to

pur

chase submarine secur it ies at very

low pr ices, it has realised a good return upon its

capital, whi le t he securities which it holds have, upon

t he whole, considerably appreci

ate

d in value. Of the

te legraph companies in which "TheGlobe is interested,

the

Anglo-AmericanTelegraph Company, Limited , has

long been exposed to severe co

mpetitio

n ; and now

the Eastern Tel

egraph

Com

pan

y, and the Eastern

Extension Au

stra

lasia and

China

Telegraph Company

are also t hreatened with a competitor in the Pacific

cable.

To

m

eet this

competition,

the Eastern and

Eastern Extens

ion Companies have wisely made

great

reductions of ra tes, so that they will

be in

a po

si t

ion

to deal effective

ly

with

the

opposition

with

which

they will have to contend. " The Globe" has con

fined

its

in,·estments principally to

British

under

takin

gs; but it holds at th e .same ~ i m e shares in .five

American te legraph enterprtses, Y t z . : The Amenca.n

Telegraph and Cable Company, the Ce ntllal and South

American Telegraph Company,

the Co

mmercial Gab le

Company, the Commercial Un10n Te legraph Com pany,

and the famous Western Union Telegraph Company.

The investments made in these five undertakings are

of

the

following amounts : American Telegraph and

Cable Company, 110,500l. ; Central

and

South Ame

rican Telegraph Company, 90,874t. ; Commercial

Cable Company, 12,2131. ; Commercial .Union Tele

graph Co mpany, 7194l. ; and

vV

astern Union Tele

gra

ph

Com

pany,

97,354l. The heaviest investments

made

by

"The Globe" in

Britis

h te legr

aph

under

tak ings

are

: Anglo-American Tel

egraph

Com pany,

Limit

ed,

277,987l. ;

Direct United

S ~ a t e

Cable

Co

m

pany,

Limit

ed

,

113,233l. ;

Easte

rn

Telegraph Com

pa

ny, Limited, 990,662l.

; Eastern

Extension Au

stra

l

asia and China Telegraph Company, Limited, 716,387[.;

I ndo-EuropeauTe l

eg

raph Company, Limited, 104,877l

.;

and Western Telegraph

Co

mpany, Limited, 443,267l.

The company is also in terested in the Sub marine

Cables Trust (a concern of p ract ically the same

charac

ter

as itself) t o the exte

nt

of 89,550t , while it

has

placed 131,663l.

in the

Telegraph Construction and

Maintenance Company, Limited.

The Eastern Telegraph Company, Limited, bad an

unusually good

half year

's

b u s i n e ~ s

during t he six

months ending March, 1901,

the

revenue for that

period

am

ounting

to

t he large amount of 624,340l.

The

company ad

her

es t o i

ts

sound and prudent

policy of making

the

large

st

possible add

it i

ons to

its reserve funds. The addition to the main tenance

ships res erve for the past half

year

was l O OOO

.,

while

th e general rese

rv

e was also augmented to

the

extent

of 205,000l. Al though larger dividends might be paid

upon

the

compa

ny

's

ordin

ar

y stock,

the

stockholders

have no reason to complain of their position, as

they r eceived an actual distribution of 7 per ce nt.

for 1900-l.

The

directors have had two objects

in view in forming heavy reserves-first, the securing

general stability

to

the undertaking; and, secondly,

the provid ing reserves out of which

new

worlts can be

undertaken without a

ny

increase of capital. Alto·

gether, the co

mpany

held reserves

at

the close of

March,

1901,

to

the

aggregate amount of

1,165,905l.

- viz. , general reser ve, 721,152l.; maintenance ships,

fund,

16

9,044l

.;

marine

in

s

uran

ce fund, 114,885l. ;

fire insurance and guarantee funds, 88,474l

.;

land and

buildings depreciation fund,

44,2

5l l.; removal of head

offices fund, 20,9l l

l.;

and insurance of goods in

transit fund, 7188l. I t is difficult to see bow the

ingenuity of the Board could be exerted in developing

any further reserves. The general reserve was, how

ever, somewh

at

reduced in

the

half-year under review,

having been broug

ht

down from 1,042,488l.

at

the close

of Septembe

r,

1900,

to

853,702l.

at

the

close of March,

1901. The r

ed

uc

tion

occ

ur red

in the face of a

direct

allocation of

205,000l.

from revenue for

th

e purpose of

maintaining the fund, while 11,558l. was receiYed for

in

te

rest and dividends on inv

est

ment s during the

half -year, a profit of 8878l. being also re alised from the

eale of cer tain reserve fund investments. In view of

these additions, the general reserve would, of course,

have shown a large increase had it not been charged

with 402,459l. for the cost of new cables, &c. To deal

as effective ly as possible with the

threatened

competi

tion of

the

Pa cific cable, the comp

any

has been dupli

cati

ng

and

triplicating

certain

sections of its r oute

bet

we

en Great Britain

and

Australasia.

The

last

section dealt with

has

been

that

between Durban and

th

e

Maur

it ius,

and this

new section is like

ly

to be of

considerable

va

lue, as the E l.stern Extension , Austral

asian,

an

d China Tele

grap

h Company will have

brought int o working

in

October a cable between the

lVIauri tius and

Western

Australia. The Eastern Co m

pany had five repairing ships

at

work in the six

mo

nths

ending

with

March,

1901,

viz.,

the

Ch

il t

ern,

the E lectra, the Mirror, the Amber, and the John

Pender.

The

expenses of these vessels, including

25,404l. for cable used, and

sundry

charges

at

station s,

amoun

ted

to 84,352l. for the half-ye

ar,

reduced

to

46 056l. by charges made to other companies for ser

vices rendered in connection with the

repair

of their

cables.

THE

L T

rso

L Y EAR oF

THE EuiSON Co?tiPANY.

The Edison E lectric Com:{>an

y,

one of the most jmportanb

electric companies of Pa riS, have ju

sb

published their re

port for 1

900. Th

e results shown at·e mosb satisfactory,

and are attributable part

ly to the

Ex

hibitio

n,

which

ca

us

ed a marked increase in the

co

nsumption

of

current.

U nfortunately,

bhis

company, like all the other electrio

sectors of Paris, have

bob

a ahorb concession, which ter

minat es in 1907, and a large margin of the profits have

to be written off for redeeming the plant. On March

31, 1900

, the company were supplying cu

rr

enb for

207,182

lamps of 10 candle-pow

er

each, o

wn

ed by 3092

subscribers; while on

Ma

rch

31, 1901,

the figu res were

r

es

pectively 253,989 lamps and 3188 subscribers. The

electric energy sold in 1

899

aggregated 1533 horse-power

and

1709

horse-power in

1900. In

December, 1900, the

works bad an efficiency of 5100 kilowatts; since then

bw

o

new sets of 1000 kilowatts have been ordered. The gross

receipts reached

4,861,000

francs

(194,000l.)

in 1899, and

5,

629,000 fran

cs

(225

,

OOOt.) in

1

900.

7/17/2019 Engineering Vol 72 1901-08-16


AuG.

r6,

1901.]

THE

NIPPON YUSEN KAISHA.

AT

the

l

ast

general meeting of the Nippon Yusen

a.- the National

Steamship

Company of Japan

report presented

to the

sharehol

der

s was of a very

nature, and showed that the Japanese mer

ile mar ine is making rapid progress. Before

on the business proper of the meeting,

Mr.

.ondo,

the

president ,

gave

some

interesting

parti

culars of a tour of inspection which he had made in

rop

e and

Amer

i

ca

, chiefly with the view of making

self more thoroughly acquainted wi

th

sh ipping

ers. He

exp

1

ained

t hat his objects were to show

the foreign serv ice inaugu rated by the com

any

could be

su

ccessfully accomplished

at

pr

esent

not

;

secondly,

to ascerta

in

th

e position hel d

by

the

mpany

in

relation

to similar co

rporations

else

where

hroughout the

world;

thirdly,

to

determine the p

re

future

pro

spects of vessels eng

aged

in

th

e

enterpr i

se3

of the world,

and,

finally ,

to

ex

ess his views

as

to t he

mann

er in

whi

ch the com

any ought t o conduc t

its

business in future.

We

ave no doubt th

at

a digest of

hi

s observations will

nt erest

those

of our

reader

s who are en

gaged

in

sh

ip

business, as it will indicate the Japanese way of

ooking at such

ma

tt ers.

W it h r egard

to

t he first point, Mr. K.ondo r

ev

iewed

he

history of

the

f

ore

ign service of th e company and

pl

ained i

ts

development and progress. I t commenced

the

Bombay line short ly before t he war with

ina. That w

ar

afforded a unique oppor t

unit

y

plis

hin

g

th

e object for which

the

com

any bad laboured during

many

years, and a

pr

o·

l submitted at a general mee

ting

of the

share·

ers about

that tim

e for the openin g of t

hr

ee great

o

ut

es of

nav

i

gation

met wi

th

thei

r unanimous a

p·

espite the serious

di ffic

ult ies experienced

the company, the new e

nt

erprises made

steady

ess.

It

was, indee

d, not

an exagge

ra

t ion to

th a

t the four lin e s - Eu ropean , Ameri

ca

,n,

ust ralian,

and

Bombay- ha

ve

made gr

eate

r de

lopment than was anticipated by the original

heme. Not only has

the number

of vessels on

hese lines been increased, but also ships of larger

imensions are now used.

On the Am

e

ri

can

lin

e

t hree ships were increased t o (six, and likewise

in the case of

the

E uro

pea

n line a

fortnightly

voyage

is now un

dertaken

.

I t

is worth while, Mr. Kondo

s L

id, to

rema

rk

that

since

the

ina

ugur

at ion of

th

e

foreign serv ices

the re

sults have been so satisfacto

ry

th

at every line has vi

rt u

ally consolidat ed

it

s cred it .

As

to

the

European

line, the

freight

of r aw sil k was

shed by 30 per cent. d uring

th

e year un

de

r

evie

w. In d

eed,

th

e company did everything in its

r to restrain t he enhanceme

nt

of

freight an

d to

ecrease

rate

s, wi th

the

obje

ct

of encouraging exports

f

rom

Japa

n.

The

Gove

rnm

ent

used

th

e ships of t he

comp

any

for the import of

naval an

d

mi

li t

ary

and th e transport of the large number of

fficers

and

men

appointed

to bring home war

hi ps from abr

oa

d by the

sa

me means, and in

t her

ways

the company received

ampl

e protec

tio

n and ass istance from t he Government.

At

the

me time Mr.

Kondo

believes that

it

is cert ain

th

at

the d ifference in

freight

paid

by

the Governmen t and

t he public to the

vario

us foreign ste

amship

corpora

io

ns, and

to

the Nippon Y usen Ka.isha sin ce the in

uguration of its foreign service be calculated, t he

unt will come

to re

ally striking

fi

gures .

Thi

s is

true of the Bombay line. Wh en the

ore ign service was opened by the company the

rates

f freight for raw

cotton

stood at 17 rupees per ton,

nd th

ese we

re not

only reduced

to

12 rupees,

but

her companies engaged in similar business agreed

to

them

.

Indeed,

th e

pro

gress

whi

ch the s

pinning

ndu

stry in Japan has

made

during t he p

ast

few years

wes

mu

ch

to

th

e benevolent effor

ts

thus

ma

de

by

the

company. No doubt the

plans

of the company were

avo ured by

th

e

unique

opportunity for their execu

ion ; but Mr. Kondo did

not

hes itate

to

assert

that

t had succeeded in a ttaining

the

objects

whi

ch

it

ally desired

to

accomplish. Moreover, he believes

from the poin t of vi

ew

of n

atio

nal policy, the

otection and encourageme

nt

given by

the

Govern

a.nt has

be

en am ply justified.

Wi

th regard to

the pos

ition whi

ch

the

comp

any

holds

foreign corpo

ra

t ions condu cting similar business,

n point of capital

it

holds t he fi fth r a,nk , a

nd

in

ton

the seven th, as compared with the t wo steam·

hip

comp

an

ies of Ger ma.ny-

the

Hamburg-

Am

erican

North

German Lloyd

nd four others, viz., the

l VI Comp

any

of

Franc

e, t

he

British India, the

and 0., and t he Union-Castle of England.

In

the

matter

of fortnight ly service

between

J ap

a.n

and

urope

the

company is in no way inferior t o the P.

nd 0., the

Hamburg-Americ

an , and th e North

erman Lloyd. In

its

American ser vice

it

is on an

qua

l fo

ot

ing

with

the

Pacific ' team

ship

Corn·

any and the Occid e

ntal

and O

riental

Steamship Corn·

any,

while in respect

to

the Australian line

it

is even

per ior, and

certain l

y by

no

means

inferior

to any of

he corporations pu rsui ng the

sa

me business. In short,

he company

has

now secured a proper footing

and

a

E N G 1N E E R I N

G.

prop

er degree of influence among large marine co rpo

rations of various nationalities.

Kondo en tered in

to

an examinat ion of t he

prese

nt and future

pro

spects of vessels emp l

oyed

t he mari time

enter

pr ises of the world. Our space w

11l

not allow us to follow him in

his

facts, figures , and

speculat ions

; but thes

e show m

ost

clea rly an

intimate

knowledge of existing conditions, and also a

very

cl

ea

r appreciation of

the

possibilities of

the

future.

He

believes that

it

is

certain

that the mar ine e

nt

er

pr

ises of the world are des

tin

ed to engage in

gr

ea t

competition in the future. Each nation will, with a

desire

to

outrace

others, endeavour to const ruct

ships

of

la rger dim ensions and of greater speed,

wi

th more per

fect

equ

ipme

nt,

and with

e

very

convenience

th

at

rnay

be conceived of. This sort of comp

et

it ion is certain t o be

accompan i

ed

by an increase of the capi tal emp loyed,

an

exte

nsion of maritime sen ri

ce

s, and an augmenta

t ion of the

gro

ss fleet. Recognising these facts, and

t he stippin g development s which are certain

to

take

place in connection with t he Sibe

rian

Railway,

VIr

.

Ko

ndo clearly perceives that some se

rious cha

nges

will take place in future in regard to means of trans

port a

nd

communi

ca t

ion between E urope and America.

Japa.n has, to a cort ain extent, attained ma.ri t i:ne

asce

nd

en

cy

in the ad joini

ng

seas of the O

rient, yet

there

is cause for apprehension

that

her

pr

esent

poRition may, some

day,

be encroac

hed

u

pon by

other

nat ions. The tendencies of the times and the forces

at work are clearly recognised by

the

directo

rs

of

the

Nippon Yusen

Ka

isba, and they

ar

e e vidently det er

mined to sp

are

no effort not only to main

ta i

n their

present position,

but

also

to extend

the

ir

wo

rk

and

influence.

Du ring the ha

lf

-year und er review

the

gross

re

ceip

ts

of

the

compa

ny amounted

to

11

,490,127 yen,

and

the exp

enditure to

7, 772

ye

n, showing a

balance of 3,852,354 yen in favour of the former. Of

this amount, 1,034,565 yen was

set

apart for various

reserves, in confo rmity with the regulations, and

vari

ous

su

ms fo r

depre

ciat ion of buildings, leaving

a n

et

profit of 2,804,530 yen. Out of this total,

140,226 yen w

ere

se t apart for t he reserve

prescri

bed

by the Commercial Code, 500,000 yen f

or

the equa.lj

sa tion of dividends, 733,729 yen

as

a s

hip

's fund,

78,526 yen as special allowances for dire

ct

ors and

auditors, 1,100,000 yen

as

dividends to sharehold

ers

(

at

the r

ate

of 2.50

yen

per share, whi ch gives

10 per cent. per

annum

on the 50- yen

sha

res),

and

631,969 yen

to

be carried over

to

next account .

These figures not o

nly

show that the b

us

iness is

being

carr ied on wi

th

good

pr

ofits,

but

also

th

at the directors

by building up their reserve and dep reciation fun ds

are

pu

tt ing it on a thoroughly sound basis. In order

to

make

it

still

mor

e secure, arrangements are being

mad e to a

djust

t

he valuation

of the ships

and make

good

th

eir maintenance, and thus permanently consoli

date t

he

found at ion of

the

company

's assets

.

NOTES FROM THE UNI'l,ED STATES.

PrriLADELPHIA, August 7.

THE

most

important developm

ent

outside of worae

complications in

the

steel st rike

was

the heavy pu r

chases of Bessemer and basic

pig

- 75,000 tons-by

the

Un ited States Steel Corp oration, which took all pro

ducers had. The other kinds of

pig

iron

ar

e

quiet

for

the present,

an

d lar

ge

consumers refuse to say wha t

co

uree

they will probab1y

ta

ke in covering or

not

coverin g future requirements. The

remarkable

expan

sion of

ca

pacity has not as

yet

made any impression on

prices in t he iron and steel markets of the United

States ; but t he careful observer c

annot

fail

to

no

te that

there has been a trifle more anxiety

during

the p

ast

few days among la.rge interests to .hear from buyers

and

to

enter in

to

arrangements for fut

ur

e delivery.

This

is wo

rth

somet

hing t o

buyer

s,

and they

will

not

be slow

to

take advanta.ge of

th

e anx i

ety

. The refusal

of Mr.

Morgan

to modify t erm s of strike settlement

brings the matter

to

an issue, viz., will there be a

general

st

ri k

e? That is

the

al

te r

nat ive offered by

th

e

Amalgam

ate

d Assoc

iatio

n. The ma

rk et

cannot

stand

a strike. There would have been no

st

rike had

th

e

old heads remained, as they know their workmen.

The new ones do not.

The

next few

dayR

will develop t he policy of a large

nu

mber of iron and steel consumers

wh

o have very

moderate

s

uppli

es on

hand,

and who have not contem

plated the prospects of a suspension of production.

Both iron

and s

teel

bars are in very

ac t

ive request at

pri ces ranging from 1 dols. to 1.60 dole. Light hoops

are a

ll

bought

up, mill stoc

ks of sh

ee

t s are all abso

rbed,

and jobbers' stooks cannot l

ast

long. The manufac

turers of cast pip e are out of

the

fracas, but their

mi

lls

a

re

loaded down

with

orders. Steel bars are higher, and

sheet bars are scarce. Large orders for st ructural

ma terial. Some 30,000 tons were

pl

aced this week,

and

inq

uiri

es for

plates

a

re

now

before

the

m

an

ufa

c

turers, but

concessions

are

den1anded. P ut ting

the

matter in a nutshell, t he steel industry is stronger

than

it

ever h

as

been· and

eve

ry lir

anch

is oversold.

A good deal of apprehension is expressed over t he

outcome of

the

present unfortunate di

sag

reement.

-

227

" AMMONIA COMPRESSORS."

To THE EDITOR

O.l

ENGINEEnrNo . .

Srn,-Is the

re

any thing to be gained by

o m p o u n ~ m g

ammonia. e s s o r s ~ We have compound, triple,

and quadruple expans10n steam engmes then why

compound, triple, or quadru_ple ammoma compressors.

I should think

the

re is a

S'a.

m to be got

m e w h e r

I

own the most complete hsts from

Amer

ica

and

the

Continent,

&'J.

, and have never come across any com

pressors as above mentioned by

any

maker.

onACE

E.

CouLsoN

Lect urer on Machine Con

st

ruction :

The Birkbeck Institution.

The Goldsmiths' Institute.

Hill House School.

238

, Wandsworbh Bridge-road,

Fu

lham, S

.W.

THE ANNEALING OF IRON.

To THE

EDITOR

OF ENGINEERING .

SIR,-By the special rules established UD:der the

o ~ l

Mines Regulation Act, amongst other duties, the engi

neer is required " ab least once in every three mon

ths

to

anneal

the

working cage chains." I have recently

occasion to look into this question, the reasons for domg

it

a

nd

the supposed benefits

de

rived from

ib.

'some tell me that

it

enables them to see the state of

the iron and to detect any flaws; others, that af ter these

chains have been subject for a length of time to the

shocks repeated hundreds of times per day, in the lift

away from the bot.tom of the p i ~

h a t

the ir n becomes

f

at

igued, and that m such a state

It

IS cry

sta

ll.m

e,

and,

a s

it

were, rotten, but that the process of annealing removes

and remedi

es

than condition.

Un der this unce

rt

ain state of the case I have referred

to a good many authorities, few wh

oD?-

deal with the

question, but from all I can find It certamly appears to

reduce the original strength

;

thu s, in D. K . Clark's

''Manual

of

Rul

es a

nd

Tables," page

623, the

u

ltim

ate

tensile strength of rolled bar

ir

on varies fr0m 22 to 30

tons, this strength is reduced more than 1 ton by ann

ea

l

ing." The tables of tests be gives show this;

but it

would

be very interesting to know w

het

her this reduction of

strength continues to occur each time such chains a re

put

through the process ; a

nd

also

whet

h

er

the y s t ~ l l i

condi tion is remedied. It seems to m e altogether unhkely

that a fibrous state is restored .

In

confirmation of this, I have found that (since writing

the

above) Professor Kennedy, in an address be gave

some years ago to the London Aesociation of

Fo

remen

Engineers

and

Draughtsmen, said : " I do

not

believe in

the popular theory that contmuous work in the material

brings a.boub a crystallised

<:o

ndition. I i e v ~ t?at

nothing whatever happens to It, and that crystallisat1on

is caused by sudden fracture.

Fo

r instance, a

plate

having holes punched across

it

s section wh en pulled n the

t

es

ting machine yields first in one of

the

outer connecting

pieces slowly, a

nd

gives a beautiful silky fibrous appear

ance; the remainder of the connections give way suddenly

from overload, and a crystall ised fracture is the result ."

I am quoting from

ENGINEERING

of March 8, 1889 ; ib

would be both useful a

nd

in teresting to

kn

ow wh

et

her

la ter experience confirms t

hi

s view of the question.

Yourofaithfully,

Durham, August 10, t901. A. L. S

TEAVENSON

.

HIGH-PRESSURE v LOW-PRESSURE

STEAM IN THE SUGAR

REFINERY.

To

THE

EDITOR

OF ENGINEERING.

Si

n -The letter on this subject from Mr.

Fr a

ncis

N. G. Gill in your issue of

June

14 deserves n

ot

ice.

Mr.

Gill is well known in the sugar trade of Southern India,

has r

ea

d a.

paper be

fore

the

Society of Arts, and ha.s in

other ways placed himself before the public as one who

speaks with authority on sugar. It is well, therefore,

that his conclusions should be examined. He prefers a

low

pr

essure of steam in the boilers of a sugar-house on

account of losses when using high-pressure steam, which

be

examines in de ta

il und

er four heads.

1. in Greater Flue Gas Temperatu res." Mr.

Gill takes the difference of boiler temperatures at 115 lb.

absolute and 35 lb. absolute, or 78.65 deg. Fahr.,

th

en

allows 200 deg.

Fab

r. above boiler temperature as

the

fl

ue gas

temP.

erature, a

nd

deb

it

s high-pressed steam with

the whole dlfierence.

Thi

s completely ignores the action

of the economisers, which should be more efficient at

th

e

higher temperature.

' ' 2. L oss in Greater Radi

at

ion. In his calcul

at

ion

under this head Mr. Gill, for 115-lb. sten.m, makes

337

.87

minus 100 equal 327.87, instead of 237.87, and co

ntinu

es

the e

rr

or all through. Co

rr

ected, his result would be a

loss of 566 heat

unit

s against 1075, as stated.

As

the

35-lb. steam,

by

Mr. Gill, loses 626 units, 115-lb. steam

really gains 62 uni ts instead of losing 450, as calculated.

This reverses the whole argument.

We have here

an

expe

rt

conclusion based on a. mis

take

in simple subtraction.

3.

Loss

th r

ough Excessive Expansion a

nd

Conse

quent

Excessive Condensation of

the

Steam." Mr. Gill makes it

t

ha

t 115-lb.

stea

m loses 2.26 per ce

nt.

more

than

35-lb.

steam under these heads, in being expanded to

the

pan

worms

at

25lb. and

20 lb. respectively.

In the sugar-house this expansion takes place in two

ways- through a reducing va.lvewithoutwork,

an

d through

engine cylinders doing work . The latter is, of course,

the

prin

cipa.l method.

f th

e high-pressed steam is expanded through a

reducing

va

lve, the wire-drawing superhel).tS bhe resulting

low-pressed steam, so

that

heat units are, theoretically,

nob lost.

f

Mr. Gill denies this, will

he be

good enough

to show where the missing heat goes to

f the steam

is

expa

nded in a.n engine cylinder, the

7/17/2019 Engineering Vol 72 1901-08-16


7/17/2019 Engineering Vol 72 1901-08-16


an aggregate of

409,849

members,

One

ex

c

lu

s

ion

is

reported in

the

year-

the Labourers

'

Union, at

Swan

se a, the c

ause being

disagreement as to policy. The

report

has ar t

ic

les on labour movement

s

in

other

~ n t r i e s , on

trusts, and one

on

a proposal

by

a

shipowner of Devonport as to a scheme of

federation

f o ~ em ploy ers'

as3ooiations and trade

unions, the object

~ e m g t_o negotiate

and avert s

trikes wherever

possible,

1n the Interests of

all

parties.

The report of

the ironfounder

s for the current

month states that trade

generally has

taken a

more

favourable turn. The volume of

bu s

ines

s

has

s

hown

little

actual

expansion,

but there ha s

been more

con

fidenc

e,

and consumers

show a more

active

des

ire to

place orders. The improvement in the shipbuilding

m d ~ s t r y

h a ~ exli?nded

to o t ~ e r branches, especially

in

marine engmeermg and alhed

trades. In

this trade

union

there

is

a

decrease

of 65 on donat ion benefit and

the

outlook is hopeful.

The

number in receipt of ~ n e f i t

was

2619; last month 2666- decrease 47. Of that

total,

1033 were on donation benefit-decrease 65;

on sick

benefit

418 -

incr

ea.se 21 ;

on su pe r

annuat

ion

be

nefit

942

-

de

crease 10 ;

on

other

fund

s 50-

de

c

rea

se 3 ; on dis

pute

benefit

26 - increase 10. The expenditure for

the

se

benefits was

853l. 11s.

4d., or

l l id . per

member per

week.

The total balance in hand

was

105,00ll . 7s.

8d

. ,

or a

decrease

of 55ll. lOa. lOd. The returns as to the

state of

trade

show that in

108

pl a

ces, with

an aggre

ga te of 14,444 members, tr

ade was from very

good

and

good to dull ; last month the

corresponding

figures

we r

e 106

places and

14,234

members. From

short

time

to

very

bad

the

desc

ription applied

to 19

pl a

ce

s,

with

3786

members

; last month to 23

plac

es, with 4035

members. The ch a

n

ges

are not great,

but

they are

all

in the right

direction. Attention

is ca

lled to

the large

amount of a rrears of members, the total due being

2767l. 14s . 7d., or an average of

over

3s. per

member

in the union. In one

case,

that of the Retford br

a

nch,

the a rrears due by certain membera are so la rge

that

notice

of exclusion is

given unle

ss they pay

up.

The report of the

Amalgamated Society

of Car

p emters and Joiners shows t h ~ t

out

of a total member

ship of

66,869

there

w

ere on un emp

loy

ed benefit

1587 ;

on sick

benefit 1153; and on s

uperannuation

benefit 1002.

In Cape Town,

Durban, Ea.st London, and Pieterma.ritz

burg

trade

was good, fair, or improving; t ~ t Port

El i

zabeth moderate;

from

other branches

ba d

-

war

st i

ll

on.

In

the United States and Canada employ

ment

was

generally good, fa ir, or moderate ; in Austral

asia it was variable-from

good to

bad in

some

places

.

Wages and other

movements

in this

country

,

so far

reported, show that st rikes are in progress or disputes

unsettled in 141

towns;

in 14 other towns member

s

seeking employment have to

see

the

branch secretaries

before

accepting

work; and in three other towns

certain

firms are

indicated as having disputes with

their

em ploy

e

e.

n

six town

s

advances

in

wag

es

have

be

en secured, with other

advantages

. Correspondence

with the Admiralty

is

published as

to

wages in the

Government Dockyards at Devonport, with

results not

favourable

to the

society

. The members are

urged

to

have patience in this

matter

.

report of

the Cotton Spinners'

Association indi

cates some improvement in trade; 5.52

per

cent. were

unemployed as compared

with6.25

per cent. in

the

pre·

vious

month, and5.

86 per

cent. in the same month

of last

year.

The united

members stood

at 13,654, a decrease

of

156

as compared

with

the month previ

ous,

and

of

448 as

compared wi

t h 81 year ago. The decrease of

full members was

14 and 28

respectively

at the periods

named, the others being piecers. There were 24 dis

putes

in th

e

month as

to

pie

ce

work prices, all

of

which

were

dealt with by the officials.

The report

of

the Associated

Bl a

ck

sm ith

s

covers

wh at in Scotland

is termed

the

holiday month.

The

returns as

to

unemployed

are no t

unfavour

able as com

pared with

othe

r

years. There

w

as an in

cr

ease of

fourteen

si

gning

the vacant book,

representin

g t em

porary

su

spension

s,

but a decrease of nineteen in t

he

numb

er in r eceipt

of unempl

oyed benefit,

which

is a

fa

v

ourable sign.

Some co

mpla

i

nt

is made that

certa

in

employers

ex tended their ho

li

da ys over the fortnight

us

ually ob

s

erved,

to the

loss

of

the

em ploy

es.

Trade

is

·still reported

to be

good;

th

e

amount

of

new work

pl aced

on

th e Clyde

is said

to

have

been 45,000 tons,

and th e

re

are a number of rep lacing orders

to

be

booked,

" so

that the

ou tlook is encouraging.

The late dispute at

Barrow,

in

which

this

uni

on and

the Smiths and Stri kers' Union were sa.id to have

come in to

conflict ,

is referred

to

in

th e

report,

and

with it is

publi

shed

full

correspondence with the Par

liamentary Comm

itte

e as

to

the

arbitr

a tion and a

wa

rd.

The

As

sociat

ed Bl a

c

ksmiths repudiate the claim. I t

is s

a

id

that

the

Smiths and

Strik

er

s' Union

also

laid

the matter before the

Committee

of th e ]'ederation of

Trad

es, but

no de

cis

ion is reported

. The

Blacksmiths

declare

th at they had

nothing whatever

to do with the

di

spute of the sm iths and strikers a t

Barrow,

and

that

they

declined

to

interfer

e

in the

case

of

piece-


work

prices;

therefore

they dec

line to

pay

their share

of

th e

e ~ p e n s e s of

the

investigation

by the

Parlia

mentary

Committee.

The report of the Durham

Miner

s gives an account of

their

re

cent gr fa t an nu

al

ga.la.da.y- the greatest ever

held. I t was the

thirtieth; the first

was

held in 1870.

The Com

pensation

Committee had to

deal

with

sixteen

ca.ses of i d e n t s f ~ ~ o t a l and non-fa tal. All cases

were settled except one, in which

the

claim was,

a.ftor

full

cons

ideration, withdrawn.

There

were two

cases

of compromise-

commutations

they are called in the

report. The work of this

co

mmittee

goes

on smoothly,

litigation being

avoided.

The me ·ican Fed

er

ationist

puts

quite a.

different

interpretation upon

the steel

strike in

America

to that

g iven in the

newsp

apers by the various

telegraphic

agencies.

I t

states

that

one

of

the

conditions impose

d

by

the

Trus t

during negotiati

ons was

that

the

men

in

wha.t

was

called the "non-union mills " should

re

frain

from

joining any

union.

The unions

claim

ed

the

right of

inducing such

men

to join

the

union i

they could.

The F

le ·

ationist

declares

that

the

workmen of

America.

are threatened

with

two dangers

he con

centra.tion, by combinatioo, of wealth and productive

power in the bands of a few, under the dtreo

tion

of

a

single

controlling

management;

and the possib

le

overwhelming

of the

American workers

by

hord

es of

Asiatics. The

F

ede

·rationist is

not opposed to

men

be

ca

use

of

difference

in race or colour;

but

it

seeks

for fair

play as between

the races, not

that

one sh l.ll

be

pitted

against the other by huge combinations.

The

Ch

inese

Exclusion

Act terminates on

December

8,

1904;

but th e law providing

for

the

enforcement

of

th e tr eaty stipulations

expire

s

on May

5, 1902.

The

position of the iron

trade in the Wolverhampton

district is

somewhat

stronger than it

wa

s. The holi·

days l

ast

week

interfered with production and

genera

l

business ;

but it is said

that i

ronmasters hav

e a

suffic iency of

orders

on their hooks to

keep

the mills

and forge s in steady

oper

a

tion

. Merchants with

heavy contra

c

ts on hand for ex p

o

r t

had be

en pre

ss

ing

and hoping for further concessions, but the action

of

the employers'

section

on

t

he Midland Wages

Board in not insisting upon lower wages ha

s

had

the

effect of

strengthening

quotations.

The

employers

have

thus nobly returned the concession of th e opera

tives when

the

latter refused to press for an advance

to which

they were e

ntitled

. Th is

reciprocity

of feel

ing

is an excellent

guarantee for

pea

ce and

prosp

erit y.

Marked bars

are

firm at quarter-day

quotations,

while

unmark

ed

bars have advanced

5s. per ton,

fairly

good

trade

being done

a t

the higher

figure.

The enginee

ring

and a

llied

trades

continue

generally to be

fairly

well

employed,

and also

most

of the

hardw

a

re and other

iron,

steel, and metal

indust

r ies.

In very

few a

re

ther

e comp

laints

of actual slackn ess ; some are busier

than others;

the general

desc

riptions are, as regards

trade,

good, fa

ir, or

moderate, a few are slack or de

clining.

In the Birmingham

di strict the

holiday

s had the

effect of

diminish

ed

produc

t ion,

limit

ed attendance at

market, and slack business. Makers of best

bars

are

busy, mainly

·

for naval

and engineering purposes.

The

advance of 5s. per ton last

week

in unmarked ba.rs

has not interfered with business, the higher rate being

well

maintained. Sheets have declined.

For

steel

there

is increas

ed d emaucl, but

German

and Belgian

competition

is

keeping

prices low . In the engineering

and allied indu

s

tries employment, on

the whole,

is

fairly

well

ma

intained. n

the other

iron

,

st e

el, and

met al -us

ing

industries no very serious dec

lin

e is re

ported, though

some sections

are rath

er sl

ack

.

[AuG. 16,

1901.

The

Penrbyn

Quarry

di s

pute contin

ues wir,hout

much

change. Another batch of summonses was heard

at Bangor l

ast

week,

wh en t en persons, one a woman,

were

committed for th

e ass izes, bail

beiog accepted

for

their ap

pearan

ce. The troop3

have

been withdrawn.

Tr

ade unions

continue

to

send

gtants

of money for

the

men who

a

re out, but

the

amounts are

far from

what

is

required to

ke

ep

the men and th eir families. In

the whole history of strik e3 few are more

sad

than

the

annals

of the

Penrbyn dispute.

The tramway m

en's

strike at

Bristol

continues, and

great

in

c

onvenience

h

as

been

felt

by

the public through

the

discontinuance of

the tramway

service. Several

m

en

have been fined

for

mole

station;

but, on

the

whole,

the

intimidation hag no t been very seriouP.

Still, feeling

ru n

s

high, and

great care is ta

ken

of

the

men

who

have

gone in- some from Leeds,

others

from

Hull- to supply the places of

th

ose vn st rike.

The London tramway men in the employ

of

the

L ·

md

on County Council have been

ab

using some of

their fri

ends

on that body for

not

doing an that

the

men

think th ey

ought to have

done on

their beha

lf.

But

to

this complaint there

has been, or will be, a

reply

to the complainers .

The Scotch miners

hav

e refused

to comply with

the

re

quest

for a reduction of 12 per cent.

in

wages.

The Scottish Miners

'

Federat

ion

supp

o

rt the

men

in

their refus1-l.

A di spute

in

the printing trade at

Frome

led l

ast

week

to

a

serious

disturbance,

some

property

being

destroyed.

Some

of

the men

impor

ted

refused

to

resume

work

after the dist urbance.

The

New Zealand Com pulsory Arbitrat ion

Act is

now acknowledged, even by its a

uthor,

to have Leen

a

complete

fail

ur

e.

Employers and workmen alike

denounce the Act,

and the

peop

le are growing

sick

of it. Both the Premier and the

Press

endorse

this

•

view.

UNIVERSAL

DIRR

OTORY Olt RAU.WAY 0b

F

IOIALS,

190L

-This

is

the

seventh

year

of publication of

this

directory,

which is compiled from official sources, under

the

direction

of Mr. S. Richardson BJundstone, editor of

the

Railway

ng

ineer

and is issu£d at 5J . to subscribers and at 10.s .

afte

r publication, by

the

Directory

Publishing

Company,

Limited

, 3 Ludgate-circus-buildings, London,

E.

C.

With

the

assistance of this book, which has close upon 600

pages,

it

is possible to ascertain for any railway company

in the

world,

the

mileage,

the

rolling s·tock possessed,

and

the

na.mes of

the

officials, all such information being

given under

the

respect ive names of each railway, which

are arranged in

alphabetical order under

the

respective

countries of

the

world;

but, in

addition,

the

names of

the

railways are arranged

in an

index irrespective of

nationality, and there is also a personal index of officials.

There

is a list of manufacturers

and

suppliers of railway

material, machinery, stores

1

and appliances

given; but

it

is not by

any

means inclosive of the best firms. The

basis on which

this list

was compiled oos-ht

to

be stated,

even albhough it

is

a p:.ymentJ for

in

sertiOn; as it is,

the

list is mislen.ding.

OuR L

ocoMOTIVE

ExPORTS.-This appears likely to be

a

pretty

good year for our loco'Uotive export trade. The

va.lue of

the

engines expo

rted

in July was 157,997l., as

compared

with 76,

488t.

in July, 1900, and 122,

937t.

in July,

1899.

The

large increase in la.st month's figures is attri

butable to a greatly augmented demand from British

South Africa, British India, aud Australasia, the value

of

the

shipments to those

co

lonies

and

dependencies com

paring as follows with bhe corresponding value

in

July,

1900, and Ju ly, 1899, respectively :

Country.

July, l OO t. July, 1900 .

July, 1899.

£ £ £

• •

22,810

8,040 884

• •

60,209

12,524 74,462

• •

6J,

07

9

6,265 2,184

British South Africa

British India ..

Australasia . . . .

-

The

aggregate va.lue of

the

locomotives exl?orted to Jo Y

31 this yea.r, was 1,00l,540l. , as compared wtth 849,531t. m

t h ~

first seven months of

1900, and

787,428l.

in the

first

seven

months

of 1899.

The

principal expo

rts in

the first

seven months of this year compared as follows with the

corresponding value in the corresponding

peri

ods of 1900

and 1899 respectively :

_

_

Country.

19

01.

1900.

1

80 ;}

-

£

£

£

Sout h America.

•

•

•

•

167,747

146,653

119,

855

Bri t ish India

• •

• •

285,805

284,341

888,280

British Soutb Africa

•

•

112,055

65,851

20

,469

Au

st

rnlaaia . .

• •

• •

176,793

96,158

54,364

In

the L l . n c h i r e districts reports vary as to the

position of

the

engineering

trades. A slackening-off

is

reported amongst machine-tool

ma kers, most of

whom, it is sa id, are completing

orders

more rapidly

than

they are

being repla

ced.

On

the

other hand,

some

firms engaged

on

he

avy ma

chine tools, chiefly

for

marine requirements,

admit that they

have

been

securing

a

fair

amount of

business

re

c

ently

.

This

probably

is

due

to the increasing

activity

in

shipbuild

ing centres.

There has been more doing also

in

con

st r

uctive sections of the engineering trades. Engine

builders

for electri

c

lighting installations are busy,

but

for

heavy engines for mill-driving few

orders

are now being

given out. Electric

al engineers, loco

motive and railway car

ri

age

builders,

continue

to

be

exceedi

ngly busy,

and boilermakers are well engaged.

:Moulders

ar

e also

fairly

employed. In the tex

tile

ma

c

hine

-

making industry

there

has been some slight

improvement in

some

section

s,

but

generally

i t

is still

depressed. n the iron and st eel trades a healthier

tone is noti

ceable,

but the fluctuation

s

in warrants

tend

to

make

prices in

certain

cases

un

certain.

On

the whole

it

may

be

said tha.t the

outlook has

im·

proved

•

It may

be

well

to

observe

that the

values

have

probably

been increased this year

by

t ~ e

d e r n ~

of

s o m ~

of

the

materials used

in

the oonstruct10n of engmes. Still, u.pon

the

whole

the

resu

lts disc

losed

are

clearly encouragmg,

as

they show

that the

demand for

British

locomotives

is nob affected at

pre

sent by foreign, and especiaJJy

American, competition.

7/17/2019 Engineering Vol 72 1901-08-16


AuG. 16, 190 1.]


23 1

NAVAL ORDNANCE.*

By Lieutenant

A.

T REVOR DAW SON, of L )nd on.

(Co

nclu ded from page 202.)

detail on 28 a

nd

29, pa

ge

229, is typical, a nd

may

bs

1

le fo-hand &de of

th

e mounting; but an

auxiliar

y training

fully descn

be.d.

. . . hand-wheel

M

is

pr

ov

ided

on the r ight-hand side,

so

that

The mount t_g cons1sts of a _st

ee

l top carnage A, wh10h two men may be employed to brain

th

e gu n if

desired

.

~ s t s on a

h o r n

: m t a : ba.

ll

-bearmg on top of a hollow steel The training gear is arranged

so

that

ib

may

be easily

B,

on .

wh1

ch bs

evo_

lved . Th e gun fr

ee and quickly th

rown in or out of action.

C(,

n tre Pi·l ot J l l o w n t i n g . ~

m

n.y next

be

ma

de

to _he

cent

re·p1vob mountmg,

largely

ado

pt

ed for

qu i

ck

g r u ~ guns, a.

nd

of which

a

typical cons

tru

c

te

d

Y

essra.

Vt

ckers,

So

ns, a

nd

M axim

Limi

ted for the

J

a

pan

es1

Go

_er;Dmenb, is illus

trat€d

by

Fi g

s.

28

and 29,

page

229, wh1le m

F 1 ~ .

30,

3t,

32,

and 33,

p:1ges 229,

231

,

to

s

hd

e rec01 l a cradle

c

is Th e l i n d D is of usual

co

nst ruction

to give

on Its t

runmons

m smtable b

ea

rmgs m

the

an approxtmately umform

pre

ssu

re

during recoil, and

to

t a g e

U nd erneath

the

c

radl

e are. attached three con

tr

ol. S

Pee

d of r unning of

the

gun after .recoil.

cyhnders one, D ,

to the

rec01l, the_

othe

r .

Pr

ovtston IS

made

f

or

readtly mount mg and

dJ

s

mount

t wo, ~ n d

F

{one_ on each side. of

the

reco

1l

cyhn der

), tog th

e ~ u n a

nd

to allow for thi s

the

trunnion bearings

co

nt

a

tm og th

e sp rmgs for

runnmg the gu

n

up to the

N a nd

N

are

mad

e in the form of circular caps,

be

ing

-

F lC.

32.

6 -I N

ANI

7.

5-: rT Q u

i C

K-F IRIN

G GuN

s

ON T A . L •

•

•

•

•

-

...:

•

. -

•

F

io

. 31. 6- I N. Q u i CK-

F I

RING

GuN

ON

CENTRE·PlV

O'l' M ouNTING.

••

.

-

.

-

•

•

and 232,

there

are reprodu ced

ph

otographs taken of several firing position af ter th e recoil. The connect ion between

guns during the firing

tria

ls ab the Vickers ranges atJ E sk- the se th ree cylinders and the gun is made by arms G and

m e a l

Fig

s. 30

and

31

sho

w

the

6-in. g

un

on

the

cen

tre

-

H

pr

oject

ing

fr

om

the

bree

ch-

ring

of

the

gun.

T

he

pivot mo

unting, Fi

g. 32 affords a comparison between

th

e whole weight of bhe revolving pa rts, gun-c

rad

le and

6-in . and 7.5-in. tJhe la.bter having double the power carriage, is balanced on the ball bearing, thus the train

of the former, while i g . 33 shows one 9.2-in. gu n. ing is

ver

y easy. Th e elevating and training ope rations

The 6-in. qu ick-firin g pedesta l mounting, illu

st

rated

in are pe

rform

ed by the rotation of

bwo

handwheels, J and

. . . K, conve

ni

e

nt

ly ar ranged with regard to a shoulder-piece

* PRper read before th e In stitution

of

JYiechanical L, against which the gunner may lean.

EnginH·rs . These bwo hand-wheels J and K are situated on the

• •

so arranged that

a

part ial r

otatio

n of

the

caps frees

the

tru nn ion of the cradle, so that the

gun and

cr

ad

le

to

gether

may

be

dr

a

wn

di rect

ly to

the

r

ear without any

lifting being necess

ary

.

rhe

shield

0

is of the usual ca.se mate

type

An el

ect

r

ic

cont a

ct P

is fixed on

the

cradle,

and

is

so

ar r

ange

d

that

unless the

gn

n is fully run

out to the

firing

position, it is

imp

ossible to fire

the

el

ec t

ri

ca

lly.

Sights QQ

are provided on

both

sides of

the

moun

ting

G uNs

TO

REPEL T oRPEDO

AND

SuBMARINE BoAT

A T 'A

OK

.

T

he

14

Poundcr Semi Automatic un .

0£

the ty pe of

naval ordnance specially used for repe lling submarine and

torpedo attacks, including weapons firing 3-pound er,

6-pounder, or1 4-pounder shot, the 14-pounder

now ad

opted

by the U nited St at

es Gover

nme

nt

is a

typical example. Torpedo or su

bmarin

e boats attacking

sh1ps or fleets

at

anchor would do so ab very . long range,

and would

probably

commen

ce to

fire theu torpedoes

from a ran

ge

of n early 2000 yards. T

he gu

ns for repelling

suc

h attack wo

uld have to

be of vower su

ffi

cien t to

sto

p

the

boat

s

be

fore they

ca

me withm striking distance of

their qu a

rry.

Th e

Unit

ed

Stat

es Navy have

therefore

done

the

right th ing in a

she

ll of

at

l

east

14 lb

wei

gh t

. Such

a

shell

is cer

tamly

su

peri

or for d

ea

lin

g

wi t

h high ballis tics

at

lo

ng rang

es, and is about t

he

weig

ht

generally

ad

o

pted as

a

minimum

by most countri

es

for

their

l

an

d servi

ce artill

e

ry.

.

:£ hi

s 3-in.

{14-

po.under)

S 3mi

-au

tomatic quick

· firing

gu

n

ts

Illustrated

by

F1gs.

34

a

nd

35, page

232; the

se

mi

-au to

ma tic

br

eech mechanism is sho

wn

on Figs. 36 to 38,

pnge 2

33

.

l he

mount

ing consi

sts

of a

pivot A, which

wo

rk

s in a

steel cone or nava l s

tand

B, and has its upper part f

ormed

in to a crosshead C. The cone is proVIded w

ith

gun

~ e t a . and the

pi vo

t is secured to it

by

means of a

p1

vob

nut D. Th e cylindrical cradle E, in which the

is free to dide in r ecoilin g, is suppo

rt

ed by tru

nni

ons

F, in be

arin

gs fon ned in th e cross

head

; and it is provided

with two hydraulic buffers G, in which work pistons

attached

to

a lug on the

underside

of the breech end of t he

gun. The elevating and tr a

inin

g are effected by

means

of a

sh

ou

lder-piece H attached

to

the cradle. The crosshead

is fitted wi th a clam ping screw, and a traversing cla

mp

i n ~ segment which fits into a groove K in the liner.

vVhen tightened by

mean

s of the handle L, this segment

secur

es

the gun in any required posi tion of braining.

A

s

imilar

handle

at

M clamps the

gu

n

at

the des

ired de

gr

ee

of el

evation

. .

Pr

otection is afforded the gunner by a

sh

i

el

d N,

which is bol ted to

fl

ang

es P,

forged on the cr

oEs

head ja

ws. Th e cylinders of t he

hydraulic

buffers are

pr

ovided

with tape

red grooves,

which

a

ll

ow

the

o

il

to

escape rou

nd the

pis

ton

beads, a

nd so

regn

la t

e the

fl

ow

7/17/2019 Engineering Vol 72 1901-08-16


•

232


[AuG. 16, 1901.

NAVA L

0 R DNA N 0 E.

•

Fig 84

__

...........

,

_

· '

I

•

I

.. . . <::)

....-

....

_.... \

I

•

\

·

· · ·

·-1- · ...._ .__

. ... ·- ·- ·

- · - · · · ·

- ·- ·- ·.-

....

· - · - · - · - · - - · · ·

·- ·

- · -

- ·- · · · ·- ·- ·- · ::::::

...

· - .

· - · - ·

G

•

Pig 36

- - - ·- ·

- ·

· ·- · '-+·

++-

·

·----+-·-·4·

·- · - · - · - · - · -·- ·- ·- - · - .

I

I

I

·- ·- · ·- ·- ·- · - ·- ·

·- ·- ·-·- ·- ·- · - -- - - · - · · ·- ·- ·- ·- - - . . - - - - - - - - -·

- ·- ---

- - - -

•

Fws. 34 AND 35. 3-TN. ( 14.-PouNDER) AuTOl\IATIC i CK-FIRING GUN .

that a co

nsta

nt pressure is maintained

during

recoil.

Inside the cyli

nders

are strong

spira

l springs surrounding

the piston-rods, which, being compressed by the rear

motion of the piston beads, cause the gun after firing

return

to

it

s former position.

The breech mecbaniem for 3-in.

14

pounder) semi

automatic

quick-firing gun is shown on Fige. 36 to 38,

page

233,

and may be described

in

detail.

The

gun rests

in

a cradle provided with two combined

hydraulic

and spring

buffers, the piston-rods of which

are

connected to a projection

at

the breech end of

the

gu

n.

In

the rear of the cradle A is a pistol grip B which con

tains the trigger C, and on the right-bandside is a detach

able

16ver

D,

by the movement of which

the

breeoh-blo< k

E

ca.n

be lowered

or

raised. The breech-block is oapahJe

of vert ical movement , a.nd co

ntain

s the

main spring F,

firing-pin G, sPar H ,

and

cooking-lever

I.

Situn.ted

between the buffers, underneath the cradle, is a powerful

flab s

pring K, the

action of which works

the

breech

m

echa

nism.

To prepare the gun for firing, the breech is opened by

the movement of the band-lever D, the handle of which is

made

to rest in

a.

crutch

prep

ared for

it

s reception. By

the movement of the band-lever

a. crank

M

is

turned,

the action of wbioh brings down

the

breech-block E, and

compresses the powerful flat Pp ring K,

si t

uated between

the buffers. At the same

time

t.he main spring F is com

pressed, and is kept in this condition by the action of the

sear H. The

breech-block

E, in

moving down, strikes

the lower extension 0 of the extractor,

and

causes the

upper portion

to

move out from the face of the end of

the

barrel, and brings two sms-11 projections P over the upper

ede-e

L of the breech-block

E, thus

prevent

in

g

ib

from

rismg by the

reaction of

the spring K.

The

oa.

rtridge is

smartly

pushed into the bore,

and

as it goes forward

into

the chamber its

rim strikes against

tlie extractor, and

forces back the

pr

ojections P, which prevented the

breech-block from rising.

The

flat

spr

ing before referred

to acts

a

nd

rotates

the crank M, thus

raising

the

hreech-blook

until

th e breech is closed. Th e bail end

R of the

sear

is now engaged

with

the toe S of

the

trigger, and by pulling the trigger p ~ l l C. o t h ~ rear the

trigger

releases tha

s ~ a r aud the

firmg

pm

G 1s thrown

forward

bv the

action of

the

main

spring F.

On

the

pttll

ing of the trigger the gun is fired,

and

recoils jn the cradle;

the

recoil, which is controlled by

the

hydraulic buffers,

compresses the powerful springR round the piston·rod

s,

and the re

action of these springs ab once

returns the

gun

into ib3

original position

in the c r a d l ~ . As the

gun

r

etu

rns, the action pawl T engages the hook U on the

crank M which causes the crank

to

rotate,

and

thereby

bring the breech-block. Tbe extractor is actuated

upon by

the f

all

of

the block; ill

first loosens

the cart

-

•

•

•

•

FIG.

3 ~ . 9.2-IN. WmE

GuN.

•

•

•

•

7/17/2019 Engineering Vol 72 1901-08-16


AuG. 16,

I901.]

ridge

by a.

slow movement, which, rapidly

inc

reasing,

finally ejects it

to

the rear.

The 3-Pownder Automatic

Gum..-A

n

other type

of

gun

for resisting torpedo-boat

attack,

namely,

the

3-pounder,

is

one which

at

the

present moment calls f

or

much study.

The

gun se

lected for general description is one now being

extensively used

in the

U

nited States

Navy, although

the

automati

c device is

at the

present

time

only

under

experi

mental

trial.

The na

val

mounting

for

this

47-milliruetre

Fig 3G

E N G I N E E R I N

G.

attached

to

a.

lug

on

the

breech end of

the

gun.

On the

cradle

are

forged

the

trunnions G, which are supported

in bearings H formed

in the

jaws of

the

crossb

ea.d

.

The

elevating

and training

of the

gun are

performed

by

means of

the

shoulder-piece K whicb is

attached to

the

cradle.

Attached to the

croashead is

the

elev&bing seg

ment

N grooved

to re

ceive

the

clamping-

bar

P whi

ch

is

attached

to the

cradle.

This ba.r

being

tightened in the

groove

by

means of

the

wheel

R, the

gun

is fixed

at the

r

equi

red

233

pressed by.

~ h e

r

ooo

il, causes

the gun

to

r

eturn

to

its

former pos1t1on .

The hopper feed

m ~ c h a n i s m _o

f this

4 7 , - m i ~ i m e t r e gun is

of

great

interest.

I t S

shown m detatl m F1gs. 42

and

43,

page

234, and

is

thus ~ c r i b ~ d

: . .

Directly the gun

reo01ls, 1t brmgs the ca.rr1er r

est

A

under the lug

B on

the

carrier q,

and

?oes n o ~ .leave

it

until the gun has returned to

1ts

~ r n g

pos1tion,

t h ~

ca

rri

er C

ca

n therefore under no cond1t10n

de

sce

nd

unt1l

Fig.88

·----+-

- -

- - · - · - · · - · - f-1--

- ~ 4 --1-

-H - - · - - · -

•

M

+-4- -

•

•

Fig.3?

•

I

r

.

---·£ --------,, :

I \ I

• •

•

o

I

I

I

•

I

I

I

I

I

I

I

I

I I

I I

I :

I

I I

I I

• I

o I

•

I I

I

I

, .

t

\ • •

K

•

:

•

I

..-J

\

\ \ .. I f\:

··

• -gaa -

I r. Jl ~ = c . .I •• _. . ,

. - .

C I

T

L , I ) I

-· ··-t·

::u;-;-

-·

I -

--

-

--

•

I ;

,

u ·

+--.... -- --- -

• • I

<

-·----··-1--·- . ,,

. -----

~ -+ -

- -

·

.

Q 1- -

0

.

I

F1os. 36

To

38.

M E

OHANI Sl'ti FOit 3-IN. (14-PouNDER) SEMI-AUTOMATIC QmcK-Fmrno

GuN

.

FIG. 39. 3 -PouNDEB.

AuTOMATI

C GuN

WITH

HoP

PER FEED.

(3-poonder)

au

t< ma.tio quick-firing gun is illustrated by

}'•g. 39 . anoexed,

aod

by

F t g ~

40

and 4t, page

234,

and

thA following is a.

detail

ed description : .

To

s mounti

ng

consists of. the. crosshead A

o r m ~ d I.n

one piece with a pivot turnmg m the socket B wh10h

18

~ u p p o r t e d

by

a cylindrical base C, and

is

sec

ured thereto

by

A. holding-down

ring D.

The

cradle

E,

through whi

ch the gon re

coils, is

.p

ro

vided

with

an hydraulic buffc: r F, in which w

orks

a. ptston

elevation. A clamping screw is a.Jdo provided in th e

socket B which holds the

pivot at

a

ny point

of training.

A

pair

of

arms

L

L,

forming extens1ons of

the

orosshead,

carry

the

shield M which

prot

ects

the

man

work

the

gun.

The cylinder of the hydraulic buffer is provided

with

grooves which allow the oil

to

escape

round

the piston

head,

and

so regulate

the

flow tha.t a

constant

pressure is

maintained

during

recoil. In side

the

cyl inder is a

st

rong

spiral

spring

surrounding

the

rod, wbioh, being com-

the gun

is home.

During

the

recoil,

the

face of

the barr

el

breech forces

the

plunger

D,

with its pawl

and

feeder E,

ba.ok until the

book F on

the

pawl G passes the

lug

H on

the

shoulder-piece

I. The

pawl is raised

by its spring

K,

and the

hook F engages

with the lug H,

thereby

cocking

the plunger piston

D.

The

gun

returns,

and

at a. certain

distance from home

the

action pawl, coming in to pJa.y,

opens

the

breech, and

the

ejection of

the empty

case begins.

When

fully home,

the

carrier C

de

scends, being clear

of the carrier

support

A, and after being moved a. certain

diAta.nce it engages

with

the part of the pawl forming the

feeder E, depressing

it, and

finally disengaging

the

hook

F

fr

om

the lug

H on

the

shoulder-piece

I.

The

plunger piston spring K re-acts

and returns

the

plunger

D,

with its pawl

and

feeder E,

to

its original

position,

the

feeder forc

ing the

cartridge in

the

carrier

torwa.rd, shooting

it into the

chamber.

The

breech-block

L,

during

its as

ce

nt,

raises

the

lifting

leveT M,

and

through

it

the carrier C. When this latter

is nearl y home,

it

engages through

the

proj

ect

ion

with the

tail N of the escapement,

and

moves

it out

of

the

path of

oa.rtridg_e

in the

hopper

0 . The <? rtridge

being

thus

hberated, slides through

the

hopper mto the carrier, its

pl ?e

the h ~ p p e r

being

taken by the next

cartridge,

which m

turn 18

loo

ked

by the escapement as the carrier

descends, and is Jiberated on

the return

of

the

carrier.

To load the

gun

the following operations are necessary :

Open

the

breech

by

depressmg

the

hand-lever P, and

return

io

to its

original position.

In sert

a.

loaded cart

ridge

in the

breech beneath

the

ca.rriert

and

se

nd it

home

in the chamber by a. quick forward pusn, as in loading an

ordinary semi-automatic gun. The breech will

then

close

a.utoma.tica.Jly. Charge

the

hopper,

and the gun

is ready

for firing.

The '' Pom-Pom. -Guns

to

resist torpedo

or

sub

marine boat

attack

must also

in

clude the Pom-Pom "

now almost uni versally adopted as a high power

a . u ~

matio firearm specially applicable as a personal

deterrent

when searching

out

for gun crews

or

others doing impor:

tant duty on board torpedo vesseJs,

or

any warship,

~ n d

not prot

ected

by

r m ~ u r . The

rate

of fire of

the gun

IS

about

250 rounds

per mmute

1

and

each shell,

w e i ~ b i n g

about l

lb

., bursts

on

impact

mto

about

thirteen

pieces.

Such a gun, it will be recognised, is specia.lJy suitable for

attacking

c r ~ w s _ i n the. fighting tops, &c., the

hail

of

she

ll rendenng Ib

tmposstble for the men to remain

exposed

at their

guns.

When the German

ships were

recently

attacking

the Chinese forts at

Taku,

the "

Pom

Pom

" drove the gunners away from

the

fort weapons,

leaving

them to be

pub

out

of action by

the

heavier

calibre quick-firers on board

the

ship.

Our Admiralty

wou

ld

therefore be well advised

to

have a few of these

- P o m s on board every

~ ~ i p

for such .special

du ty,

p Lrticu a.rJy as they can .be utilised on la.ndmg carriages,

m

a . d d t t t o ~ to

sea.

~ e r v t c e or attack

on coast

def

ences.

The

experience

durmg

the Transvaal War

has specially

demonstrated their value as naval landing guns. Tbe

general

arrangement

of

their

mechanism is similar

to

the

rifle calibre Maxim gun.*

PROJEC

TILES

AND

PROPELLING POWDERS.

T ~ e . q u

e s t i o of projectiles. for

~ o d e r n

naval artillery is

rece

ivmg the greatest attention

m

all

countries.

Nearly

ten. years

a.g? the

Russian

Government

commenced ex

p e r ~ m e n t s With capped proj

ect

iles, and demonstrated

then

a d v a n t a g

r e c ~ n t developments

in this country

have led

to

theu

bemg

ordered for use

with

guns of

12-centimetre

o a l i b ~ e . and u p ~ a . r d s . ~ o r many

years

the

French have utthsed caps m conneot10n with armour

piercing shell,

and the

United

States

have generally

adopted

a.

cap

of

the J

ohnson system for armour-piercing

and

Se, Di-a.rmour-piercing projectil es.

Recent

develop

ments m

Germany

show that they are also about

to

use

capped projectiles,

and

M ~ s s r s .

Krupp,

of Essen,

are

recom

mendmg

one of

thetr

own construction which

greatly

improves

the

armour-piercing capacity' of

the

* [Illus

trations

of the Pom-Pom " appeared in ENGI

NEERIJ>:lG vol,. lxv

• p ~ g e

387,

~ n d

':ol. lxix.,

page

278.

The

rifle

-ca.hbre

Ma.xtm

gun JS

as tllustrated

in ENGI

NEERING,

vol. lxix.,

page

375.-Eo. E.]

I

7/17/2019 Engineering Vol 72 1901-08-16


234

The author, from experience, greatly favours

the

of a

cap to

all armour-piercing projectiles for

against modern armour, although

thA

advantages of

capped projectile against comparatively so

ft

armour

not realised to any serious extent.

The types of armour-piercing shell are so numerous

no attempt can here be made to enter into details ;

the auth

or believes so

much in the importa

nce of

the

ercing shell from a naval

point

of view

p€.netration of a. ship's side when the projectile

hi t

s

important-that

no money should be

to

secure

the

very best

obtai

nable.

Really

regu

lar

reliable results

are

only to

be insur

ed

by the

best

•

Fig. 40.

L

18


In reg.

ud

to propelling powders for g u n ~ , there is

not

much difference of opinion, except in

Great

Britain, as

to

the most suitable compound; most countries have

adopted

or

are a.bout

to

adopt a

nitr

ocellulose powder.

For use with rifles, England, Italy, and Norway may be

sa

id to be the only countries now using a nitro-glycerine

compoaition of powder, whereas Germany, Austria,

France, Russia,

the United Stat

es, Spa in, Denmark,

Roumania,

and the

Spanish· American

States

utilise

entirely

a

nitr

ocellulose compound.

In

regard

to the

explosives used for heavier artillery,

Great

Britain,

Italy,

and

Austria

are the only countries which have

per.

manently retained

the

nitrogly cerine form, whereas G?r·

[AuG.

r6,

1901.

of a properly manufactured

nitr

ocellulose powder, whereas

none of these conditions can be said to be met by any

powder containing nitroglycerine.

At

the present time the Russian Government manu.

fa

ct

ure the largest quantity of

nitr

ocellulose powder.

Up

to about two years ago all the oJnditions enumerated

were not fulfilled, owing

to

the

nitr

ooelJulose used for

the powder nob being quite satisfactory ; but since then

they have obtained the best results by using the system

employed

by

the Cologne Rotweil Companv

at

their

factory ab Sohluselburg.

In France snd

.Russia also

great

difficulty was experionced ab

the

o

utset

in obtaining

a.

really suitable nitrocellulose, a

nd in

carrying out the

necessary operations to render

the

powder really homo.

geneous

and sa

fe. Indeed,

it

is

only

by

careful study and

much experiment

that the

manufacture of

nitr

ocellulose

powder has now become really reliable and stable. The

... t.g.

/J4.

CURVES

5HEW1NG

CoMPARATIVEENERGIES

OF VARIOUS 6/NCH GUNS.

-- · .

-

-4--

FOOT

ro

'S

D

. I

J

c

t\

-

'

\

I

•

\

Fig

41.

4 7 f , . 3 P ~ ) AUTOMATIC Q F GUN

HOPP£ R FEED

•

6000

5000

< 000

3000

2

000

--···---- ----- ·-

1 - - - - t ........... ,.... . ....... - .........-

.

·---····

---·-----·-

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

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

-

.

- -

j E 1 -·4

· - ·.

1----1 '

.

-··---- ·-·---·-·· .......

S16S.t.),

I /

· 1

l y

I / i

steel, and nob from shells made from castings

The experiments carried

out

against H.M.S. Belleisle

the destructive effect

ol bhe

high explosive shells if

penetrate through the armour,

or

otherwise

get into

interior of the ship, as described in this year's Brassey's

The value of such shells against superstruo.

and the non-protected upper works of ~ h e ship

very great; but the

attack

on such parts of a sh1p would

be in any way decisive, and the best way

to

really

a ship

out

of action is to perforate the a r m o ~ r n ~ a r

water-line, or to get a large number of proJectiles

the armoured protection. Such results are only

by perforating the modern har?·faced a . r ~ o u r ,

nd it would therefore seem supremely 1mportant m all

rmour-piercing shells which are now being utilised that

hey sho

uld

be made

of such material as

to

ensure

their

eing able to

perforate the

most

modern hard-fa

_oe

d

armour without breaking

up, as .

is

ab

the pre

se

nt t ~ m e

more usual.

This

the

author

behaves

to

be only posstble

by armour

-piercing

r o j e c b i l ~

fitted

with

caps,

and

there

is

exhibited

a 6-in. shell whtch a few e k ~ ago

pa

ssed

without injury

through

the latest type

of 6-m. hardened

plat

e

with

the

very

moderate

v e l < ; ~ c i t y

of 1950 ft. A pro·

je

obile so constructed

and

fitted wtth a. cap would

be

able

not only to pass through a 6-in. plate, but t h r ~ u g h a

12-in.

plate

should the necessary energy be _ g 1 ~ e to

the projectile,

and

the au thor has already_

md1

ca.ted

how such increased energy may

be

a t t a ~ n e d , even

in our existing naval artillery. A sem1 · a r m o ~ r

piercing shell properly constructed and fitted w1bh

a cap would also h a . ~ e .much g ~ e a t e r p o ~ e r s . of pene·

tration

than

the exiSting sem1-armour-p1ercmg shell

without a cap and

it

would appear desirable that the

largest p o r t 1 ~ n of the projectiles carried on board

all ships should be constructed of sufficient

r e n ~ t h

and

fitted with caps so as to be capable of p ~ r f o r a t ~ n g

mo

dern armour

such as will be fo

und

on

the

shtps

of all our

{>OSBible opponents.

As

from 70,000

~

80,000

tons

of thiS

arm

o

ur is made

annually the nay1es

the

world ab a cost of from 9 to 10 milhons sterhng, 1b be·

comes' of very

great r t a n c e that.

every afforb should

be made

in

constructmg our

shell

to

msu

re

the

v ~ n t a . g e

in favour of

the

a.rtillerist

that

has just been

1 ~ d 1 o a t e d .

Only in this way can the

gunner

succeed agamst

the

armour-plate maker. . . .

Next in importance to the a.rmour-p1eromg_ or sem

i-

armour-piercing shell _come the l l'rge.oa.pa{}lty shells

carrying a high explostve. For thts ~ u ~ p o s e . Germany

and

France

like Britain, make use of p1ono a . ~ 1 d

but

the

Russian ~ e r n m e n t are utilieing gun-cotton m shells up

to

11 in. calibre.

•

•

•

•

•

I

\

Fig 42

. I

----; . :

. ..__... ..

•

Fin 43

I

t7

•

E

-------- --· -·----

-·------

~ t

-..-

---

-· -- ......... ......

.:

' :. ::.:...

-:.:.

; : . - - - ~ ~ - -

.

1 ----1--

--·-----

----

-··-···-

-

--

---····

-·

·--

------- ---·-----· ····--··

'

0

.-·

··-·

-······ ·

-.r

A

•

7 U T O M T I

GUN

HOPPER

FEE D

1

000

I

0 •

..

6.,. I

•

•

:J

C :>

cJ

YARDS

....

·········-----·····

)-•... . ......

·

I

•

l

•

•

.......

.

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

40 00

5

000

F R ·

the

U nited

States ~ p a i n

and moat serious experimentul work

in

~ i o n w1 th

t.l

i

many,

o e , _

ussta, de ' , l

matter

has been carried

oub

by the Cologne

l tob wt-tl

J a f h ~

: ~ ~ : i ~ ~ ~ ~ = ~ ~ l

~ ~ : s ' i : i : . a . t i ~ n s

in

determining

the

1

Company,

at

wh9se establis

bmeTnbt ef t

~ v e

Ghemio 'l

N ' ~

·r f d

to

be adopted are firably its search is always m prC'Igress. e ussmn overnmt-n

best

o m p o s l ~ ~ n o

~ d ~ a ~ ~ t under normal

oi

imatio realised this some years ago, and in q ~ e n c ~ g

:we

h i s

~ t U ~ ~ : ~ ~ ~ ~ ~ ' ; .

it

s apablitby ort

1

b t : ~ ~ i ~ ~ , : ' s " , b ; f . . ~ : ~ ~ ~ ~ : ~

: : ; ~ t f t : h m J ~ ~ ~ : ~ z ; ~ : ~ ~

R ~ : S 1 ' f : , g t b . . ~ S : i ~ ~ ~

possi?le ~ a l f : - t d j '

aU3

~ ~ ; ~ i 2 i i : ; resu

lt

s, so tba.t the ment a.nd manufacture of thls t g h ~ y r t a ~ t arttl.tery

torY, ' .an ~ ~ b ·o sly affected by change of tem. necessity. Thus thea.verageproduotton In R u s s t ~ of mtro·

b a ~ ~ ~ ~ ~ : ;::a.? ~ ~ e

: e : ~ f ~ g u

away of the gun due to E>x ces- l oeJl ul 1

Se

powder, ma.nufllcttlf ed upl n a Rotweil ate.n,

~ ~ e eros:e n. y All these qualities are seourdd by the use 1 amounts now to about 400 tons per

n u t ~ n t .

•

7/17/2019 Engineering Vol 72 1901-08-16


AuG. 16, 1901.]

Ib may not have been quite appropriate to

intr

oduce

the subject of powder into a

paper

on

the

mechanical

engineering details of ordnance, hub the reference

made

is probably justified by the important results following

from the use of pror.lling- powder of the nitrocellulose

composition. Indee , it

18,

in the author's opinion, the

only suitable compound for use with high-power artillery,

and

a.s experiments have convinced

the

author that

powders

c o n t a i n i n ~

even a. small

prop

o

rtion

of nitro

glycerine are unsUlted to g,uns develo{>mg high velocity,

he believes that the Bribt8h authori ties would be well

advised

in

adopting the nitro-cellulose compound. Diffi

culties, no doubb, would attend such changeab the outset;

hub the wear of the guns ab present, with all attendant

disadvantages,

mlllkes the

alteration almost imperative,

especially when

great

power and

rapidity

of fire

are

sought

for, a.s erosion increases

at

a much higher

per

centage with nitro-glycerine, and necessitates an ex

ceptionally large. reserve of guns being kept. So long,

however,

a.s

we have in position of influence men of such

perspicacity and judgment, actuated by the true pro

gressive spirit,

a.s Sir Henry

Bra.ckenbury, with such

eminently practical

and

experienced advisory engineers as

Sir BenjtitminBaker,

there

is no reason for any despondency

or any lack of faith in the future. This VIew JS, ab the

same time, quite compatible with an earnest advocacy of

the

reforms diotated

by

personal experience; that is hub

the duty of the citizen.

THE VELOO

ITIE

S

ATTAINED BY

MODERN G UNS.

And

this

raises the question of the velocities and bal

listics ~ e n e r a l l y of guns, and on page

234

and below are

three diagrams; Fig.

44

shows

the

e l o c i t i B E ~ , energies, and

r a n ~ e of various

types

of 6-in. gun; Fig. 45 gives a. com

parison of the dangerous Bpace of the Rervice 6-in. guns,


of cordite. This simple modification would result in the

main

armament

of the

ma

jority of o

ur

battleships

and

cruisers being greatly improved.

S UB MABINE B O

AT

S.

Submarine boats

bear

on the subject of naval ordnance

- not so much in association with gunnery, but with

torpedo armaments, which constitute a. most serious factor

in

connection

with our

future naval history,

Up

to

the

present time the torpedo has been carried

by

mosb of

our

ships of war, butJ the maximum serviceability of the

weapon

must

be obtained from such s

pe

cially designed

ships a.s the torpedo-boat or torpedo-boat destroyer.

N o w ~ however, a new field for the torpedo is opened oub

by tne introduction of submarine or semi-submerged

boats. Torpedoes are inopera.tive

at

a.

greater range

than

2000 yards, and

must

be discharged within closer dis

tance, so

that in

the case of two vessels even otherwise

unequal, but

armed with torpedoes, the chances of success

will be equal, and

thus

it would be impolitic

under

mo

st

circumstances for the superior vessel to take the risk of

being torpedoed. For this and other reasons mechanical

torpedoes should be utilised

by

specially constructed

vessels, and particularly

by boat

s capable of remaining

unseen except for momentary reaP.pearances to take

observation.

This

is

a.

condition

ea.s1ly

fulfilled by a sub

marine

boat

much more efficiently than

by

torpedo-boats

of the ordinary ty_{)e. Attack by daylight would make

them almost

ce

rta.m victims of any ship armed with a

moderately heavy quick-firing gun, escape being impos

sible; whereas the submarine boat, if discovered when

porpoise-like she comes to the surface, can immediately

dive, cruise under water for a. few mile

s,

and make her

escape, to fight another day.

At the present time the French have thirty-four boats

•

2

35

the same way as the po

rp

oise. They are capable of

co

ming

up

and

disappearing instantly, so th ab

they

can

thus

determine exactly the mark to be aimed

at

before

discharging torpedo. The quality of being able to

dive

in a.

few seconds renders th em much less vulnerable

to attack by artillery.

The dimensions of the submarine boats, which are being

constructed for the

Briti

sh Navy,

are:

Ll ngth over all,

63 h. 4 in.; beam, 11 fb. 9

in.; with

a displacement when

submerged of 120 tons.

One

torpedo-expulsion tube is

formed ab the extreme forward end of the boat, and four

of

the

18-in.

Whitehead

torpedoes are carried, the

gear

being arranged so that the torpedo may be discharged

with the boat stationary or running at any speed, and

when

the

vessel is awash or submerged.

The

scantlings

of

the

hull have been designed

to withstand the pre

ssures

consequent on submergence

at

a. de{>bh

af

lOO ft. from the

surface, the double-bottom tanks utilised for ballaRb

and

storing purposes. Ingress

and

egress

are

through a

conning tower of armoured steel 4 in.

thick

and 32 in. in

external dia.metier, fi bted with observation ports. The

propulsion of

the

vessel awash is by

a.

gasolene engine

with

four single-acting cylinders water-jacketed, actuat

ing pistons of the trunk type, with long surfaces, the

connecting rods being attached direct to the pistons. The

inlet and

exha

ust

valves are of the

poppet

type,

and are

in the cylinder heads, the levers by which they are

operated being actuated by hand, mounted by sleeves

keyed to the camshaft running alongside and near to

the

top

ef

the cylinder. The camshaft makes one revolution

for every two of the main crankshaft, and the motion is

transmitted by two pairs of skew gears through a vertical

shafb. The electric ignibors are actuated

by

eccentrics

also from the camshaft ; the movable and fixed electrodes

are fitted with platinum points. There being four cy-

Fig.46.

COMPARISON OF DANGEROUS

6 - INCH SERVICE.

SPACE

GUN

USING

t;-JNCH

B.L .

GUN

. M.V.•IBB:J .F.S .

•

SC

A

Le

0

0 100

ISO

2

3 00 3

5

4 450

-'OOYDS

.1

-

or E

F:T

•

----

---

--

-

-

..,..---

·--

·------

-------

O.

F GUN. MARKII

M.

-

-

0

lO

O

- ·

•

I

•

-

·- ·-

·

·- ·

·- ·- ·

--

-

-

2t60.F.s .

·

· · ·

.

F.S

.

. - - - ~ ; - . ; . _ ~ - - -

WATER

LINE.

--

--

0

- ..

--

--

--

--

......

_

-

-..

......

t:

OU

1

000

1300

1600

2000 ·

I

I

16

3Y

D,. 1

U I I - ·- ·- 228

(5

?

S I I) - ~ -· ·-----·-- ·---·-· · · ·-·-·-·

z ;

oo

RANGE;

Cl) f - - - · - - · - · - 465Yo.f - j

·

- ·- ·- ·- ·- ·- ·- ·- ·- ·- ·- ·-

L

Fig .46.

12 INCH

8 . L .

MARK

.

IX

.

60

F e«

45

,.

COMPARISON

OF DANGEROUS SPACE

WI

TH MV

f ~ I Y D 270 0 F.S.

0 M v ~ ~ . s o o

F.

35 N v ~

80

16

10

6

~ ~ ~ ~ - - - - n b

» -

I

'<-

182 YDS - - - - - -

·

5 3

YDS .-----· -1-f

· -- - ·

686 VDS

-

-- ..•oo

.,

...D

........ - - '

a v

t n n y n111 Jv -

1

0 6lJ 100 1

60

100 .260 sooYard4.

•

and of the Vickers' weapon of the same calibre, and

Fi g

.

46

a similar comparison for 12-in. breech-loaders.

The

diagram of

the

12-in. gun (Fig.

46)

shows well the

value of increased velocity, the dangerous

spa

ce of an

object 30 ft. high

at

a. fighting

range

of

2500

yards being

increased by 162 yards

in

5

23

yards

when

the

muzzle

velocity

is

accelerated from

2500 ft.

to 2700 ft. per second.

The former velocity

is

obtained

with

cordite (a nitro

glycerine compound), and the latter with nitro-cellulose

powder. In

the

diagram of 6-in. guns,

the

velocity of a

llUD

firing

at

3000 foot·seconds

is

compared

with the

British gun now in

most

of our w a r s h i p ~ rather than

with the latest

type

which is now being put into all the

new ships. In this case the dangerous space

at 2500

yards

distance from the gun

is

increa.Sed from 226 yards to

465

yards for a. target 30 h. high, which would represent

the freeboard of a warship or merchantman. These

Sfeoial oases establish the importance of high velocity in

modern naval artillery, for at sea. it is quite imi>Qssible to

accurately judge distances at once, and such errors in

range

need

nob

involve

the

missing of

the ship

if

the

guns

were of the highest possible energy, which means low

trajectory, and consequently an extended danger zone.

As to

the

diagram showing the curves of comparative

energies of various. t.ypes of 6-in. guns

Fig

. 44},

it indi

cates that if the Brittsh gun makes use of a. n i t r o

l l u l ~ e

powder giving a. velocity of about 2800 foot-seconds, Ib

will

be

well ahead

in

energy of

the

6.4-in.

French

gun, to

which ib corresponds. The 6-in.

gun

installed in tha

majority of our ships, however, is

not

nearly so powerful

as this particular weapon, as evidenced by

the

diagram.

Tbis

great discrepanoy in power could be eliminated even

with the

se

o d . f ~ ~ o s b i guns by slightly enlarging the

chamber and

b:y

utilit)ing a nitr0-celluloso powder instead

in

various

states

of manufacture, twenty-nine of which

are electric submarines and five s u b m r s i b l e E ~ and they

are now carrying

out

important trials and

SJ:

ending

large sums of money in the1r development. Before many

years have passed France will have not thirty-four but

hundreds,

with

which she wonld be able

not

only

to

pro

tect

her ports, but to

make attacks

on

our

Fleet

in

much the same way as the bands of Boars are making

guerilla attacks on our regular army in the Transvaal.

Of the continuous stream of ships passing

up

and down

the

English

Channel-the

busiest steamship

track

on the

globe-quite

90 per cent. are British vessels, and upon

them our mercantile greatness depends.

Let

us su.ppose

that

in ti me of war 100

French

submarines were let loose

in the Channel

at ~ h b .

Theae boats have sufficient

speed and radius of

a.ct10n

to place themselves in the trade

routes before the darkness gives place to day and they

would be capable of doing almost incalculable destruction

against

unsuspecting and defenceless victims. The same

applies to the Mediterranean and other of our ocean high

ways within the

danger

zone of the submarine.

The submarine boat has thus increased the value of the

mechanical torpedo tenfold. To the United States of

America the submarine will be of inestimable benefit, as

it

will render

the

coast practically secure against

attack

from any country excepting having naval bases

within easy striking distance of their littoral. The boat

now universally

adopted by the United States

is

built

on

the Holland system, and the new British boats building

by Messrs. Viokers, Sons, and Maxim, Limited, at

Barrow-in-Furness, are of similar ~ i g n . They are

to

be

almost equal

in

speed to

the

French boatEa, but have

other

qualities not attained by these b o a t ~ the principle of

which is

that thef

will be capab le of behaving much in

•

lindera, it follows that there is an impulse for each revolu

tion, and

the

speed may be varied from 200 to 360 revolu

tions per minute, giving a. maximum power of 190 brake

horse-power. The boat has one propeller with blades,

and

the

speed awash is expected to be 8 knots.

Fu

el

is

to be

earned

for a radius of

400

miles

at

this

speed.

Propulsion when submerged is by

an

electric motor,

which, like the gasolene engine, drives

the

shaft from ~ h e

prop

eller through gearing

with

clutch connection.

This

gearing enables both gasolene engine and motor to be

at

a. lower level than the shaft, which is on the centre

line of

the

boat. For diving the boats are fitted with

horizontal as well as vertical rudder, while

at

the same

time a simple system of automatically arranging the dis

position of water ba.Ha.st is fitted to overcome any lack of

horizontal stability consequent upon the divine action.

Automatic means are also provided for dete

rmming

the

angle of diving or of rising to the surface, and to obviate

submergence to excessive depths. At

the

same time

hand gear

for most purposes is fitted.

As

to the periscope, of which the French speak so much,

there is no doubt that when cruising submerged

in the

proximity of

the

enemy

it

will

be

very useful.

I t

is an

arrangement whereby

a.

view of the surface through from

30

to 50 degrees can be obtained, and enables the boat

when submerged to be steered directly for a. visible point.

The Holland bo

at

has a. special arrangement for effecting

this purpose while enabling her to run at a distance

below

the

surface, so thatJ no visible trace of

her can

be

seen.

Such

an arrangement places

this

country

quite on

a. level with the French nation, notwithstanding the fact

that

we may

not

have given the same amount of atten

tion to submarine warfare.

To

some

extent the

Marconi system of

telegraphy

affects the range of utility of the submarine, as the opera

tion of blocka-ding no longer entails the use of so many

vessels, because the distance through which

a.

message

can

be signalled

at

sea has so much increased that one of

our

ships off the French coast may communicate direct with

its

base in Britain. It is true the speed of

the

submarine

boat

is

not great, hub progress is certain. When the

Whitehead torpedo was first introduced it

hRd

a low

S >eed, and generally speaking was very uncertain as to

its

duection,

depth, and

applied

utility.

Now, however,

it

is

capable of running within a. a. few inches of the required

depth ab a. speed of over

37

miles

an

hour for a rango

up

to 2000

yards, and hitting the point aimed

ab

with almost

the

same precision au a gun. In the same

manner there

is no doubt the submarine boat will be improved, while

there is a great field for development

in

co

nn

ection with

th

e secondary

battery

.

Here, md e

ed, as

in many other

respects, one finds that close interchange of

interests

be

tween the mechanical engineer and the a.rtillerist, which

affords some justification for bringing before this Institu

tion a subject of such grea.b

intere

st to the profession,

fraught

as it is also witli such vital importanee to every

citizen:

•

•

•

7/17/2019 Engineering Vol 72 1901-08-16


LAUNCHES AND TRIAL TRIPS.

ON Tuesday,

the

23rd ult., the steel-screw cargo

steamer Nor, built by the L axeva.a.gs };ngioeering and

Shipbuilding Company, Bergen, Norway,

went

for

her

trial

trip,

and after

compasses bad been

adjuste

d, pro·

ceeded to

the

measured mile, where a series of trials were

run,

and

a. mean speed of 1 0 ~ knots attained. The trials

were thoroughly

sati

sfactory,

everything

wo

rking

well,

and the

owners, Messrs. Horloff

and

Boe, Bergen,

expressed

their entire

satisfaction. The

Nor

is of

the

following dimensions:

Length

extreme,

244ft.

; breadth,

36 ft. ; depth moulded, 19 ft.; deadweighb carrying

capacity,

2200

tons.

Th

e engines, which have also been

construoted

by the

La.xevaags Company,

are

of

the

triple·

expansion type, hav ing cylinders

17

in.,

29

in.,

and 48

in.

in

diamet

er by

33 in. stroke.

The

working pressure

is

175lb.

On Wednesda.y, the 2 th ult., was run the trial

trip

of

the

ss. Monomoy, which ha.s

just

been completed by Messrs.

Joseph

L. Thompson

and

Sons, Limited, of the North

Sands

Shipbuildmg

Ya rd, Sunderland,

to the order

of

~ I e s s r s .

T.

Hogan

and

Sons, of

Bristol

and New York.

The principa.l dimensions of the

boat are

405 ft. long

by

51ft. beam by 31 ft. 4 in. depth moulded. The propelling

machinery has been constructed

by

Messrs.

Blair and

Co.,

Limited, of Stockton-on-Tees,

the

cylinders being 25 in.,

in.,

and

75 in. in diameter, by

5L

in. stroke.

They are

supplied

with

steam by three boilers working

at

200 lb.

~ s s u r e . A number of full-speed runs were made on the

Whitley

measured mile,

and

a. mean speed of over

11 knots was obtained.

On

Fridar.,

the

26th

ult

•

the

l

arge

steel screw

steamer

Selsdon,

built by

Messrs. William

Gray

and Oo

.,

Limited,

for Messrs. Houlder, Middleton,

and

Co., London, had

her

trial trip.

The

vessel takes Lloyd's highest class.

Her

principa.l dimensions are : L ength over alJ, 352

ft

.;

breadth, 49

ft.

6

in.;

depth, 28 ft

. 3 in.

She

has a long

bridge, poop,

and

topgallant forecastle,

and

is fitted with

all the

requuements of a firat-cla.ss cargo steamer.

The

engines have been built a.t

the

Central

Marine

Engine

Works

of Messrs. William

Gray

and Co.,

and

have

cylinders

in

., 40 in .

and 67

in.

in

diam

ete

r, with a

piston

st

roke of 45 in.

The

boilers

are

two

in

number,

working at a J ? r ~ u r e of 160 lb.

per

square inch. The

trial

wa.s

a sat11sfactory o n ~ , 11 knobs average being fully

maintained.

The

vessel afterwards proceeded

on her

voyage to Cardiff, where she loads for

Port Said.

The

s.s. Baron Driesen. rece

ntly laun

ched

by the

Irvine's Shipbuilding

and

Dry Docks Company, Limited,

West

Hartlepool, was built to

the

order of

the Northern

Steam

s

hip

Company, Limited,

Sb. Pe tler

sburg, of which

Mr. Paul

Morch is the managing directo

r;

she proceeded

on Saturday, the 27th ult., on

her

trial trip.

She

is of

the following dimensions: Length, 360 ft.; breadth,

47

f

b.

9

in.;

and depth,

30 H in.;

and

of a. large mea

surement cargo capacity. E ogines of

the

triple-expansion

type

have been supplied

by Me

ssrs. Ricbardsons,

We

st

gartb,

and

Co., Limited, Sunderland, w

ith

cylinders 25 in .,

41 in.,

and67 in. in

diameter,

with

a

stroke

of 45m., steam

being supplied

by

two single-ended boilers, constructed to

work

at

a pressure of 165 lb. A mean speed of 11 knots

had

been maintained during the trial.

The s.s. Rome. was successfully launched on Tuesday,

the

30th ult.,

by

Messrs. J oseph L . Tbompson

and

Sons

Limited,

of

the N0rth Sands

Shipbuilding

Yard, Sun:

derland;

she has been built to

the

order of Messrs. Row

land

and

Marwood's Steamship Company, Limited, of

Whitby,

and is the

tenth

vessel Messrs. Thompson have

built

for these owners.

She

is

built

to

Lloyd

's highest

class on

the

three-deck rules, but

with

only one

de

ck laid ·

and

the

prin

cipal dimensions

are

342

fb.

between p e r p e n ~

diculars, 49ft. 6 in_. breadth extreme,

and

ft. 6 in. dep th

m o u l ~ e d . S ~ e wtll ?e

a.

l a r ~ e

deadweight

and

cubic

capa01ty

earner,

and

l

fitted

wtth

all

the latest

improve

ments.

The

propelling machinery has been constructed

by

Messrs. John Dickinson

and

Sons, Limited, of Sunder

land;

the

sizes of cyli

nd

ers

are

24 in.,

40

in.,

and

66 in.

in d1ameter by

45

m. stroke, supplied with steam by

three large

multitubular

boilers working

ab

160 lb. pres

sure.

The

new steel screw

steamer Marsden had

a. successful

trial

triJ?off the

Tyne on

Wednesday,

the

3lst ult.

She

has

been bUilt by Messrs. Wood, Skinner,

and

Co. Limited

Bill Quay-on- Tyne, to the order of

the B u r n ~ t t

Steam:

ship Uompa.nr,

Limit

ed, of Ne wca.stle-on-Ty ne

and

is

of

the

follow

mg

aimensions: Length,

210

ft. ; brea{}th

31 fb.; and depth,

18 ft. Th e main engines

have b e e ~

supplied from the Northumberland Engine

Works

of

th

_e No

rth-

Easte

rn Marine

E n g i n e ~ r i n g

Company, Li

mtted, Wallsend-on-Tyne,

and

cons1st of a set of

their

l a ~ s t

type. of

t r i p l e

e x p a n ~ i o n

_e

ngines, having cylind

ers

17 m

._

28

and 46 m.

m diameter

by

33 in. stroke,

supphed wtth steam

by

one largt} steel boiler.

The

Harelda., which is bei

ng built

f

or the

fleet of

the

Cork

Steamship

Company,

Limited,

of Cork was

launched from

the Neptune Shipya

rd,

Newcast

le on

Tyne,

by

Messrs. Wigbam-Richard son

and

Co., Limited

on \Vednesday,

th

e 31st ult. The steamer is 255 ft.

length

by 3 3 ~ _b.

beam,

and

_will ~ t b a i n Lloy_d 's highest

class.

She

will

be

fitted With triple-expan

siO

n engines

and b o i l e r ~ ,

also by Messrs. Wigham-Ricba.rdeon

and

Co., IJimited.

On Thursday

.

the 1st

inst.,

the

s.s. Cockerill,

built by

the John Cockerill Company a.b

their

An

twerp

ship

yard,

and

engined

by

Messrs. RichardEons, W estgartb

7


and

Co.,

Limited,

Middlesbrough,

bad a.

very

sa.bi

sfactory

trial

trip.

The twin-screw

steamer

Ga.licia,

whi

ch

has bee

n co

n

stru

cted by MessrA. Wigha.m-Riohardson

and

Co.,

Limited,

N

eptu

n Works, Newcastle-on-Tyne, f

or the

Pacific

Steam

Navigation Company, of Liverpool,

went

for her trial

trip

on

Thursday

,

the 1st

inst.

The

steamer

is

built

of

steel; she

is

413 h. in length by

50

ft

.

bea

m,

and is

fitted

with

triple-expansion engines, which, as well

a.s

the

boilers, hav e been constructed by Messrs. Wigham

Richardson

and

Co., Limited. The trials, which were

very thorough,

went

off satisfactorily,

and

a. speed of

13

knot

s was attained.

The

new steel sc

rew steamer

Inkum, built

to

the

order

of

Sir

Christopher Furness, 1vi.P., for Messrs. J .

H.

Welsford a

nd

Co., Liverpool, by Messrs. Alex.

Stephen

and

Sons, Limited, of Linthouse,

ran

her trial trip in the

Firth on

Thursday, the 1st

inst.

She

is a.

steamer

of

8000 tons deadweight. wibh a measurement

ca.pa.ciby

of

about

13,000 tons. Her dimensions

are

400ft. by 50ft.

by 39ft.,

and

she carries 8000 tons deadweight on a mode

rate draugh t

.

She has

accommodation for captain,

officers, a

nd

a limited numb

er

of £rat-class passengers

in

deckhouses amidships.

She

has triple.expansion engines,

having cylinders

26

in

., 41

in .,

and 67

in. in diameter

by

51 in. stroke,

with

very large boiler power and Howden's

forced

draught.

There

are

special arrangements

to take

a. large

quantity

of

water ballast in the

event of

shifting

from

port to port

without coal. Portions of these com

partmentls can also

be

utilised for cargo,

and the

holds

are

fully fitted

up

for grain cargoes

and

ventila.ted for

cattle ca

rrying.

On the

mile a speed of

12i knot

s

per

hour was obtained.

On Thur

ada.y,

the

lab inst.,

the

new

steamer

Pembroke

sbi

re, built

by

the

Sunderland

Shipbuilding Company,

Limit

ed, proceeded

on

her

official trial. Slie

is

a

steel

screw steamer, 360 fb. between perpendiculars by 48 ft.

broad

by

31 ft. deep,

and

will

ca

rry

7150

tons dead

weig

ht up

on Lloyd

's

freeboard.

The main

engin£:s

are by the

Norbh-Eastern

Marine

Engineering Company,

Limited, Sunderland,

and

have cylinders 26 in ., 4 2 ~ in.,

and

in. in diameter by 45 in. st roke,

stea

m being sup

plied

by

three large boilers, wor

king at a

pressure of

1

80

lb.

per

squa.re

in

ch. A mean speed of 10; t knotS was

obtained.

Messrs.

Robert

Stephenson

and

Co, Limited,

Heb·

burn-on-Tyne, launched on

Thur

sday,

the 1st

insb.,

a.

large ateel screw steamer, builb for

the

Elswick

Steam Shipping Company, Limited, of

New

castle.

The

vessel

is

of

the

following dimensions :

340

ft.

b e t ~ e e n

perpendiculars

by 47

ft.

e m e by 29 ft.

10

m .

moulded d

epth

. The propelhng machinery,

~ h i c h _is

to

Lloyd:s

h i g h ~ s t

class. consists of.a set of large

Size t r t p l e ~ x p a n s t o n engt les· The stea ll will be supplied

from two smgle-ended bmlers,

the

workmg pressure being

165 lb.

per sq_ Iare

inch.

The

machinery is being supplied

by

Messrs. Richardsons, Westgarth,

and

Co , Limited,

Sunderland.

The

vessel

Wll.S

nam

ed

the

Elswiok Grange.

Th

ere was launched on

Satu

rday,

the 3rd inst., at

Irvine

(C

lyde),

by

the Irvine Shipbuilding and

Engineer

ing Company, Limited, a steel screw steamer of

about

800 tons deadweight, to

the

order of

Kalmar

Angkva.rns

Aktiebolaget, Sweden.

The

vessel measures 180 ft.

by

29

ft.

by

13

h. 6

in. moulded.

Triple

-expansion engines

h a ~ i n g

cyl inders .15 in., 25 in ., a.nd .40 in .

in

diameter

by

27

m. st roke, With large steel bOiler, 160 lb. working

pressure, are being

supp

lied by Messrs.

McKie

and

Baxter, engineers,

G l ~ g o w . Th

e

stea

mer was

named

J oh. J eansson.

The

London

and

Glasgow

Engineering and

Shipbuild

ing

Coll pany,

Limited,

Govan,

laun

ched on Tuesday,

the 6th mat., a steel screw

stea

mer for

the Indo

-Ch

ina

Steam.

a v i ~ a . t i o n

Company's trade in

the Eastern

seas.

The dtmens10

ns

of the vessel

are

: 290 ft.

by

42

fb.

by 25 fb.

moulded,

and about

2350

tons gross.

She is

designed to

ca.rry

about 3500

tons deadw

eight on

a comparatively

small

draught

of water.

The

saloon

and

accommodation

for captain, officers, engineers, &c .,

and

a.

limit

ed number

of

r s t - ? l a s s

passengers,

are

':lnder t b ~ r i d ~ deck.

Th

e

s h t ~ wtll

be

~ t t e d the

builders w1th tr1ple-expa.nsion

engmes, havmg

cyhnders

21

in., 34

in.,

and

56

in.

in dia.

l l e t ~ r by 42 in. stroke,

and

one single-ended boiler 16 ft.

m dtameter by 11ft. 6 in. long, fibted with Howden's

system of forced

draught, the

working pressure being

170

lb.

The

vessel wa s

nam

ed

the

Hop

o g .

•

Sir

Ra.ylton Dixon

and

Oo., Limited, Middlesbrough,

have launched a large steel screw steamer

built

to

th

e

order

of. Messrs.

S c a r a m . a n ~ a

Brothers, for

the Ca

lliope

Steamsh

ip

Company,

Limited,

of London. Her prin

cipal dimensions

are

352 ft.

by 47

ft .

by 27

ft. 6 in.

moulded,and a ~ e a d w e i g h t carrying capacity of

about

60

_

0

tons

on hght

draught

of waber.

Th

e machinery

w1ll

be

s u p p ~ 1 e ~ by the Central Marine

Engineering

Compa.ny, L1m1ted,

West

Hartlepool

and

consi

sts

of

a

s ~ t

of

trip

le-expa:nsion engines, 25 in .: 41 in .,

and 67

in.

cyhnders by

45

m. stroke, supplied

with

steam at

180 lb. pressure

by three la r

ge single-ended boilers.

The

vessel was

named Euterpe.

I;f.M.S.

E s p i e ~

h_as just

co

mpleted a series of trials

w ¥ ~ h

are

s p ~ 0 1 a l l y mterestmg

,_

s

thi

s vessel is

the

first

Brtttsh warshi p to be fitted w1th

Bab

cock

and

Wilcox

boilers, since these were experime

ntally tried in H.

M.S.

l d r ~ k and

as

a

consequence

the

Water-

Tu b

e Boiler

Oomm1ttee Wl);S represented by

Mr,

John List, one of the

[Auc. 16, 1901.

members,

and

by vir. \ V o o d ~ , the secr

etary

. The Espiegle

is a sloop designed

by Sir

W.

H.

White, and built at

Sheerness Dockyard, of

steel with

wood

and

copper sheath

ing. Her

length

is 185ft., beam 33ft.,

and

at

a

draught

of 11 ft. 3 in.

she

displaces 1070 tons. Her engines,

which have been

constructed by the

Wallsend Slipway

and Engineering

Company,

Limited, fr

om

the

designs of

Mr.

Andrew

Laiog,

the

engineering manager there, are

of

the

triple-expansion type, to devel op 1400 indica ted

horse-power,

and to

give

the

vessel a speed of 131 knots.

The armament

consists of six 4-in. quick-firing and four

3-pounder quick-firing guns. The trials, which were

carried through \Vithout a hitch, consisted of a. 30-honrs'

run at

about

330 indicated horse-power, 30 hours at 1000

indicated

hor

se-power,

and eight

hours

at the

full power

of 1400,

and the

results

are tabulated:

Date . . •• . .

July 24 .

July

27. July SO.

Nature

of t rial { 30 Hours' qoal 30 Hours' qoal 8 Hours

• ConsumptiOn.

Conaumpt

aoo.

Full

Power.

Steam

port

lb .,

203

198

Pressure

star'd 203

198

198.9.

port

26

acuum

an

st ar'd

26

.

Revolu-

{p o

rt ger min.

125 179.4

200

6

tions. star'

124.7

178. i 197.6

Ai

r pressure . . in . .Nil Nil .2

Indicated} port

..

1

62

516 705

Horse-

starboa

rd 175 614 720

Power total

..

337 1029

uu

Coal consumption, lb.

per

horse-power

hour 1.63 1.64 1.69

There

were present from the Admiralty

Mr.

Ha.ll and

Mr.

Ma.rwick; from

the Dockyard, Mr. Andrews

and

Mr.

Rider; while

Mr

.

Andrew

La.iog r

ep

resented

his

com

pany a.s

the

contractors.

Mr. Murray attended in

the

mterest

of

the

Babcock

and

Wilcox Company.

On Tuesday, the 13th inst., the shallow-draught twin

screw gunboab Moorhen,

built

to

the

order

of

the

British

Government,

wa.s

succe..'\Sfully launched from 1\-lessrs.

Y arrow's new works ab Poplar. The Moorhen

and

also

the Teal (a sister ship)

are

constructed on a system which

enables a large propeller to be used

in

combination with

a very shallow

draught,

of which

type

of vessel Messrs.

Yarrow and Co.

have made

a.

S,Peciality.

The draught

of

these gunboats fully equipped IS 2ft. 3 in.,

and the

speed

13 kn

obs

.

All

the vulner

ab

le parts, such

as

the machinery

sp

ace, &c.,

are

com

pletely

encased

by

chrome steel rifle.

proof plates. The vessels are constructed

in

floa.table

sections, a system introduced

by the

Poplar firm many

yeara ago,

by

which mea.ns

the

tedious process of ri vetiog

together and launching ab road is enttrely avoided, the

various sections being lowered

into the water

and

bolted

together afloat.

O_uR RA:ILS AnROAD.--The exports of rails from the

Umted Kmgdom

co

ntmue

to

be

pretty

well

maintained

there

having

been some

improvement

of

late in both

the Indian and

Australasian demand,

to sa

y n

othi

ng

of ~ h e rally which

appears to

be

taking

place in South

A ~ n c a : . There ha.s

also bee l

9: bette

r

inquiry

for

British

rB.lls m

Oa.nada..

Th

e

pnnmpal rail exports in

July

?Ompare as follows with

the

corresponding shipments

m

July,

1900,

and

July, 1899 :

Country.

July,

1901.

July,

1900.

July, 1899.

tons

tons tons

• •

4,461

7449

6,548

2,148

627 1,046

• •

4,137

4738

6,798

• •

1,613

11 33 744

•

•

8,660

6577

1l

,699

•

10,896

3858 7,

097

9,158

96 8,266

Sweden

and

Norway

Brazil.. .. ..

Argentina

. . . .

British South Africa

British India ..

Australasia . . . .

Canada . . . •

In the

seven

D ~ > n t h s

.

n ~ i n g

July

_31, this

year,

the

d

emand

for llr1t1sh ralls Improved

m

Russia, Sweden

a n ~ .

Norwa.f, Chili, A r ~ e n t i n a , Bribish South Africa,

Br1t1Sh lndta, Australa.s1a,

and

Canad a.; hub ib feU off

more

or

less

c ~ n s i d e r a _ b l y in Denmark, Egypt,

Cbioa,

J apa.n,

and ~ l e X I c o .

ThiS

18

shown by

the

following Table

illustrating

the

principal f'xpo

rts

for

the

£rat seven

mo

nt h

s of this year,

and the

corresponding periods of

1900

and

1899 :

Country.

Russia . . . .

Sweden and Norway

Denmark . . . .

Egypt.. .. ..

Obina.. . . . .

Japan..

. . . .

Mexico

. . . .

Chill

.. .. ..

Brazil . . . .

Argentina . . . .

British South

A f r l o ~

British India

Auetr&Ja&ia ..

n a d a

..

• •

• •

I

1901.

I

tous

9,1153

•

• •

3 4 0 4 ~

• •

1,136

• •

14

•

•

1,798

4,434

•

•

3,013

•

•

9,667

•

•

6,357

•

•

43,

865

• •

28,176

••

94,700

• •

43,4i9

• •

22,686

I

1900.

1899.

tons tons

1,633

12,U3l

22, 70J

65,009

7,

616

7,121

13,6

14

10,958

6,707

~ . 2 o l

10,211

1,740

12,M3

6,686

773

2,100

6,i97

12,859

23,1121

12,256

20, 11

8

12,669

63,181

102,438

83, 657

30,008

7,325

12,786

T ~ e

prices

current

for. rails have been good of la te, the

264,045 tons

exported

m

the

first seven

months

of this

year

being valued

at

1,631 260l., while

the 26

240

tonA

shipped

in the

firsb seven months of 1899 were ooiy valued

atJ1,283,177l. On

t ~ e other

a n ~ ,

the

cost of production

no d oubt, been 1norea.sed this yE'ar by

the

high

r a t ~

oar

rent

for combastiblee,

7/17/2019 Engineering Vol 72 1901-08-16


Au

c. 16, 1901.]

E N G I N E E R I N G ILLUSTRATED PATENT

RECORD.

COMPILltD

BY w. LLOYD WISE.

A

BSTRACTS

OF RECENT PUBLISHED SPECIF10

1T

IONS

UNDER

THE

ACTS OF

1

883-

1

888.

numb8)· oj views given in the Specification Drawings

is

stated

ut case ; where none are mentioned, the Specificatio?t

is

not

tllustrated.

ere inventions a1·e com

mu

?'icated

Jtom

abroad the Names

~ . ,

o.f the

O ~ m m ~ n i c a t O " r s a;r

e giv

en in

i

talia.

'. '

optes of Specijicatums may be obtained at the Pat ent OOlce Sale

r a n c ~ S o ~ t

t h a m p t

Bu:ildi?tgs, 0/uvn.cery-lane, lY.0. at

the tllln{orm pnce

of

8d. '

e of. t h ~ ~ v e r t i s e m e n t OJ the acceptance OJ a Complete

Sv

ecijicat-wn

t8,

tn

each case, g

iv

en

afte,. the abst?·act,

un l

ess

th

e

Patent

has been sealed, ·when

th

e dat e

of

seali n{J i11 given.

ny person ' lay,

at an

y ti?ne

~ ( ) i t h i n

two m onthsfrom the date of

m e n t

of

the a

cc

eptan

ce

of a Complete Specification,

g1

.ve not1.u

at th

e

Patent O Dlce

of o

vp

osition

to

the grant

of

a

Pa tent on any

of

the grou:

nd,s

ment ioned in the A cts.

ELECTRICAL

APPARATUS.

11,264.

B .

B ~ r J t , L ~ n d o n Switchboards . (1 F ig.]

mv e

nt10n provtdea a switchboard for elect ric

•st rtbu tton, wherem t he number of ways, switches fuses or cu t

u ts can

be

var ied acco

rdin

g to t

he

number of

ci;cuita

it is d e-

to cont rol.

Ea

ch switch, fuse, or cu t -

out and

f i t t i n ~ s is

m n t e d on a separate base or slab,

prefera

bly of wh ite porce

am,

and these are

ar ranged side by aide or

~ o . c e

to each

he

r

and

co

nne cted up

by the usual

omnibus ba

r

the number

of

l a ~ s and

fittings

p o n d i n ~ to

t

he

number' of ways it is

to control. A double·p ole switch boa rd with switches only

e

e ~

e

0

@

/

"'\

/

\

/

-

V

J

/

@"

0J

@

(0

G

oJ

e

0

.

0

I

e

@)

(0'

@

0

I

\

\

·-

/

/

/

j

J

\

, -

'\. /

®

(§)

o)

'-

~

(,

/

~ ~

~

~ _eJ

e

a a

one pole is

illust

rated , but by select ing ot

he

r slahs

it might

e a

double

pole board with

switc

hes on each pol e, or some

othe

r

The

claims are as follow :

"1. In an

im p

ro

ved

switch·

ard the

means

for and method of adjusting and ar r

anging

tc

hboard connections on separate slabs to meet the exigencies

va

riation, subst antially as herein de scribed and shown by the

awing. 2. In o.o improved switchboard the combination of

ut -

outs

,

switc

hes,

an

d

term

inals

upon

separa

te

be.ses, with

ingle or

dou

ble pole cut -

outs, wit

h

an

omnibus

bar

a

nd

per

t base

su

bstant ially as

and

for the

purpo

ses h erein

de·

ri

bed

and

shown." (A ccepted J u

ly

3, 1

90

1.)

11,358.

B . U.

Wollas ton a n d

T.

U. Sherr iD, Slough.

Bat ter ies . [5 Figs.) June 22, 190

0.

- A sto r

age

a ttery electrode, accord ing to this inven tion, comp rises an inn er

re of lead wound spirally and h

av

ing around it a moulded or

.F 0

.1

J

·

Yrr

'"'

,. ..

,....L.,-L.., •

3 .

.

•

4-

•

layer of active material, the whole forming a cyli

ndri

cal

od

wit

h t he ends of the

lead

core projec ting o m . T.be

od

thus

formed is e nclosed

in

a perfor

ated

sbeatbiDg of vulcam te

r

other

insulatin¥

mate

r ial,

and

the said s

heathing

m a ~ be a

sp

lit

long

itudm

ally , with

butt

or

lapped

edg es a

nd fo rmmg an


elastic j ~ ? c k e t for the electr.ode: .Th e jacket, it is stated, requ ires

10 au x11tary means fo r holdmg 1 m place, but end < r other r etain·

10

g rings may be used upon it if desired. (A

cce

pted Jtt ly 3, 1901.)

15,473. A J . Boult ,

London.

(E. Andreas, D1·esden,

G

e1 1na.ny

.)

Storage Bat ter ies . August 80, 1

900

. - A

process of forming lead peroxide elect rodes of extended su rface

for sto rage

batte

ries is, accordi

ng

to th is invention,

a9

follows:

The ar

e flrst t reated el

ec t

rolytically as

anodes in dilute

sulpburtc aoid, a.nd are then immersed in dilute nitric acid until

the bro.wn peroxide coatiag assumes a grey colour, the plates are

then w1thdrawn and

tho

roughly washed,

after

which the process

may be repeated until the full capacity la attained. (Acce

pted

Jttly 3, 1901.)

1 4 ~ 7 2 3 L.

Andrews , Hast ings .

Magne t i c

Cut·Out .

[5

lltgs.] u s t 16,

19

00.- Tbi s invention relates to magnetic

ally released "mou

set

ra

p

sw

it

ches of the kind described in

i ~ c a t i o u .

No. 26,733 of 1897,

and

w

ith

t

he

o

bject

of

w 1 t ~ flex•b le o n s the ser ie3 winding is made

coil, p01· t

1on

s of wh10h are par tially surrounded with

forn;ung t wo ho rseshoe electrom

ajl:

nettJ, whose free ends point

m

one du eot ion. The s

hunt

winding is in two coils, through each

of which projects (so as to be located between

the

ends of one of t

he

afore

sa

id magnets)

on

e end of

an

approximate ly borsesboe·sbaped

Fig.2.

(14 7Z.JJ

piece of iron which forms pa r t of the arma ture of the

appa

ratus

and

is secured to a. pivotally-mounted body adapted t J control

the movement of t he switch. The connection of t

he

wind inga

and

the

arrang

ement of th e iron pieces are such

that

whilst when

one of the c

urrents

is flowing

in

t he proper di rection

in

rel

at

ion to

the othe

r

th e

re m

ay

be a slight

tendency to rotate th

e ar

matu

re

so

as to

force it

aga

inst a sto p and

to

keep t he switch cl

os

d t he

reversal of this relative direction of flow causes the armature

to rota

te

in t

he

opposite direct ion and relee.se t

he

switch.

(A ccepted

Ju l

y 10, 1901.)

16.

s.

Z

de

Ferrant i ,

London .

Elect r ic i ty

Meters .

[1 September 18 , 1

900

.- In

meter

s of

the

ki nd des cribed in

P.atent Specification

N_o.

of 1

892

, in order to

prevent

o.ltera·

t10n of

the

r

ate

of r eg1strat1on of t

he mete

r by reason of any ab

nor

mal

and considerable flow of

current

which

may

occur,

and

to

compensate

for st art ing fr iction, according to t

hi

s invention the

0

I

el

ec t

r

omagnet

is formed compl

ete

with an

ir

on oore, giving a

netic c

ir

c

uit

e

nt i

rely wi

thin

t

he

iron except for t he na

rr

ow air

ga

p

in

which

the

moving

pa r

te of the meter rotate, a

nd th e

re is

ar

ranged symmet rically within

or

around one of the poles of the

elect romagnet a permane

nt

magnet for effecting t he required cor

rection of t

he

meter. (Accepted J uly 10, 1901.)

9919 J . B.

Stone,

Worcester . Mass. , U.S.A. Light

n ing Conductors . [3 F igs.] ?lhy 13, 1901.- ln

order

to

fo rm

a hollow ~ b l e for li

gh t

nin g conduction or oth er use, a

serving of wire is wra

pp

ed ar

oun

d a twisted st rip, prefer

ab

ly

in a di rection opposite to

the twist

of

tbo

str ip. (Accepted Julv

10, 190

1.

)

10,940. J .

Swt.nburn e,

London.

R es i s t ance

Beaters .

June

16, 1

900

.-

ln

order

to in

some degree

prote

ct electrica l

resistance beaters c

om p

rising oxidisab le and ear thy

const

ituents

from the oxidising

ac t

ion of the atmosphere, the ear thy con

stituent

is vi trified , or the bea

te

rs are

glaz

d. A mixture con·

•

2

37

sisting of p h ~ t e ka?li l, and may be used- the ~ a o l i n

and felspar formmg a v1t r1fia.ble mlXture. The scope of t he 1n ven

tion is limi ted in t

he

claim to be a

te rs

for elec

trolytic

incan·

descence lamp f. (Accepted Ju

ne

19, 190

1.)

GUNS AND EXPLOSIVES.

14,261. A.

Reichwa ld .

London. (Pried. Krupp, Essen,

Germany). Wedge Breech

Mechanism.

[8 Figs. ] Au

gust

9,

1900.-According to

this

in

vent

ion, a

pparatus

is provided by

means of which recoil is utilised to

ac t

u

ate

the breech mechanism

of large g uns. To the conveyor screw

(a

uoh, for

examp

le,

as

is

. .

I

described in Pa ten t Specification No. 1793 of l898) is

attached

a ge

ar

wheel adapted to engage with

and

to be

turned

by a ra

ck

moving

with

the ba

rr

el, bu t

at

a lower speed t

han

t

hat

with

which

the ba

rr

el

runs

ou

t,

thus

e

ffect

ing the opening of t

he

breech on

the

recoil of

the weap on.

Apparatus

accor

ding to

t he in vention is des cri bed

and illustrated in detai l. (Accepted July 3, 1901.)

14,262. A.

Reichwa.ld

,

London.

(F'ried. K ntpp,

Ess

en ,

Gennany. ) Recoll Brakes . [11 F igs.] August 9, 1900.- In

order to prevent gun-carriage fluid friction recoil brakes from

allCiwin

g a too rapid return motion of the gun to the tiring posi

tio n, acco

rd

ing to

this

invention, a device

in the

natu re of a

val

ve

is applied to eaob of t

he

by-

pa

ss passages for

the

fluid,

in

such m

anne

r t

ha

t whilst allowing a more or less free passage for

the

fluid

durin

g recoil,

on

t

he

r

etu rn st

roke t he

are

a of

the

passage or a ~ e s is considerably reduced. The by-pass pas

sag

es

fo r the liqmd are of decreasing area towards the rear of the

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

cy

linder, a

nd

this al

te

r

ation

of

are

a

may

be

obtained

by a g

radu

al

lessening of th e depth or width of the passages when t hey are

in

t

he brake

cylin

der

, or by an inc rease

in

the size of a rib on

t he cylinder pr

ot

rudi ng into the by-pass passages when the pas

sages a re on the

pist

on. Sever

al

kinds of valve device suitable

fo

r

t

he

purpose

are

described

and

illustrated.

In

the a

rr angement

illust r

ated her

ein

the

re

are two

by-pass

pa

ssages in

the cylinder,

decreasing in depth

toward

the rear, and th ere are spring-con

t rolled valve flaps on the pis ton adapted to practically close the

pe.ssages when the ~ u n barrel is moved in a forward direction.

(Ac cepted Jul y' 3, 1901.)

21,891.

P.

Jensen, London. (K1·ag-Jii1·gensen Company,

CJMUitia.nia

,

NO?-way.

)

RUle

Magazines. [13

Fi gs.] De·

cember

3,

1

900.-

A g e n s e magazine of the

kind

whi

ch

can be cha rged at the aide, and for use on t he

Brit

ish service

rifle, compr ises a hinged door

wh

i

ch

opens towards o

ne

side, a

nd

down which

the

cart ridges can be rolled,

and wbi

oh c

ar

r

ies

means

for

automati

cally depressing t he feed

spring when

it is brought to

the open position. In order to prevent t he feed

spring

from coming

into operati<_>n too quickly on .the. closing of the door, the log

on

the

door w

bt

ch aots on t he sp

rm

g 1s const

ructed

as a part separate

I

•

I

I

•

I

.

from the bin ge,

and

having a face contacting

wit

h t

he hinge

or

door, so that in opening th e latter t he

lu

g is

taken

along and

acts as before described, till

it

comes beyo

nd

the vertical line,

when

t he contact between th e

hinge

a

nd the lu

g is

broken

so

th at the door ruay be fully open without being under the influ

ence of t he spring. Upon closing the door it will first move a

cer tain di

st a

nce without ac ting upon t he lug, but

afte

rwards the lug

is

ta

ken along wit h

the

door,

and

at

the moment

before t

he door

closes t

he

lug is brought ba

ck

over t

he

dead point, whereupon

the

sprin g is freed. (A

cce

pted Ju ly 3, 1

90

1

.)

9398.

A.

Gutensohn , London .

Picr ic

Acid Manu

fac ture .

May 6,

19

01.-Tbis

in

vention pro vides improveme n

ts

applicable to the process of piorio acid (t ri-

nitro

phenol) manufac

tu re

de s

cribed in Pa tent Specification No. 16,628 of 1900, in which

it is s

ta

ted that instead of adding the phenol to t he ni t ric acid ae

a s

ulph

ate,

with

t

he

objer.t of

d i m i n i s b i

t he suddenness of

rea

c

t ion, the inventor dissolves the phenol m mineral oil,

and

a

dds

t

he

solution to ni tric acid, on

the

su rface of whi

ch

is a layer of

mineral oil. Acco

rding tCJ th

is invention,

to

eaob pa

rt

of phenol

to

be

converted

3 to 4 parts of st rong nitric acid (sp. g r. 1420) is

7/17/2019 Engineering Vol 72 1901-08-16


E N G I N E E R I N

G.

alldwed,

and to

this is

added

some

12 per ce.nt.

of

sulphu

ric acid

an . 30 per cent. of water, the miXture bemg placed in a deep

<'rhndr1

ca

l

v e s ~ e l . immersed in

a

w t ~ r

ba th

~ a \ n t a i n e d at 80

deg.

~ a h r

The a01d 1s

~ o v e

wtth .mmeral 01 1 and a cover is pro

Vlded for the vessel m o

rd

er

that httle

acid fum e

may

be lib erated

or

s c a p e uncondensed.

Th

e phenol, dissolved in four t imes

its

we1.ght .of hot paraffin oil, is divided into two portions, one of

whtoh 1s added

to the

acid ,

and the bath kept

warm tor

about

tv.:elve hours, after which the oil and acid are poured off the picric

a01d

cr

ystals

~ h e ~ t h e r half of the

h e n o ~

is

~ h e n

sim ilarly con·

verted. ~ h e P Cnc a01d sepa

ra tes

from the hqUld

as

a soli

d,

and is

recry.stalJ sed

10

h

ot

water

conta

ining a

bout

2

per

cent of sul

phunc

a01d. .Accepted Ju ly 3, 1901.)

of

the

kind. The cylinders of the upper presses

ar

e

set

on conv ergmg l:nes according

to

the angle of the radiating flanged

edges of

tbe

plate

to

be p r

odu

ced,

the

pla

te

being

fi

xed upon

bhe

lower set of preeses. When ex tro.cting

the

plate from the

pr

ess

MACHINE

AND OTHER

TO O

LS, SBAFTING, &c

.

11,152. B •

Biedmann, Berkenwerden, German y .

y t c ~ s . [4 F tgs. ] May 30, 1901. -

In

t his parallel vice

the

fron t

JaW

18 fixed

an

d the

back jaw

slides,

and

is

brought into

co

nt a

ct

___ ___ ,

0 0 \

0 \

\

0

I

with the work to be held or

wit

h the front

jaw by

means of a

w _ e d actio

n lever p ivoted

to

t he back jaw, and

to

a block

run·

nm

g

10

a c

ur

ved

slot

on an extension from t he fron t

jaw

.

(.A

c

cepted

July 10, 1901.)

MINING,

METALLURGY, AND

METAL

WORKING.

6639.

R .

Strefel, Elwo

o

d,

Pa.,

U.S.A.

Tube

~ o l l i n g [ ~ F i g s . ]

~ a ~ c h 29,.1901-Fo r l l i n ~ tuhes from the

billet, accordm g to th1s 1nvent1on, reversing rolls are provided

and

a double-faced mandrel. The

tube

is reduced in a number of

F0 f

passes, the dir

ec t

ion of

rota

t ion of the rolls being reversed

at

the

end

of each pass.

At the

end of each pass

the tube and mandr

el

are

rotated

pa

rt of a revolution,

the

rolls in some ca.ses being

brought nearer to each

othe

r for the next pa.ss.

A

cce

pted J

uly 3

1901.) '

9903. The British Aluminium

Company.

Limited

London.

(.A.

H. Oowles, Cleveland, Ohio,U.S A.) Electricai

Smelting.

[2

Figs.]

May

1S,

1901

. - In

order to obtain elements

of a volatile c

haracte

r from ore or a compound containing them

the ore or ~ ~ o } l o d is. fus ed and maintained at a t e m p e

above

the

volatih

smg

po1nt of

the

elements,

and

elect rolysed in

contact with a porous ca thode, through which

th

e element as it

becomes elect rolytically separ

ated

cnn

a ~ s to

a condensing vessel,

+

+

•

where it

s

collected.

In the

appar

atus

illustrated for use in sod i

um

reduction the porous cathode is of carbon

and

covers the bottom

of

the

cell.

Although both the

anode

and cathode

are of

ca

rbon,

it is stated t

hat

he of the combination of

ca

rbon

and

oxygen is alone about sufli01eut to decompose the oxygen sodium

compound being oper

ated

upon, for this combustion of the carbon

anode tends

to

produce an electric curr

ent

in the same direct ion

as

t he electrol ysing cu rr

ent

employed,

and

thereby reinforces

such

current." Accepted July 3,

19

01.)

13,582. G.

W.

Green, Litt le Chester, Derby. Bend·

tng

Metal

elates. [6 Figs

.]

Ju ly 28, 1900

.-

Tbis invention

•

the

upper

rams draw t he pressure o c k ~ away on their a d l a t i n ~

lines,

~ n d

the lower ones are opened by means of

tape

rm

g wedges

w1

th a screw

attachment.

.Accepted July 10,

1

90

1.)

RAILWAYS

AND TRAMWAYS.

11,519. B.

G. Nicholson, Bellevne, Ire land.

Trolley

·

Wire Frogs. [6 Figs ] J une 25, 1900.-ln order

to

prov ide a

trolley-wire frog

in

which a movable p

oint or

switoh c

an

be

ad

j usted by the trolley arm so as

to

bring the point

or

switoh into

position

to

coincide with the line on which the t rolley wheel is to

travel, according t o this invention at the end of t he line from

which the trolley-wheel

runs

is hinged a tongue or

point

which

ca

n be t

urn

ed

to

coincide with

eit

her of the lin es on

to

which t he

t rolley wheel is

to

pro ceed. Secured

to

the movable

to

ngue

or

po

int

a

re arms

extending downwards

and

provided

at their

lower

ends with pieces extending lon

gitu

dinally, between which t he

0

FU]

.1.

\1

\

J

/

J

•

~ 0 1

,

.......

~ ~

~

l

FU] 3

•

·-- , , h ~ *

___J a

L..

g g

0

. . ~ : : ; J : : i -

II.S /11) •

t rolley he

ad or

pole, or some

part

connected with

it

, passes,

so

that

when

the

t rolley wheel reaches the movable tongue or

point the lon gitudinally ex tended pieces are acted upon in such

wise

as to

ce.use them

to set the

tongue or point

to

one or the oth

er

line, accordi ng to the dire

ct

ion of tbe sideways pull of the vehicle.

Tbe longitudinally extended pieces are prefer

ably

capable of

yielding sideways hy being made, for example, of spring metal, in

order

thnt the

to

ngue or point

may be held securely over

and

injurious

st

rain upon

the parts a\

·oided.

f

desired, the

t o n ~ u e

or

point can be mnde so as

to

be kept normally in one posit1on by

the action of a

sp

rin g or weight , in order th

at

it may be moved

by o r from the t rolley heaJ or pole in one dire

ct

ion only. (Ac·

cepted J

1.tl

y

3,

1901.)

13

.949. B.

F. Spencer, London, and

H.

Brunlees,

Ltndtleld,

Sussex.

Single-Line

Railways. [8 Figs.]

August 3, 19

00

.- In a single-line railway system in which the

vehicles have

the

bulk of their weight b

rought

on

to

a ce

nt r

al line,

a wheel or wheels bearin g on the o u n d

ca

rry the remainder ;

and

with

the

obje

ct

of minimismg t he

amount

of wei,:rht

to

be

borne by the ground wheels, the

tru

ck is provided with means

Fig

2

whe reby the vehicle body may be moved laterally to obtain a

balance,

an

d

wi

th

n

pendulous device

to

indi

cate

verticality.

When intended for military

purp

oses,

the

oar bodies a re con

st ructed so as to be water-tight , in order

that

they may be used as

pontoons.

In

the complete specification is described

and

claimed

a vehiole having at each end a bogie tr uck whose wheels run on

a

cent

ral rail,

and

at each side spring-controlled balance wheels

thnt

run on the ground., A ccepted Ju ly 3, 1901.)

MISCELLANEOUS.

17,585. B. L. Doulton and

s.

M. Chapman,

London.

Tap Jar . [4 F igs .] October 4, 1900.-An improved tap j nr ,

according

to

this invention, has

an

external boss

or

projection

on the side of the ja r at or

near

the bottom, having a horizontal

way co

mmunica t

ing

wit

h

the

interi or of

the

ja r.

Tr

ansversely

to

· his way,

and

communicating with it, is

another

horizontal

[AuG. I 6, I 901.

~ e n t i o n e ~ . In fixing

the ta

p

to the

bottle or vessel , he

stem

1s

10ser ted 1nto the horizontal way

and

the nut or ferrule

;a

screwed on to

the

projec

ting

end. To 'prevent le l.kage betwee'"

the tap and the

b

ott

le, washers of india·rubber are interposed

between the boss and the shoulder on the tap

at

the one end and

Fifj J

1 75

85)

between the boss and screw nut or ce.p at the

othe

r end. t is

stated th

at taps fitted in accordance with this inve ntion cannot be

blown out by pressure within the vessel, and that as t hey rlo not

pro

ject

far from t

he

vessel they are less liable to damage than

such taps on these vessels as now made. Accepted J·uly10. 1901.)

12,937.

W. E.

Madd

ock,

Wolstanton,

Staffs.,

and

W.

Orme, ~ u r s l e m , Staffs.

Clay-Moulding

Appa

ratus.

[4 Ftg

s.

]

July

18,

19

00.-

In

moulding pla.stic clay for

the manufacture of hollow ware, according

to

this inven tion the

clay

in

sheet form is in

te

rposed between a mould

and

a core or

P 1

. . . . . . . L - - - L . . . . .

chum,

an

d

the latter

is expa

nd

ed so as

to

force the clay to take

the s ~ : t a p e of tbe fo

rm

er. Toe core

or

chum may have an e astio-

exteno wall so t hat it can be expanded by fluid pressure. The

mould IS preferably sepa

ra

ble

and

moun

ted

on slides. Accept

ed

J u ly 10, 1

90

1. )

15,245.

J .

Everard, Waltham Cross, Herts

.

Port

a ~ l e

Hanger.

[3 Fi gs.] August 27, 1

900

.-This h a n ~ e r com

pnses

a toggle lever, from t he pivot of which

the

weig

ht

is sus

pended. The toggle is connected to serrated shoes. and the

whole appar

atus

is arranged in such wise

that

when a weight is

hung

upon the toggle pivot by means of a hook provided for that

purpose t he shoes are caused

to

separate or close a

nd to grip

into

or onto the

su

rfaces against which they bear. The distance

between

the

shoes is made adjustable, preferab ly by

the

pro visio n

of a series of holes at the inner

end

of each

of the

toggle links,

in

to any

of which boles

the

toggle pivot may be placed. Means

(for example, a sorew) may be provided whereby an artificial strain

may be initially brought upon the toggle

to

caus e

the

ban ger

to

grip with sufficient firmness, to ret ain it in place when not loaded.

.Acce

pt

ed J

1.tl11

3, 1901.)

8691. F. Boenke Wiesenberg, Germany. Build·

ing

Materials. [2

Figs.]

April 2 7, 1

901.-

A building block

or t ile fo r hea t insulation purposes comprises according to tbid

inve

nti

on a

num

ber of len

gt

hs of bamboo bound

toget

her

or

united

into a fabric or ma t by means of cord or the like ; the

F0

1

I

...

•

t}

•

.

.

•

':(

•

; ;

:

•

'

••

s ~ i d fabric being embedded into the mate rial of

the

blo ck or tile

in the

pro cess

of

manufa

ctu

re. A ce

ment

tile is proposed nod

may be made from materials comprising wood ash, sawdust ,

burn t magnesi te, heavy spa r, and chloride of magnesium in

specified proportions. .Accep ted J uly 10,1

9JW

UNITED

STATES

PATENTS AND PATENT PRAOTIOE.

Descriptions

\Yi

th illu

st

rations of inve

nti

ons

patent

ed in the

United States of Am eri

ca

from 1847

to the pr

esent t ime, and

repor

ts

of t rials of patent law cases in the United States, may

be-

cons

ult

ed, gratis,

at

the offices of E ~ o t ~ E E R t N G , 35

and

36, Bedlord

•

Engineering Vol 72 1901-08-16

Documents

Transcript of Engineering Vol 72 1901-08-16