DE<.: 12, 1924
•
1' H E ENGlNEE:R
other ve~sel of the Fleet has been in dockyard hands
during the past year. extensive repairs having been
carr-ied out in some cases. Capital ;:;hips, old and new,
which had to be discarded undee' the \1\' ashington
Treaty, wet'e first stripped of material and fittings,
which are being used to replace worn-out parts in
the ;:;hip;:; retained. Owing to the clo ing down of
tho Hampton R oad:; ::;ubmarin.e ba, e the·ough lack
of funds. 27 s ubmarines in =-ervice there have been
laid up at the Pl1iladelphia yat·d. The building programme recommended by the ::)ecretary comprises
eight I 0,000-ton cntisee·s and six rive1· gtmboats. In
addition, the Ghief of Naval Operation. a k. for five
s ubmar-ines, two of which a re to be minelayee·s and
three of t.he s ubmersible cnti · er type ; but these
boats ar·e not included in the formal pr·ogramme to be
laid before Congt'es;;. Authot·ity is again •·equested
fOt' inc reaRing the e·ange of turret guns tn thit'teen
ships by altpe·ing t-he mountings to pe rmit of higher
elevnt ion.
657
up the three supplies of C:reenock, Pais ley and Kilmarnock, has been c-ompleted, and on T hursday.
December 4th , the wife of the Provost of C:reenock
switched on the current to P aisley at the Greenock
electrici t y works at Dellingburn. The sc_heme for
the interconnection of the Green ock, Paes ley and
Kilma rnock power s tations is considered to be desirFrench A ir Line Extensions.
able f1·om the point of view of all-round economy.
THE Fre nch l'ndet·-Kccrctar:v of :-itate for Aero" ' hen the Kilmaxnock section of the scheme is comnautic::; has g iven particulae·s of the programme of
pleted, it will be po:>sible for the Greenock and
air se>rvices which it is intended to can y out in the
Kilmamock tations to upply Paisley independentl~r
c·oming year. The line ft·om Par·is to Co'nstantinople
or in parallel, and for the stations to interchange load
will he extenclecl to Angora. There will be a line
with each other. During pe t·iods of I ight loads, s uch
ft-om Nice to Ajaccio and Tunis. which will constitute
as week-ends, holiday time. , and at night, either
the firRt :->tage of a serv ice that will eventually be
of the t lu·ee station.-; may be shut clown, and econoc·arricd as far as India. Ba1·celona will be connect ed
mical operation will be secured . Moreover, the interwith Algiers and Tunis with Casablanca. The existconnection of the stations will tend to make the
ing line from Toulou::;e to Casablanc·a will be extended
genera l s upply moe·e reliable. The overhead t ranst o Dakar, whence it is intended to create a service
mis. ion line from Greenock to Pa i~ley pa ses close
of neroplanes acros the Atlantic to Buenos Ayres.
to Kilmalcolm and Bridge of \Veir, and terminal
\\' hile the Oee'rnan..;; propose to employ dirigibles
to·wers have been provided at these places in order
behveen pain and Bo\eth America, the French conthat the line may be tapped. The 'lyde Valley ElerWaterloo Bridge.
sider that powerful aeroplanes are preferabl e for the
trical P ower Company, howeve•·, has the t·ight to
work. as being less susceptible t o weather· conditions
THE question a:; to \\' hethel· \ r aterloo Bridge is supplv these two towns, and any supplies of electricity
and of travelling much fa ter. Machines exhibited to be pre · ervecl as it was origina lly designed by fe'om ·Greenock to K ilmalcolm and Bridge of Weir
at the aviation show just opened in Paris have heen R ennie, or whet.her it is to be rebuilt and widened, will be in the nature of a bulk · upply to the compan:v.
spec·iall~· bui lt for theRe long dis tance ser v ices.
is once more in the balance. In an interes ting repot1;
submitted by the Special Committee on Thames
Large Locomotive and Rolling Stock Orders.
Bridge
,
which
was
discussed
at
the
London
County
The Endurance of Battleships.
Cotmcil's meeting on Tuesday las t, a recommendation
AN extens ive programme of new locomotive and
was
made
that
the
Council
of
the
Institution
of
Civil
lT i now evident that the c-onflict ing 1·eport · of
rolling stock production is to be carried out. by t he
the experiment. against the American battleship Engineers be a ked to express its views as to whether, London and North-Eastern Railway during 1925,
Was hington which t ook place t.owards the end of having regard to the present condition of the the total co t of which will, it is stated, involve an
last month were circulated as a matter of policy. bridge, it would be practicable and reasonable to expenditlll'e of clo e upon £6,000,000. About oneOfficials of the Navy Department are observing the underpin all or some of t.he piers of the bridge so as sixth of this sum i. to be allocated to the building of
utmost secr·ecy in regard to the tests, which they to render the str ucture permanently afe and to 221 locomotives fot· goods traffic. and 74 passenger
declare to have been the most impo1-tant and instruc- en able it to be restored to its original form. This engines, which are to be constructed, in adclitio~ to
tive that have ever taken place. Th e Washington. decis ion was come to a· a result of a deputation t he ser ies of " Pacific " type expres:; locomot tveR
they point out, contained all the newest devices for received by the Committee from the ~ociety for the now going through the shops at Doncaster. Addi minimising the effect of gunfire and s ubmarine attack. Protection of Ancient Buildings and the perusal of a tional sleeping cars of the East Coa t articulated type
I n general design , s ubdivision a nd armour protection scheme put forward by Mt·. H. H . Dalrymple Hay, a r·e to be built, and will form part of a carriageshe was practically a replica of the finest battleships describing on behalf of the, 'ociety a method of under· building prog!'amme comprising 52 1 vehicles. It is
now afloat, so that her beha.viou•· under various forms pinning the piers of the bridge. T he • ociety main- stated that three new tr·ains are to be provided on
of attack has produced data of supr·eme value. Not- ta~ns the view put fot·wa1·d by Mt·. Dalrymple Hay, the Marylebone-Manche ter service, and one on the
withstanding the Navy Department's r·eticence, the which is s upported by two other well-known engineer , :.vt:ary lebone-Bra<.lford service, in addition to which
nE-wspaper have published long accounts of the that underpinning \VOuld provide a safe, permnnen t the•·e are to be nine new trains for suburban lines.
fh·ing and other tests, and ince the e reports agree and economical remedy, which might be applied to all T he cost of carrying out this work will be about
on e sential points, it is po s ible to gain a fairly the pier of the bridge with the exception of No. 4 £ l , 189,000, to which must be added £2,300,000 for
accurate idea of what occurred. On the fu·st day and possibly No. 5 pier. On the othe1' hand, the new goods wagons, which, we understand, will include
the Washington wa shelled by the 14in guns of the Council's own chief engineet· and two other emin ent 200 heavy 30-ton wagons, 1400 covet·ed wagons. and
battle hip Texas. ' ''hile very few of the shell· engineers have reported strongly agains t under- 4000 coal wagons of from 12 to 20 tons capacity. At
actually penetrated, their impact seems to have pinning. If the Council of the Institution of Civi l the pre;::ent time over 2000 of these wagons have been
Rtarted leaks, for at the close of the firing the target Engineers accepts the invitation of the L ondon County ordered from wagon builders. R enewal of L.N.E.R.
vessel had a list. of severa l degree . The cannonade Counci l full copies of all reports and correspondence permanent way will accotmt for the expenditure of a
w ill be furnished for its use. We feel ure that the fut·ther £ 1,250,000, whilst £250,000 is to be ::;pent. on
was re umed a dav
late
r.
and
this
time
the
belt
was
•
perfo1·ated repeatedly, while heavy fragment. of I nstitution of Civil Engineer,; will be willing to render new bridges and £ 150,000 devoted to the co:<t of
a1mour were torn away. • ome of, t.he projectiles, it what service it can in a technical matte•· of such cleaning and paintin~-r station>'.
•
i aid, pas ed clean through t.he ship. i:>ubsequently, national and public importance. The London County
depth charges were exploded in the vicinity of the Cotmcil is manifestly desirous of preserving t.he
The Scapa Flow Salvage Operations.
hull. and aeroplanes were sent up to drop 14in. original structure, but even if rebuilding proves .to be
armour-piercing shell on the deck.
The ship, how- necessary there would appear to be no reason why
FllOM time to time we have commented upon the
ever , till remained afloat, and there is some doubt the features and for·m of Rennie's master ly de ign excellent and regular progre s which has been made
as to whether ·he was finally despatched by heavy should not be incorporated in the reconstructed by Cox and D anks. Limited , in the raising of the
bombs or gwUire. In any case her tout resistance bridge.
German destroyers which were scuttled at . capa
has obviously disconcerted the enthusiasts for aerial
Flow. The firm is now concentrating its attention
New
British
Beet
Sugar
Factories.
and torpedo warfare. who a•·e now forced to admit
upon the six destroyers which have been raised and
that t.he m odern battleship is not quite so Yulnerable
Two further complete factorie for refining British- beached at Mill Bay. At t he pre ent time, several of
a;:; they had RuppoRed it to be.
grown beet sugar are, it is announced, to be begun the salved vessels are in pt'oces. of being pumped ont.
dw,ing the ea.l'ly part of next yea t· at Kidderminster with a view to preparing them fot· breaking up.
flncl •'palding. The contract for the machinery, in- Messrs. Cox and Danks have already brokeh up on<"
A utomatic Sub-Stations.
cluding the steel-ft·amed buildings for the factorie , of the destroyers in the shipbreaking work.o; they have
Another clest.royet· i::; now
THE London Underground Railway has ju t an- has been placed with Dnncan Stewart a nd Co., established at Mill Bay.
nounced that two automatic ::;ub-s tations ar·e to be L imited, of L ondon-road Ironworks, Glasgow. As about to leave for the Firth of Fot·th , where ;;he will
built for the Morden extension of the City Railway, far as we can learn, the new establishments will be probably be broken up at Thos. " ' arcl and Co.'s
and that contracts have been placed with the Metro- built on the lines of the factory erected on the Colwick shipbreaking yard at Inverkeithing.
politan-Vickers Electrical Company for the ro~ary E Rtate at Nottingham, which wa completed by the
converters, trans former!'; and witchgear. The sub- same firm of engineer·s during the p re ent yea.r. The
Power Alcohol from Sugar Beet.
stations 'vill he erected at Balham and 'outh Wim- machinery is to be capable of handling l 000 tons of
bledon. The former will accommodate three 1500- beet per day, and of producing white refined ugar,
IN another paragt'aph on thi page '"e ~-rive some
kilowatt sets and the latter t-hree 1200-kilowatt sets. and the estimated cost of each of the works projected particulars of two new sugar refineries which will be
Tho Balham ::;tation will operate on the s ame lin.es will be, it is stated , about £500,000. A pleasing built dlU'ing the coming year, and which will help to
as tho Burnt Oak automatic sub-station on the feature of this late t development in the British extend the beet sugar industry of (h·eat Britain.
Edgware extension, a nd will be controlled from South s ugar -growing industry is the tatement made that Allied with this yotmg industry on it::; agricultul'81
\\'imbledon. Prioe· to the opening of t.he Edgware fully 90 per cent. of a ll the machinery used will be side is the important project of producing cheap pow('lr
exten ::;ion. a ll the 'sub-::;tat.iom; on the London Under- manufact.ured in this countr·y, and for the most part alcohol from the sugar beet, which is fostered by the
ground system were of the mannally opee·atecl t.ype, made at Mes ·t·.. Dtmcan l:itewart' · own wor ks in Brit ish Powet· Alcohol As ociation. With a view to
the Bw·nt Oak stati on be-ing the first antoma.tiC' U!Mgow. The new factories are t.o he opened in b t·inging this s ubject befot·e the notice of lhe Govem te·action s ub-station to be put. into operation in this September, 1925, in time for the campaign of that ment, a deputation from the A ·sociation-which
f'Ount e·y. During the fom· mont.hs or so it has bef'n year. The new factor·ies, like the Nottingham fac tot'y, body is affiliated t.o t.he British Empire Producers'
at wo.-1< not a =-ingle hitch of any kind ha=- OCC'ul'l'ed, will belong to a s ingle company, of which L ord Weir Organi ation- recently waited upon the l\Iini.J t.er of
and tl1e engineers seem to he in every way :;atisfiecl is the chair·man a nd L ord Invernairn, l:iir J ohn Daird Agriculture. The deputation explaineu t-he advanwith the 1·esnlt;:;. T he Balham sub-station will have and Sir Ernest J ardine are rlirectors. The managing tages of a cheap supply of alcohol for industrial ancl
a good deal hu·ger output than the stat.ion at Bur-n t director of the company is we learn, Mr. Talbot- p ower purposes, and the benefits which such an inCrosbie, of Mo::;ely. K idcler minster. In addit ion to dustry would confer by stabilising the agricultmal
Oak. which only
contain. two rotar·y
c·ouve..t e r,.;.
•
•
the factorie mentioned above it is hoped to have one life of the countr y. It was asked whether the proat Ely and one at Ipswich, a lso ready for the 1925 po eel sub~idy of 19s. 6d. per htmdredweight on sugar
Annual Report on U .S. Na vy.
crop of beet. The Br·itish 'ugar Beet ociety is produced from home-grown beet could not be exnow engaged in formulating a scheme of technical
TJ.m matetial deficiencies of t.he lTnited ~tates education in connection with the higher arlrninistra- tended to the s ugar content of beets used for the production of power alcohol. Central alcohol factories,
Fleet are set forth at length in the annual repol't of ti"e po. ts in the factorie;;.
it wa explained, would be cheaper to build than sugar
the Naval, 'ecretat'y. ~ix of the older batt.leships are
refineries, and larger quantit-ies of beet would be
~aid to need a thorough reconstruction before the~:
can resume theit· placo in the firRt line. In four ships A Linking U p Scheme for the Supply of utili eel throughout the year, as the factories would
work continuously. The Association aims at estathe boilers are . o wom that it has become unsafe to
E
lectricity.
blishing such central factorie on a co-operative basis,
ul'e standard pre:o;stu·e. and the ve;;sels cannot, there·
fot·e, maintain their n ominal speed. New boilers
:-iOME time ago the Paisley Cor poration accepted which would e nable the farmer upplying the beet
of the oil·bun1ing type are to be fitted when Congt·eRs a joint scheme for a bulk electricity supply submitted to participate in the profits made, and to have a fir:>t
appropriates the requisite funds. The ships in que::;- by the Greenock and Kilmarnock <.:ot-porat.ions, now claim on a portion of the product. An important us<"
tion arc also to he equipped with additional protection 1 incorporated in the Ayr-Ahire Electricit.y Board. of power alcoh ol would be it;:; use a,<; an alte1·nativc
against Rubmari11e and ait· attack. Practically every The Creenock ertion of this scheme, which will link m otor fuel.
A Seven- Day .Journal
•
D Ec. 12, 1924
THE ENGINEER
658
have them tt·an>;porlccl to the New Ri\"er yard, at the
rear of the Board 't~ head office building in Ro ·eberyavenue. The propo!'al now is that they s hould be
permanently pre erved by re-a embling them at th<.>
head office. Mr. Dove, the vice-chairman of the
Boarcl, ha offered to lend one of his own workmen,
"ho i>; specially Hkilled in the re:storation and repair
of medimval s t onework, and it is s ugge ted by the
Committee that the work of rebuilding should b <.>
d on e b y the B oard's own workpeople acting tmdet·
The "Chimney" or " Devil's " Conduit
of the Grey Friars Monastery.
THE water :supply of the Franci can Monas tet·y
of the G rey Friot·:-., "luch w~ecl to stand in Newgates treet, in th£> ('ity
of London, \\fh obtained from two
•
conduit-heads or "E'll -h<'ocls, known re pecti\"ely as
th~ " ' Yhito ( 'ondtut " and the '·Chimney
" or
•
•
•
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o
I
o
I
••
•
--·--=~
·--·-
Do I Pr<>b1JJ/y )
16 .. «NJ"")'
(VHWiwu''9 old ln<>b,..aL/
Q)
£oro/ 16 do. y,nAvy
D
Lou
I
1.~ tA u~
I
·-·- H
10
OOOA
SukiKFu/.
20
15
1
:
\
25
I
JO
•
I
<
" THE
SwAIN S e
ENCINtEA"
FIG. 1- PLAN
OF 'I B E
" CHIMNEY "
" Devil's" conduit. The s ite of the form er was in
Chapel-street, a turning out of Lamb's Conduitstreet, ond of the latter in the garden at the back of
t he house, No. 20, Queen- quare, Bloomsbury, some
few htmd red yards t o the westward. The stones of
the " Chimnt;>y " conduit were removed between the
years 1911- 13, in orde•· t o make room for an extens ion of the Imper ial H ot el, Russell-square. The
removal was effected by Messrs. James Smith and
1 'on . buildei'R, of Houth N01·wood, upon
the insh·ur-
OR
" DEV lL'S "
CONDUIT
the direction of this expert. I t is estimated that the
re-building and rest oration can be effected for the
sum of about £400.
An interesting not e on the subject of old conduits
in Bloomsbury and P entonville has been prepared by
l\1r. G. P. Warner T erry, the Board 's a sis tant clerk,
and a copy of it. has been cour t eous ly placed at our
disposal. This document, which it elf contains a lat·ge
number of interes ting data, a lso makes reference to
seve•·al publications that give information con cerning
courteous!),'' ith the concurrence of the Council of t he
'ociety, ga' c his c·on~cnt, and we are indebted to that
liOllrce for the po1iirular:s contained in what follow:..
It appears that tht" origmal water sy..,tem of the
~l ono~tery ended at "hat, in the seYenteenth century,
•
came t o he called the " White Conduit," of which t here
were>, at the date of Dr. ~orman ':-. communication .
~till rema ins undN· a room behind a hom;e in Chapt-1~tl·ect, Lamb's Conduit-street.
The work~, w h il'h
were bui lt between 1255 ancl 125 , were \"Cl')' soon
found t o be inadequate for their intended purpose,
and about fifty
years latN· there wa. an extflns ion
•
•
t o a point, then in the open country, about a quarter of
a mile further west , which, lattcl"ly, wa in a gat·den
at the back of No. 20, Queen·square, Bloomsbur y.
T he later workii the •' Chimney" Conduit-h<.>ad-con ~; i sted of an unde•·grouncl re. et·voir, whic·h was approaclwcl hy s tc>ps cl own an arrhed passage, th(> upp e•·
pol'fion of wllich was ori~inally above ~t·ound. J n
this t"NlN"voi •· watc1·, obtained from springs in t he
ncighhourhoocl, wo~ ~ t ored , and flowed thence throu~h
a lead en pipe to the 1\Ionac.,tery.
('hri~t's H ospital School was fotmded in 1533 by
Edward VI. on the ~ite of the Monas tery,
and at fir. t ,
•
apparently. it obtained it <~ s upply of water wholly
from the " \\'hite " ond " Chi mney
" c·onduitR, an d
•
it continued until the eaJ"iiet• part of the eighteenth
cenhn')' t o rcc(>ivc wat c•· from tho. e ' Ources, though
befot·e 1665 it at-,o obtained s upplies from the New
River C'ompany. Rocque's map of l i45 6 s hows the
si te of the " 'himney " conduit in a mall square,
open on the south t o Brunswick-. quare, now Queen square-place. •'om e years afterwards the conduit
head , then fallen into disuse, was m erged in the garden
of No. 20, Queen -square.
\\' hen the wor k of demolition above t·eferred t o was
begun in July, 191 l , Dr. Norman, who had previously
both by him elf and in conjtmction w ith Mr. Ernest A .
Mann investigat.ecl, and read papers on, the Conduit,
took the oppo•·tunity of making a detailed examination. He :-<tatcs that the only indication above gronnd
of \\hat wos beneath ''as a flat stone about 2ft. 6in .
square, with a circular \nought iron grating which
covered the ventilnting ~haft of the reservoi1·. Above
the rese•·voi•· there was o depth of 13ft. or more of
made eor·th befo•·e the natural soil. which wa!i clay
•
with, fo1· the most part, a thin layer of g-ra,·elly loam
above it, was rE-ached. The rel'OI'voir was near ly
•
full of water·, '' hich, it was afterwards di~coverecl ,
pe,·colated, n ot through any pipe, hut chiefly under the
masonry, and was, with diffic ulty. got out by pumping.
The accompanying drawings- Fig. . 1 and 2 and
the half-tone en~ra,·ing~. which are reproductions
of those used t o illustrat e Dr. N orman's communiration ft-om which we are quoting- will erve to make
clea•· the following de,..,cription, which we give in the
author's actual word:> :" Descending tlu·ou~h the trap-door in the garden,
ancl then by a modern stair, one reached a landing,
with an eighteenth-century brirk a rchway on the
left hand , and in front the entrance to the medieva l
p o•·t.ion . This waH the fir,;t. of a serie of _t one arr he~
~C'o .Fig::~. :~ and 4
with vaulting nhovC'. w h i<.'h
1
----•
•
--"'--- J.-
- - /2fl , , - -
SI'JCLinn tm. r.~ A 8
Joolr.utg
W1IS t
6• rd•n I. c "' '
"'1d't\lll~ft.i!P
•
Scat~
•
,.. ,,'
,'
of
, ,,·
•
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"
Fed
Wu'tdow
,
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---- - ~·
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~------~----~-----~
Cron Se<Uoll on L ln.e E.F
-rMt ( -.OIN&tll
FIG. 2 SECTIONS AND
tions and at the expen. e of the Duke of B edford, each
st one b eing carefully marked and its p osition shown
on drawings specially prepared, so that the" Conduit"
could be rebuilt. After their removal they were
stacked in the builders' yard at • outh Norwood, and
there they remained until it recently came to the
knowledge of tho Gene1·al Purpo es Committee of the
Metrop olitan ·water Board that unless steps were
taken to prevent it, they were in danger of being
broken up. The Committee accordingly arranged to
PART
ELEVATION
OF THE CONDUIT
these condui t - h e-ad~. and among those p ub lications
may be cit ed a communication entitled " R erent
Di::.coveries of l\1eclievnl R emain s in London," whic·h
was mndo t o the Societ,y of Antiquaries of L ondon hy
Dr. Philip Norman in December, 1915, and was
publis hed in'' Archroolog ia," Vol. LXVII. From that
paper Mr. W arner Ters·y gives several extracts. Dr.
Nor man, in reply t o our request t o b e p ermitted to
reproduce cer tain illustrations which accompanied
t,hat commtmication and to quote from the t ext,
covered s t ep!'\ leading down to the re ·en·oir. T he
jambs of the doorway were orig inal ; im~ide they
proje<:'tecl, forming a rebate for a door, two iron doorh ook>~ :-<ti ll remaining. A flat lintel , apparently of
Pmberk, had replaced the former arch, of ,\ hich,
however, there wa>~ evidence. A very largo stone
had been built in. OYer the lintel-see Fig. 3. . . .
The t wo s ucceeding arches were segmental and had
not b een tampered with- see Fig. 4. The s tep s to
the reR(Irvoir were but sl ightly worn, having been
D Ec. 12, 1924
659
THE ENGINEER
renewed at ::;ome unkn.o" n poriod. They wore Lhen
made leHR stoop, and a little platform of the width of
two stops '>vas fonned t~t the edge of the water; but.
ovidenco of earlier steps was found. th<' last fow· being
in 8itu beneath t ho lator ones- ;;co Fig. 5, page 670.
The jambs of t.he last ur·chway wore carr·icd d own as
low a:; tho top of the la-st original ~top. tho ba o of
which was on the floor of t he r·c~orvo ir . These also
lutd a rebate for a d oor opening inwardR, w ith two
iron d oor- hooks still t·omaining. Below was a hook
for a for·mor door, in use doubtles boforo the steps
were rean ·anged.
" The stone reservoir-sec F igs. 6 arHl 7- was of fino
ashlar work inside ; on some of tho stones tool marks
wore dit~tinctly visible. Jt had a barrel vault which
run north and south.* Wi th slight deviations iL was
in plan t"L square of about lOft,. 6in. In tho seventeenth and oarly eighteen th centw·y it was generally
('u,lled tho chimney conduit, on accom1t of a shafL or
t himnoy rising from the vault at its southern end,
against tho ont r·ance arch just referred to. This
t•himnoy, whot·o iL joined the vault, was 3ft. in length
from oast to wost, and lft. 5in. broad , becoming
square abovo. Tho base, where it spr·ang from · tho
vaulting, waR of fine stonework, having evidently
ox istec.l from the beginning. Tho upper pMt of
b1·ick, daLing ft·om. tho ::;evonteont.h or early eighteenth
century. }>IJISse<l t.hrough a n ac-cumulation of mad o
earth. At the rnodot'l\ garclon level iL wu.s covorocl
this out let was a little above the floor of Lhe reservoir,
solid matter carried in from t he springs would have
settled to some extent, a nd its removal from time to
Lime would have been n ecessary. The Queen-square
(;on.duit-hoad, however, like other well-known chambers of tho kind, was noc a mere settling tank but a.
pla.co of storage for water flowing in from spr·inga in
the neighbow·hoocl , that t hero might be no sudden
fa ilure of supply, and t hat iL might bo delivered evenly
by gl'avitation to tho convent."
Dr·. N ot·man Lhen goes on to expla.in that in a pla n
of the Chl'ist's H ospital water system as iL was in
1676, the position "of the severall wells a nd springs
al'ising about th'is Conduite H ead " pm·ports to be
shown. T hey aro all connocLod, and are six in
number- four on the west, one on t ho north, and one
on the oast- none of them boing very near· the reser voir. There was no ind ication of an outlot or inlet for
water anywhere except those in tho eac;tern wall
just des01·ibed, a nd t he breaks in the west wall, one
admitting the leaden pipe which sut·vivecl t ill the
end, evidently a late insert ion , and the lar·ge break
above it, which had been filled up wi th stone and
brick. " \"le are, I think," comments Dr. N orman,
"justified in believing that the stone conduit-head
was at first supplied with water entering it tht'ough a.
westem aJ.>et·ture, but wiLh regard to the original
form of the in let , or possibly inlets, there is no evidence .
T ho matol'ial of t.his ancient bui lding was chiefly
was a. holo broken in Lhe wall at a. later poriod. Quite
closo to it, farther south, was 11 large antl irregular
opening whe1·e stones had been ))l'oken away at a
somewhat higher lovol " - see Fig. 7.
\Vi Lh regard to the outsid e of tho most an<·iont
portion of the building. Dr. Nol'lnan explains that
the walls of tho passage wore composed of lino fishlar·
work which, when he examined it, was mostly in
good condi tion, and which must have beon above the
meclieval ground level. They had rubble foundations
and at a height of one row of stones on each Rido was
a chamfered plinth. Tho walls of tho reservoir wot·e,
ho states, considerably thicker· than those of the
passage. I ts ashlar vaulting was covered by rubble
masonry, thinnest at the crown. The whole, or almesL
the whole of it, m ust have boon below g r·ound. On
t.he ·west side near the north end on Lhe second
course of stones above t he plinth , a nd immediately
opposite to the ven tilating shaft, the sill of a window,
or opening of some kind, was found- see Fig. 8.
Its length was, approximately, 1ft. 7in. There was no
indication of a similat· opening on the othet· sid o.
The north wall of t he rose1·voir wns thickest at
Lhe bottom and diminished externally by stages or
stops. Thoro was a stone wall prolonging tho westem
wall of the reservoir, of substance and constr·uction
simila t· l.o the remaindel' excep t t hat it had uo ashlar
work. It ran north, even beyond tho brick garden
wnll, tt fact t hat could be verified because t he lattor
•
FIG. 3 - ENTRANCE
TO
STAIRCASE
LEADING
DOWN
by a sLono '' iLh tt gmli ug as already monLionotl.
•
The vaulting of tiro rct'orvoir was of tho s~1me charactet·
us t.hc masomy of t.ho walJH. tho sLonc>~ being carefully
,;haped and laid with narrow joints. T ho height
inside, to tho crown of tho vnnltiug, was Oft., and
t.ho Ooot· was 18ft. holow t.lw gardon lovol. 1L was
1·ompoRed ontil'(~ l y of rod paving tiles a fooL squaro,
bul had lot into it, noar tho nor Lh end , a flagstone
4ft. 6in. long by 3ft. Thet·o \\'ttH n stone od go rotmd
Lhe tiles mostly a hout tL fool wid0. Tlto groator part
uf it was a n inch or l wo )owor· than lho t..ilod pavo·
mon t, forming whu.t looked liko a JU1 rr·ow cham10l ;
at Lho nol't.h ond, howovor , notn· t.ho wesL, they woro
on a level. This stone edging was rather decayed,
so pod1aps tl•o d epression was cattsed by its being
water won\.
·· On the wost side, 4ft. from tho north wall and
about 2ft. above t.ho floor, t\ :3in. lead pipe, with a
lapped j oinL nbovo, projodod into t ho rOHOI'Voir.
lL was pluggod with wood ntHl \\'Us noL an or·iginal
oponing as t.ho ashla r· stonos had boon broken to
numit it. The original wa ll of t ho tank ahovo had
l\lso boon. brokon for a space of :m. or Mt. a nd filled
up with brick a nd stone rubblo.
" In the east wall , close to the north end, thoro
was an oval- nearly round- apertw·e 6~in. wide,
tha lower part boing if anything bolo·w tho floor love!,
whirh slopod down a little at this corner·. Above
• Tho au thor
epproximn.toly.
south-cost.
t~xplnins
Llmt tho pointli or tho compa!ls aro uHod
t\ctunlly, tho building stood north·WOHt• PY
TO
THE
RESERVOIR
FIG. 4
AN
ARCH
lmdor-pinnod dw·ing tho oxcavaliort. Under
this unciont. wall it was probably of oarly fourteenth
<:ontw·y construction- a. deep drain ran east a rtd west.
Discussing tho apertw·es in the oast wall of t he
rosorvoir Dr. Norman sa.ys :- ''. . tho oval orifice
near t ho north -oast corner soon merged in a s<1uare
stone thannol, t racod as far as the wall of the house,
a nd p ointing towa1·d::; the roadway before tho gatos
of ll•o F otmdling H ospital. l.t contained no pipe,
but was half full o f t\, vory fine sodimenL. Ther·o was
a slig ht fall ea-stward. Was it morely a drain u:sod
at intervals, when the ro:servoir required cleaning ?
It would ha vo emptied this completely' and the ori flee
would have boon of convenien t form for t he insertion
of a plug. In the irregular opening abou t a couple
of feet above it-already referred to- traces were
found of a load en. pipe. With regard to this no
further infor·mation is forthcoming ; it was cleady
not part o f the or·iginal stl'ucturo. 1'he more southern
aperture in tho east wall conummicateu with a load on
pipo, tho oucl of which was st ill in tho wall; a joint
6ft. or 7ft... to t ho oa~St hacl on it t.ho Jotters WA aud
dato 1578. Whore it eu tored tho reservoir, Litis pipe
was contained in a blocked or engaged arch. It was
tracod east as far as the southern corner of tho house,
and pointed almost directly to the ' \\'hite Conduit.'
Although at !tho timo of tho d emolition its fall in an
eastern direction seems to have boon haruly percoptiblo, it must have been an ouLlot, and in all
pr·obability its lino indicates that of the original
connection with the Grey Friars WAter system. As
\\' tlS
LEADING
DOWN
TO
THE
RESERV OIR
K euLi.Jsh rag, but on hi:; pla n l\lr. Quirke, of the London
Cow1ty Council. describes the ashlar work inside the
reservoir a~ of Roigate fire tone."
l n addition to the original structm e, there were
some other charnbet·s, &c., which Dr. Norman proceed s to descl'ibe. On excavating immediately to the
west of the inlet pipe on the west side of the re ervoir,
it was, he say~. fow1d that., after pa ·sing through the
wall of the reservoir and tlu·ough a short bt·ick passage
filled up with clay, at a distance of only abou t 6£L.,
the pipe, slightly rising, en tot·ed a brick chamber,
which was in plan approximately a square of 5ft.,
with a barrel vault running east and we t, its crown
being 12ft. below modern ground lovel. It went down
t o a con iderable d epth , about 20ft. below t he m odern
g,·ound level, o1· 2ft. lower than the floor of the stone
reservoir. It had a brick floor, h ighest in the middle,
and a. few relics of no great age were found, including
a George I. hn.lf-ponny and fragments of e ighteenth
century stonowa.ro. Hig h up in the ea."t wall of this
chamber Wfll:l t"L blocked opening about 2ft. 4in. wide ;
at the west oncl, on a.pproximu.tely the samo leve l,
wore indications of a imilar blocked opening, both
above the line of t he pipe. The brickwork generally
had the appearance of belonging t o the seventeenth
or early eightccnLh contmy. At tho west end a large
holo was broken in Lho <'rown o( tho vaulting, and it
waR through thaL ho le t.hat tho wt\ter in Lhis hl'ick
tank could bo seen fr·om the la.tet· brick passago above,
the a t·r hed entrance of which, close to the ancient
doorway of the st eps leading down to tho stono
•
THE E NG I N EER
660
•·eservoi r, \\as mentioned ea rl ier in thi article. I earlie ·t technical experience wa concerned more
On the west Hide of thio brick chamber, about
with the problems of traru;portation b y l_and than by
above it!$ ftoo•· level, there wM a brick channel, which , :-~ea. I t was indeed fortunate that c arcumstance
at a dibtanco of 4ft. t o 5ft. to wards the we. t, bifur· p ermitted ) fr . W . }1~ro ude t o inve. tigate at first
cated, the mor·e n ot·them branch Hoon comin~ t o an theoreticall y a nd later experimentally, the laws . of
end, tu~ after a s hort di-.tance it had been des troyed. t'E.'Sistance appertaining to the p a · age of bodaes
That t o the south ·" est wa'> found t o be <'onnected through water, a !about' which his o n ext~oded and
with a ~mall er brick chamber, the internal meas tll'e· •wcces full y complctocl. At the pre ent t1me, there
ment::~ of which wore 4ft . by 3ft. 5in. This tank was i1:1 little in the pro blem~o~ of a s hip's motions, complibuilt on a mot·tised timber ft·ame. H had no bt·ick cated as they can be, which is not full y unders tood ,
floor and no roo fm~ was found . I ts ba e was Rome- and for this we aro almoHt wh oll y inrlebted t o the
what le!!s than 3ft. above the floot· of the larger br·ick investigations and decluctions of the two Fro udes.
<·hamber. The walls were about 5ft. high. A briclc The humq,n ra.co has boon greatly benefited ther~by,
<'hannel entered it from the ~outh -\Ve. t . on the same fo 1· the res ults of thei t· work have v er y seostbly
line as that co nnectin ~ it with the bt·ick chambet· fit·Ht• recluced the cost ancl at tho same t ime increased the
d escr·ibed . Fu•·tho•· t o the . outh-west other b r·ick s peed of sea tra nsp ort, and br·ought the nation s o~ ~he
channel!-! wero found hranc hin~ off in vat·iou,c;; (lirec- world into relatively clol!or ])I'Oxi mity. T o the Bntts h
tions. None of the channels contained any lead n ation , so d ependent for its oxiHtence o n sea transp ort
piping. R omain'l of another brick chamber wore and p ower, the value of thei t· work is incalcul.a ble.
foun.d furthc-•· we:-~t, but of it t here is no p1·eciKe
Thot·e are several other ins tances which m•ght be
d escription avai lable.
t 1uoted in whi ch no ted improvements ha:V~ been
The exact wie of t helie b1·ick chambe1·s a nd of t he effected in certain branches o f lllunan acttvtty by
later archway a nd brickwork above it remains, and t hose whose earlier experience h ad been in an en.tirely
iti pt·obably del!tine<l to •·emain, ob. cure. It is p ossible diffet·ent di rection . 1'ho great improvements mtrothat t hey may have been in t he n a ture of protective cluced by Arm<it rong, the Newcastle solici t or , in .the
works carried out by Christ's H ospital in or hortly a pplicat ion~; of hycll·aulicl!, and later in the de. tg n ,
after the year 17 10, a;; it iR known that !-lom e such coMtruction and opet·ations of guns and mountmgs,
works were decided \tpon and effected at that period. wi ll at on ce occur t o tho minds of mq,ny eng inee•·s.
But whilst the erstwh ile solicitot· am~ s ed a con Commenting on the matter, Dr. Nor·man says:
" As to the brick chamber close to the At one r·e!'lervoir. s iderable fortun e and was awarded a p eerage for h ili
connected with it by a lead pipe, and communicating invention!i, the Froudes fo1· thei •· great work received
throufth the hole in its roof with the upper passage, lit tle more than the grateful thanks of n..a.val archit here are two conflictin~ theot·ies. Was it built t o t ccts and engineor·A, a nd the recognition of a few
prot ect a sprin~, or waH it in the natu•·e of a settli n~ learned bodieA. Both were m odest and unassuming
tank ? The main objection to its being the latter is, men , seeking n ei ther fame not• fortune; purslling
apparently, that it would b<' cliflicult t o clean out. their work to the beAt a nd u t most o f their endeavours,
Indeed, if t h e ba1Tel vault wero complete, there wou ld and full y satisfied that thoy were improving the s tate
be n o n o1·mal means of access t o it. Dut altho u ~h of knowledge on the particular m atters t h ey took in
t he hole in the weHt pa•·t of the roof wa!i latterl y hq,ucl. F a.thet· and son were e~ec t ed F ellows of the
irre~ ular , HuggeHting t hat it w~ br·oken some time Hoyal ~oc i ety a nd LL. D.'s of <.::asgow Univen;ity,
after t he constl'llction of the chambe•·, perhapii when but it is curious in t he case of the son that h e preferred
t he uppe•· l)l'ick pasf!a~e waH made, t his may havo not to be a.ddt·of!sed by the title of Doctor.
been an enl argement, and thoro may have been an
Practically the whole of the exp 3rimental work of t he
ap ertu•·e from t ho beginning. Besideii,
.
a two Ft·oudes was cal'l'ied o ut in connection wit h British
b locked opening was found at each end. The fact warships. Vessels and crews were placed at theit·
that it was oncloHed, not only by bt·ick walls, but by dis po!:!a l by the Admiralty for t he full -scale tests,
a. brick floor·, make!i one h e::~itate t o believe that it wa..,; a nd p rofessional assistance was given them for t h e
built to protect a spring, and nono is mar·ked at this investigatio n of the exper·imental res ults, both from
point on the plan of 1676, though watet· from prings s hips a nd m odels. T he experimen t tank at 'l'o•·quay
undoubtedly flowed into it from the west through the was built at Admira lty exp ense, b ut the services of
bri<.:k channel with "hich t he other· cha mbers were :\lr. \V. Froudo wero t h•·oughout g iven gratuitously.
connected. After all , howeve1·, what is mo t important It is to the credi t o f the Admiralty that they offered
i& the mC'dieval s t one conduit-head . . . "
no objecti on , but, on the other hand, en couraged
At the time of makin~ h is communication to the the publication of the rep orts of the most important
•'ociet y of Antiquaries, Dr·. Norman evidently con- experiments. A mass of original a nd a uthentic insidered the demolition of t he ;;tructure equivalent to formation was thus placed at the d i posal of the
its d e truction. Nor did he anticipa te its reconstruc- naval a 1·chitects o f the maritime countrie , and the
tion. " F or although," he remarks, "th e tones h ave quali ties of all types of vesse!s, war and mercantile,
been carefully kept and numbered, thoro seem at HOOn began t o impt·ove. The leading Naval P owers
pre~ent small li l<elihooct .of its being erec.ted else.wh~re. a nd many of the shipbuild.ing firm.•> hav~ ~rected and
B cs•des, a lmoHt all the m terest of a rehc of th•s kmd equipped model tanks on hnes exactly s•mllar to th'-t
it~ lost when it coal'!es t o be on its original site." Nevel'· erectocJ at Tot·c1uay in accordance with 1\Ir. \V.
t hele~. wo t hink that t he propo~Sal of t he \V a t e•· Proudo's des igns, a t ribu te t o the s uccess and a proof
B oard i!i wo•·thy of full commendation, and feel of the general accep tance of t he methods of investi certain that, in itK re-erected fo•·m t he " Chimney " gation intt·oducod and developed by him and his son .
ot· " D evil'8" (the reason of the Recond name is not T he intricate m achines a nd apparatus necessar y £or
exactly known ) will form a moKt inte•·esting souvenir forming the m 0dels and m~king and recording tho
of the Middle AgeH.
results of the exper·iments, were entirely designed
:naero is. n;uch moro of interc~>t in connect!on with by Mr. W. F toude, who p roved h imself a most expert
t hts and s tmtlar sources of water s upply wlu ch have mecha nical engineet·. U p to the present time, five of
been made available by the r·e. earches of Mr. G. P . these tanks have been erected in this country, t he
\\'arnet· T err y and of Mr. C. L. Kingsford, the able most recen t being the William Froude Tank at the
,.,et'retary of the • 'ociet y of Antiquaries of Lon~on ..but, National Physical Laboratory, erected by t he genotmfortunately. we cannot s pare !!pace to revrew Jt.
1·osity of ir Alfred Yarrow. . 'trangely enough,
France, the first nation to develop the scientific side'
o f naval architectu re, was the last of the great naval
P owe1·s to adop t t he Froude tank.
4rt.j
•
The Work of W. and R. E. Froude.
By ,\, \\' ..JO H N:-;,
<.;.13. 1~ ..
R.C.N.C.. ) l. l.N.A.
No. I.
•
•
death of ~I 1·. R. B. Froutle on March 19th last
h1·ough t to a close an interesting a nd highly impot·ta.nt
chapter in the development of t he s<'ience of n aval
a t·ch it!'ctur·o. 1t mat·ked a lso the completion of
nead y sevonty years of patient investigation a nd
inc1easing and Jabo1·ious exp e1·iment by father and
son on the phenomena attending a ll the phases of a
s hi p'f motion . l"rom the practical poi n t of v iew the
fu·st twen ty yea.•·s were not neady t!O impor tant as
the rem'linder, although t here is little doubt thit~
earlier period wai'> in a. great. degree a val uable preparation fot· the late•·· I t waH j us t fifty years ago that
)fr. F roud e at the meeting::~ of the Ins titution of
Naval Arch it ect>~ de~c ribed hili experiment~ wi th
H .:\L ·. Greyholmd, and later in the same yeat· he
presented
tho Britis h Association a complete
account of his expct·iments 0 11 the s urface fri ction of
planks of vari o u>~ leng ths and t yp e<> of s urfa ce movi ng
through water·. B oth pa.per·R ure of cla s ical imp ort·
ance in the problem o£ ship •·e::~i stance, for it is almos t
wholly on thoir results that the present method of
c:omputing s hip re.sistanco iK based . T he great
1mprovement in Hhip propuls ion during the past h a lf
l'l'J\tut·y
is in a E(rt>M ll l('tl'lliJ'C due to thOHO two
•
i IIVel:!tigations.
F'atho•· and son wero bot h t ruincd in tl•o profoi!sion
of civ il engi neoring, and although t aken in its broadest sen 1:1o, this includes naval architecture. yet their
'l'H l!:
to
EARLY l NV.ESTIOATlON OF R OLL l XC.
Aft er these introduct ot·y remark s, it become.
necessa.t·y to cons ider more in detail tho lines on
whi ch t.his importa nt work was initiated and developed. Mr. Will iam Froudo was b om in 18 10, the
::~eco nd of th e tht·oe !!O ilS of tho Ar·chdeacon of Totnes .
The eldet· brothot·, Hul'l'ell, was a brilliant scholar
and tutot· aL Oxfor·d , who died at a compat·atively
early age, whilst the younger was J ames Anthony, the
hi8torian. Wiltiam w oceeded to Oxford, was placed
under his bt·other, a nd in due course left t he Univer·
sity having secured honouts in mathematics, a qualification which p roved extremely useful. H e adopted
civi l engineering as a pt·ofession, and later became
un as:sis tant of Brunei. I n 1846, for d omestic reasons,
he retired fr·om pt·ofest:~ i o nal wor·k and devoted his
time to theoretical and experimen tal investigations.
ln J 855 ho was requested by B runei to examine some
problerru; which had arisen in connection with the
la unch of t he C: t·eat E astern, a nd in the following
year he was engaged in tho contlidei·ation of the
p henomena a ttending t ho rolli ng of s hips, then a
Hubject on which little h ad been attempted. H e
invest igated t his mattor ver y thoroughly, and as a
result presented a p aper on the subject to the I ns ti·
t uti on of Naval Archi t ects at their second annual
mc-eting in 186 1. 'l'hiHwas followed by others in 1 62,
J 863, J 865, 187:l and I 75 o.t, t he same Ins titution,
i11 whid1 the val'iou1:1 phafles of this ratho•· difTlcult
Kubjot't. wot·o clear·ly and s ucceasfully dealt with. F or
tho put·p ose of t hese investigation s, it was necesRat·y
to develop the lJ·ochoidRl theor y of deep-sea waves-
DEC. 12, 1924
a ta ~->k which Mr. Fro ude s ucce. s £u1Jy concluded.
His views and deduction · were endorsed ancl a ccepted
in the discusl-!ions which foll owed the readings of the
paperK. 1'hat o f J 875 oxplaine~ his metho~ of graphic
integration , by which the rolltng of a shtp among,.,t
waveR of given climen'liom, and period can be geometrically determined when the resis t ing moment l~a."
been ascertained by experiment on m odel or Hhtp.
B y p ermission of the Admiralty, rolling tes ts were
rriade o n several wars hips, the r<'sults analysed by
1\lr. Fl'oucle, and a clear idea of the forces in operation
deduced by h im. F o t· these tr·ials h e devised a n appa ·
ratus by which both the anglo of roll and the wavo
slope wore automatically regis tered, a n in~ t. r~ont
which iH still u sed in si milar tests. I n addrt1on to
the pa})Ors presentee~ to the Jns tituti ~ n of Naval
At·chitects he contrtbuted several artt cles on tho
Hame subj~ct, to Na't:al Sciel.tce, a quarter·ly edited h~r
, 'i t· Edwa,·d .Recd. T he emment French naval arclu·
tect Monsieur Bertin, al t~o ·w rote some articles for
the 'same p ublication, in which Froude's de<l uction H
were cri t,icised and al tornat ives s uggested. Fr·oudo.
h owever, Hucceflsfull y met h is cri tic's objections and
p roved his own viewR. on the ~atter were ~o rrec· t.
H is exp erience of •·olllllg expertmeo ts on Rl11ps led
him t o advocate the fitting of bilge keels t o diminibh
the angle of roll , for h o had found by e.x'J)eriments on
the Oroyh ound before and aft~r biiS:e ~e~ls were fittec.l,
that the rolling wnH vct·y sC'n<;Jbly d1m111t8hed by thcu·
add ition .
R ES ISTANCE.
His inves tigati on >; on tlw s ubject of J'Oll ing und
resis tance of ships had, h owC'ver , s hown him that thcro
wa-; a H~ri o us lack of reliable information ac; t o tho
Jaws of resis tance of b odies movin~ through watel'.
T heRe wet·e next attacked and theoretical cons iderat ions )eel him t o enunciate the Jaw of similitude, which
cxpr·osses the t·clations h etween the resistance, .sp~d
and dimon.-. i on.~ of a. model and tho. e of a s1mdar
:-~hip.
Thi ~ law states that if a ship is L t.imes t he
length of i tfl model, het· J·esistan ce at a c;pced V is
V
L3 the •·csisl an eo of the model a t. sp eed
L
t;nknown lo l•'•·oudo tho same law of s imilitutlo lmd
beet\ provious l.v <'nuncia ted by a Fs·cnch Haval
constl'llctot·, l\1 . Hcech, who, h owcv<w. <.licl not pt·o<'C'('(l
to an experimenta l verification.
A committee of the B ritish A""ociation Appointed
in 1868 to con ..,ider t ho existing knowledge 0 11
s tability, p r·opuJ.,ion and sea-going r1ua lities of .-hip:s,
inc·luded ~ lcJTi field, C.:alton, Rankipe and Froude, and
in 1 69 it!i t·eport, drafted by the first named, r<.'commended that t o obt ain more knowledge on s h ip
resic:;tancc, E.'X p eriments s hould he carried out with
actual vcHsels. 1'he report indicated t hat model
results were generaJly mistrus ted, and pres\ll'XUl.bly
for that t•enson the committee made n o recommendat ion as t o thei r uc;e. ) fr. F roude dissented from this
viow, a nd in a s hort report gave it as his opinion
that model reHults were of practical use, a nd could
bo relied on a.<s t ruly r epresent.ing the resis tances of
s hips to which tho mollelc; were similar ; exp el'imoniH
with t hem wore much less expens ive than with Rh ipH:
tho results wero fn~e from the effects of wind , lido
a n<.l seas ; and the fot'Jll.<J wore easily altered Ot' n ew
fo1·ms mado to a. cel'tain which gave the best results.
H e mentioned that in 1867 h e had experimen ted
with t.wo sots each of three similar m odels, 3ft., 6tt.
and 12{t. I on ~, t owed at the end of a l Oft. b oom
standing ttunsvet· o:y ft·om the bow of a steam
latmch . One set o f th•·ee wac; of the wave line form
suC(~ested a nd built by 'cott Rw sell to give m inimum
r·t>·dstanco, and the other bad bluff bows and i->tern."~.
Although the curves of resis tance for a. set of threo
when b rought to a. tandaru ba..~is by his ln\' o f
comparison did n ot entirely agree, yet they exhibited
the same marked eh a1·aeteristics throughout for eac:h
set, a nd the bluff enderl fo1m had appreciably les<J
resistance at tho hi~h cr speed'S than the wavo lincfonn .
•'ome fifty ~·ea t·oo~ bcfol'e thi-; <:olonel Bca.ufoyt he fi r·l'!l B1·il i~· h c-xperiml'nte•· on re · i.:;tanco-had
suggcst~d thnL modc-1 cxpct·i menl ~; would prove of'
gt·cat vallw in inlpi'Qving thc- form of wat•. h ip -; and
would coHt liUlc, .. no moro than the maimn~t ot
a fl hi p. " TJ te l!li!Zgegt ion wa" not, adopted by tho
Ad mi raJty, and it is not even c Iear that it came b efore
t he Navy B oard fot· con.qideration. If it did , there
wa<~ p(lrhap~; f!Omo excURo for its rejection , for the
m otion of a Ra.iling ship involved both an ahead and
a leeway velocity, a nd s he wa-s heeled to a. vary ing
amount. by tho wind pre~ure on her ~ails. These
condi t iQtls wore difficult to reproduce in a model
t owed in a d ocl<, as in B t>aufoy's experiment.,, and
t het·e \\ 6'1 no ce•·taintv
the b est for·m discovered by
•
•
Bet\u{Qy'"' method would retai n it-> .... uperiority when
it had t.hc motion anrl heel t·eferTcd to. Hut in l 6
t ho s tc-am..,hi p wa<; rapidly 1·eplaci ng the l'aill'l', aud
its }>Ul'cly ahead and \lfll'ight motion \\'1\~ ea....ily
reproduced in a model.
• 'omot ime in l 67 or l 68 Hi r Edwa.rd Reed.
thC'n C'hief Constructor of the Navy, visited Torqua~ ,
wit 11E.'R:oNI somo of ~fr. .l<'t·oude' oxperimc>nt and,
b c-ing imp•·c-ssNI thN·<'hy. Huf!g<'sted to him that ho
~c~ho u.l d a.dd.t·eHs a lettl't' to tho Aclmil'alty cxprossiog
hit~ wi 11 ingneHs I o N'Jld tll'l expe1·i montl'l on the J'C'i->i'lt ·
ance of Rhip1-1. ThiR a d " i<'C \\as £o11owed, a nd tlw
offer was accepted, Alt hough there was a con-.iderablo
douht in tho min<h~ of tho highet· authorities a.c; t o the
•
•
•
DE<.; . 12, 1924
practi cal utility of 1\lr. Ft·oud e':; model experiments,
a fact ·w hich prompted R eed to s uggest the course
to be ta.k~n by l\fr. FToude. Sir Sp en cer R obinson
who was. at .this time controller , frankly admit.ted at
the Instttut1on of N aval Architects in 1877, that he
had b een taught to distrust model rel';ul ts, and w as
glad to a~ i t t~at Mt·. Y,1·oude's w?rk h ad completely
changed h1s v1e~·s . 1 11· N athamel Barnaby . who
Rucceeded R eed m 1870, hrus a lso s tated tha t fo1·
several.~ears it was d ifficult to pers uade the Admiralty
anthol'lties to vote the s mall am oLmt of money which
'~as required for th~ exp enses of t.he T orquay est.nh hs hment, and that 1t was only secured by very rosy
rep orts b y the technical officers .
As a result of t h e
acrep tance of Mr. Froudo'::; offer by the Admiral ty
and his ftu·ther propoi<:l1l for a model tank, the latte1:
was ~rectecl at Chelston Cross, T orquay, t o his d esigns,
and m 1871 was ready for work.
Romm AND BEAUFOY's ExPE RIMENT.
I t is instructive at this s tage to examine the s tate
of knowledge on t he resist ance of ships then exis ting.
and. the m ethods employed for determining their
engme powers. The variation of resis tance with
t?e s~u~t'e of t he s p eed was gen erally accep ted.
:S1r \V1lha.rn P etty had expressed this relation in a
paper b efore the R oyal Societ y in 1674, and had
pr?bably based his conclusion on experimental
ev1clence. Numerous experimen ts since his t ime
had confirmed it, and a l. o sh own the resistance of
a solid increased directly with the sectional a rea.
So far as s hips were concerned, R omJne's famo u:;
experiment in 1784 indica ted that the immersed Rrea
of rnidship section was the all-important facto1-. H e
constructed two m odels, on e of t he Illustre on a
scale of one-twelfth, and the other with the same
midship section and profile as t-he first, but with
straight. lines joining s tem and s tern to the boundary
of t-he midship section. 'l'ried at three different
draughts and at various speeds, both models h ad the
sa.me re. is tances. The models were then cut in
two at the midslup sections and t he for e ends interchanged. Tried again at the t hree previous draughts
and. the same speeds the resistances were found to
be as at first. A commi ttee of three highly qualified
:;cientis ts appointed by the Academy of Rciences
witnessed the expel'iments, examined t h e results,
and con6rmed R omme's conclusion that the resistance depended only on the immersed micls hip area
and was independent, or t he form a t the ends, so
long as the lines were of a regular aurl fai r curvature.
This and the vari ati on of resistance w.i th sp eed
formed the bas is of the formula for power- l.H.P.
varies a..c; A V 3- the connecting factor being t-he
. It y m1'd s h 1p
'
At Im1ra
.
~- ectJon
.
( = I.H.P.
Aya )
coe fli e~ent
B eaufoy's experiments on s w·face fr-iction had shown
this type of resistance varied. with the area of the
wetted surface and also at a rate slightly less than
t.he square of the s peed. Errors of experimen t would ,
it was thought, explain this latter difference. It h ad
been stated that Fulton h ad used B eaufov's results
with success in designing his steamboats. The
wetted surfaces of similoJ: ships were proportional
to the two-thirds p ower of their dis placements,
and it was concluded that the error· would n ot b e
great hy assuming this to h old for dissimilar vessels.
H en ce t.he origin of the Admiralty displacement
.
( D1
coeffiCient I.H.P. .
V
ya)
661
THE ENG I NEER
and 170, 01· nearly double their firlSt valuel:!. 1'he
tables were full of s uch apparently incon sistent
results, a.ncl i t was extremely difficult to choose a
satisfactory one.
One serious defect of s uch a method was the
impossibility of differentiating between the perfor mance of the hull and that o f the engines and
propellers. An indifferen t result , indi cated by a
low value of t he coefficient s, might arise from a bad
form of hull or an inefficien t engine a nd sc1·ew or
both. The acceptance and belief in the midship
area coefficient had a !:-;o a pemicioulS effect on design.
for to secure t he s mallest p ower for a given sp eed, the
immersed midship area was made as sma ll as possible.
The p rismatic coefficients- then an undefined quantity-of warships built p revious to the experiments
of Mr. F roude were, therefore, large, sometimes
approaching . 80, a value far beyo nd that now commonly emp!oyed. The adoption of the minimmn
midsh ip area h ad, in fa ct, the opposite result to t hat
which was intended.
I t is not at all :o;ur prising that , ' ir Edward R eed,
faced with a n accumula tion of s uch varying, inconsistent and unexplainable r esults as those which
have been referred to, sh o uld welcom e and encom·age
tho test of any other method which promised m ore
reliable information for the important purpose fo r
which it was required. In 1870 Mr. W. Froude
\vas appointed a member of the Gommi ttee of Designs,
which examined t ho design::; of tho Deva::;tation
and Gyclop s a n.d made certain recommendations
to the Admiralty in 1871. tiuch u. p osit ion
strengthened his influen ce in the direction of pressing
forward his proposals, and rendered it easier to
cany out any necessary experiments :;o far as fullsized s hips were con cerned. It was. in fact , on the
recommenda tion of this committee that the towing
tria ls on the Greyhound were made and that rolling
e:xperiments were carried out on her and oth e1· ships.
low temperatm·es down to - 80 deg. Cent. his experiments were very briefly dismissed , for they s howed
that as far as tensile s trength is con cerned the effect
is not important. For two steels conta ining 0. 32 and
0 . 14 per cent. of carbon tested at various temperatures between + 15 deg . Cent. and - 65 d eg. Cent. ,
there wa little change in the tensile properties
with variation of temperattu·e, s uch change as there
was indicating that the ultimate s trength and thC'
limi t of proportionality had minimum values at the
freezing point of water.
The effects of elevated ternperatut·e, were ou the
oth er ha nd, fotmd to b e very marked and of great
p ractical significance. The s teels tested cons isted of
the two carbon s teels referred to above, four nickelchrome s teeLs containing from 0.15 to 0. 35 per cent.
of carbon, from 0 . 25 to 1 . 00 p er cen t. chrom imn.
and from 1. 25 to 4. 5 pet· cent. n ickel, and a steel
conta.ining 0. 65 p er cent. of carbon and 0. 8 p er cent.
of manganese. T ypica.l res ults for one of the alloy
steels and one of the carbon s teels are :shown diagrammat ically in Figs. l and 2 res pectively . Up to
~
•
:I<Jy Suet.
Cowpooil•on.-C : O· Sb por e<>nl. C.:b.r = O·OO por ••ol NI a 8·!16 por coul.
Di&moiA!r = O· 876 ioob. C ougo Looglb = 2 iDeboo.
Nor.o.-S\«1 P"'vloUJiy onooalod.
.•• .------r----....,.-- - - -.,-- ~
.,nu
r.••
eo
1- - - --+-----t-----,-'--i- -----1
\)
~
-<l
-:
0
.
c::
~
i
c
·· ~---~-----t--r---+----~
.2
•
HUltFACE RESISTANCE.
Between 1871 and 1874 .iYlr. F roude was engaged
on several important experimen ta l investigations,
one being on s urface friction, the second the full
scale tests on Greyhound, and the third on the
R amus proposal for stepped bottoms on ships :
n either the second n or third could be comp!eted
until the results of the first were available. In the
sw-face ft·iction experiments planks varying in length
from l ift. to 50ft. and with their s urfaces coated
in t urn with materials of different roughness were
used, the range of sp eed being from 100ft. to 800ft.
per minute. The res ult s s howed that with the
rougher s urfaces the resistance varied as the second
p ower of the speed for aB lengths, and although this
held for the shortest smooth surfaced planks, for the
longer the index of the speed was less and for the
50ft. length was 1. 83. Th e mean resistance per
square foot of s urface a t constant speed decreased
as the length increased , and for t he 50ft. lengths was
60 to 65 per cent. of that for the 2ft. length. The
variation of resistance with speed and length being
determined within the limits imposed b y t h e tank
and apparatus, it was not. difficult to approximate
' "ery closely to the values of t he indices of coefficie-nts for speeds a nd lengths applicable to slups.
Such results were purely experimental and were
not based on t heoretical con siderations, a lthough
M.r. Froude had foreseen 'that the resistance per
unit a rea would diminish owing to the wake
at the ends of the planks. More recently a theoretical
law of simil itude applicable to such resistances has
been enunciated by Lord R ayleigh. According to
this law the frictional resistance of similar stu·faces
varies as a function of t he p roduct of sp eed and a
dimension. Thus, if, as 1\'lr. Froude exparimentally
determined, the 'resis tance varies as V 1· 83 it should
also vary as J.}·83, or the mean resistance per unit area
Professor Rankine had laLer sugges ted another
formula which expre::;sed the resis tance in term s of
the square of the speed and t he " augmented s w-fa.ce."
The latter was greater than the wetted s urface, an
allowan ce being made for the increase in t he speed of
the water past the ship owing to s trea m line motion.
Very little u se appears to have been made of this
(V L )l·83
Vt.sa
formula, and the Admira lty coefficient s retained their
L2
= L· 17. iVl.r. Froucle's pla nks were not
place as the principal determina nts of resis tance as
a nd p ower .
"similar," the breadths of all being 19in., and the
\VORK OF THE ADMLRALTY.
results do not exactly co nfirm the law, yet they are
The technical officers at the Admiralty ha d tabu- s ufficiently close to be within the limjt of e}.."J>erilated in great d etail the trial results of all screw mental error. R esults which have been obtained
s hips of the Navy, a nd published them at intervals by oth ers experimenting in air agree very closely
for general information, the final one appearing in with those of Mr. Froude. The latter were re 1874. 'f he tables, besides giving full details of the viewed and reconsidered by h is son, Mr. R. E. Froude.
ships, engines and propellers, included values of the and the p ower of the sp eed was altered slightly from
two Admiralty coefficients for every trial. These I. 83 to l. 825.
values formed the data upon which the powers of
engines for new designs of given displacement and
speed had to be based. The choice for a naval Institution of Mechanical Engineers
a rchitect was very wide and uncerta in, for the values
of t h e coefficients- as from la ter knowledge would
O N Friday cveni11g, D ecember 5th, two inLere:sting
be expectecl- Yaried considerably between individual s hips and at different speeds in the same vessel. papers dealin g with the elastic propertie and s tt·ength
, 'mall ch a nges in a vessel had a clispropo1·tionate of metals were presented before the Ins titution of
e.ffecl on the eoefficients. In one ship the addition Mechanical Engineers. One by Professor F. C. L ea.
of a fal se bow increased the length from 200ft. to of 1 heffield University, dealt with the effect of low
218ft. , and the displacement from 1080 to 11 60, a nd and high temperatures on materials, and the other
yet for the sam e p ower the speed was raised from by Mr. J. M. L essens, of the W estinghouse R esearch
11! to I 2t knots, and the values of the two co - Laboratory, Eas t Pitts bw·g, discussed the elastic
efficient s from 334 a.nd 126 to 448 a nd 173. A limit in tension and its influence on the breakdown of
second ship had h er st ern lines fined , a nd for the metals by fatigu e.
same p ower the sp eed increased from 8. 1 to 9. 5
T.t:MPEltA'l'lJRF. AND STRE~ CTH.
knots and the coefficient s from 264 and 94 to 404
and 144. Another set of engines placed in the same
T o a cet·tain exten t Prof~s or L ea 's _Paper repea~ed
vessel gave a speed of 8 knots for n.bout. half the what the author has prcvwusly pubh heel regardmg
previow:; p owc1·, and the coefficient s became 480 , the effect of tcmporature on m aterials. As regards
'luc
[<4GtNC:.Il' '
Temporoluro 'C.
Sw~o tH
Se.
FIG. 1
about 300 deg. the ultimate stress increa~e:s following
a slight fall at t.he outset and thereafter markedly
decreases. Thus at 500 deg. the strength in both
cases is only about half what it is at the normal
temperatm·e. The p ercent.age elongation and the
reduction of area have minimum values at the points
of maximum strength. T he actual shapes of the cw-ves,
it is found, depend upon the original condition and
past history of the specimen. The cw·ves for the
maximum strength at temperatures in excess of
400 deg. are, P rofessor L ea points out, somewhat
artificial. Their form is influenced by the fact that
the tests were completed in a comparatively short
Corbo.t Stc~~.'C4•opoolli4n.-C = O·& por cool. llo = 0 ·110 por cenl.
Spodmon.-Diamoler 0•876 inch. Oougo Loog\h = 2 inch.-.
=
~
"8
~
-<
0
'ic.:
..,
.."
.2
"
··~-------+-------+1---------~-------4
~
l'o
"
.2
w
...•
••
~
..•
~
<:
0
.
0
"'
ClOHeATIOH
;.,-.,.,.
.:
or
0
FI G. 2
t.in1e. A:; will be sh own itwuediat.ely, the det..enuination of the s trength of m etals at elevated temperatmes is rendered difficult and ambiguous by tho
phenomenon of " creep " in the extens ion which
accompanies an)~ g iven applied load.
The discu ssion of this phenomenon of c:roep constitutes the most important part of Professor L ea 's
paper. The author as a result of his re earches
advances the view that for any given temperature
t here is a particular stress which marks a critical
change in the behaviour of the m etal towards the
applied load. If the s tress is ab ove thi. critical value
the specimen will continue to (}xtend more Ot' lcSl$
viscously and in time will end b y fracturing without.
•
662
•
THE EN G I N EER
a n y inct·ca -e in the applied load. If tho ~;tre is bolow I n a ll cases t h o stre s cycles were applied at t ho rate
t ho c ritical value t ho specimen may or may not sh ow of 2000 p er min ute. A t t hat rate, it i obviou;;, the
this creeping of t ho exten sion . If it d oe so, t ho creop c reep phe nomena a re given n o tim e to operate in. any
will even tually d iminish and d ie ou t. I n n eithet· caso ma•·k cd degree. I n this we fin d t ho explanation o£ the
will the specimen fracture. Tho author suggests curious result r·ovealed, namely, that at high temperathat tho c reep initially oh,;;eJ'ved when t he applied t ures metals may b e loaded safely with an alternatin~
load is below the critical value re p resents a v is cous stross considerably in oxcoss of the Rtatic stref!s, w h ich
flow of the metal, and that the dying out of the ct·eep at t hese t em per·atmes would even tually cause failUI'e
represen ts the solidification of the viscous mat erial. by c reeping.
A s tudy of the h ardness of m etal;; at elevated temI t is t hus obvious that a metal at elevated temperat ure, if te ted quickly, may ~ive a fic titiously h igh per·atures has a lso boon made by P rofes ·or· Lea,
ultimate s tress ; a lower stress, with the creep given and reveals the fact t hat the ha•·cln.ess nu m ber·s
t·efleot the ten sile s t rength of t he specimens, as detertim e to develop, mi~ht cause failnre.
As a n example of the experimental re ·ults on which mined in the ord ina ry way. They d o not, however,
Profes or L ea base' the e views we will take the case s how in any way t he c reep s tres"; nor s upply any
of -tests cond ucted on a pecimen of 0. 32 carbon s teel infor·mation regarding tho resistance of the s pecimens
at 350 cle~. Cont. At this tomperaturo a s tr·ess of to reversed cyclic stresses.
22 .5 tons per square inch was applied t o the specimen .
E L AST(C L I MIT AND FATI(:UE.
At tho end of five days the t otal creep on a length of
T he paper by~:[!- . J. M. Les·olls on the elastic limit
4in. was about 1 . mm. and had ceased. The stress
was then raised to 24 . 25 ton.<~. No c reep was obsot•vod in t e ns ion a od its in fl uonco on tho b•·oal<down by
d ur·ing the ensuing twenty-two hours. [t was con- fa t igue wa.<; presented in the autho•· s absence by
cluded that tho s lipping whic h had occu1Ted dUJ·ing Pt·ofc.<~sor B. P. Haigh , of the Royal Naval ('ollege,
the prcviow loading had hardened the me tal. which Green wich . One of the main objects of the paper·
as a res ult wa able to stand the inc reased stress is to show t hat if we know the endurance limit fo r· a
without c reep. The s tress was then •·ais ecl to 26 . 09 metal in ono state, we can. calcuate the ondUJ·ance
tons. At tho end of twenty hours the c reop amounted limit. for another s tate, wovided wo have the tensile
t o 0. 1 mm. and had oea eel. Again the s t1·e s was te ·t figu res fo•· both s tates. The formula t o b e
increased, this time to 27. 9 tons, and in the course employed fot· this purpose is the sim plo hy perbolic
of an holll' a cree p of 0. 2 mm. was r"e~istered. Th •·eo ono, x k = con.stant, in which xis t.llo •·atio of t ho yield
days later the creeping had ceased and the tress was point stress to the elasti<: limit, and k is tho t·atio of
raised to 29. 66 t ons. ' Vi thin fom hours the s pecimen the maximum positive ot· negative s tress in the fatigue
crept 0. 2 mm. , but at tho end or twonty-threo hour:> ran~e to the ultimate s t•·css as d e r·ived f•·om an
c reeping had ceased . On raising tho ~tl'ess to 3 1 . 46 Ot·dinary test, the metal tluoughout being in the ono
tons a c rcop of 0. 5 mm. occuned, but in twen ty-th ree con dition. F o1· folU' no•·mali:;;ccl sloels, co ntainin~
h ow ·s c rcepin~ had again ceased. Tho stress was 0.37, 0.52, 0.93 and 1.2 per cont. Nu ·bon , the values
rai ed t o 33. 3 lons. " 'i thin s ix hours the c reep of the cons tant in tho oq uat ion wore 0. 465, 0. 450.
reached l. 5 mm. and cea;;ed. On r·aisi ng the s ta·c. s 0. 432 and 0. 444 res pectively. Expo•·imen tin~ with
to 34 . l tons continuous c reeping fol' ono and a-half a s teel containing 0. 37 per· cont. carbon and 0. 5!J pet·
hoUJ•s sot in, t.ho c·r·oep in that time amounting to cent. manganese, the author found the endurance
0. 6 mm. Tho load waR then raiso<l to 35 . 02 tons limit to be 2 ,000 lb. i11 tho rolled stale, 2 ,600 lb.
and in h' cnty-livo minutes the pecimcn broke. It in tho · annealed , and 20,:300 lb. in tho n ormalised.
wa.· com·luded that the actual breaking s tre s at the Detm·mi n in~ t ho ela.-;tic JWOpeM iO"." of the metal in
tempe•·aturo--350 dog. Cont. used in this experi- these t hree Htates, he calc-ulated the oncl uran<·o limits
ment was 34 tons. A quick los t at i.ho same tompe•·a- for the second a nd thi •·d states from tho known limit
turo which fail ed to a llow the creep to develop gave for the fir t, a nd obtained the values 2 ,500 lb. and
the b •·eaking s tress for the ~<amo m etal as 42 t ons.
30,000 lb. respectively.
T he authol' explains the d e pendence of t ho c ndur·A !->imilat· tc~t was made on a s pecimen of mild
s teel at ordinary temperature. , 'tarting with a load ance limit upon the ratio of the yield stre~~ anrl the
of 14 tons per Hquaro inch slight c reeping was obser·ved ela.<;tic limit, by s tating that this •·atio measlU'es the
at certain stresses as the loading was increased. In state of intemal stress in the specimen., which s tate
every ea e, however, the creep died out after some affects t he e ndurance limit. In addition to the
hours or days until the stro was 3 1.09 tons. For in ternal s tre , the mic rostr ucture, accordin~ to the
hal£ a minute this load was held. T he n the specimen author, affects the endurance limit. T o illustrate
began slowly to creep for a few secondc;, followed by this fact, t he author tested two s pecime ns of the
a. creep at the rate of 0. 7 mm. pet· second, unti I it same . teel , both quenched from 50 dog. Cent.,
fractured. A specimen of the . ame. t eel tc ted in the but one tempered to givo a Brinell hat·<lne:''l of 207
ord ina•·y manne r broke at 30.2 tons pet· square inch. a nd the other a har·dness o£ 24 . 'l'heso two s peci T hese t ests, P rofessor Lea l•olds, indicate very men,-; gave 0. 48 and 0.44 r·es poc tivcl.v a-; the value
clearly that what is generally called the breaking of k in the for mula, that is to say, fo•· the •·atio of the
stress at ordinary temperatures i'l approximately end w·ance limit to tho ultimate s t•·e. s. I n the
that ~o t re s which will cause continuous c t·eep. More- annealed . tate this s teel gavo 0. 4 1.3 ll'l the value of
over· his tests s how that this s tress can be approached this ratio. Othet· experimen t s with other ~>lce i H have
very uearly without continuous c reep taking con vinced t he author that the ratio of e ndurance
p lace.
to ult.imate s tt·oss is ~··eater for heat-treated s teels
Other te~ts <·aJTicd out. on the alloy t.lcels at 600 deg. than fot· simple annealed steel .
I n a econd section of his pape•· l\Ir. Lc~:-.e lls Cl'itiC:ent. rc:-.ulted in lho s pcc·imens fracturing at fr·om
6 to 8 tons pet· square inch after creep ing for tl11·ee to ci.sed t he results obtain ed by tho quick d eflecti on
five hours. At 700 de~. Cent. s pecimem'! of those method of determini.J1~ the ondu•·anc:o limit as d emetals failed at 2t t o 3! lons per s quare inc h after veloped by Mr. H. J. <:ou~h , of the National Phys ical
creeping fot· fi ve to ten houl'8. • 'ubsoquent resea rc h Laboratory . Par ticulars of this t c. t were fir t
showed that t.ho t.imo given to these test s was not p ub lis hed in T HE ENOINEERr-Seo our issue of Au~w~t
sufficiently long and that the stools would have 12th , 1921- and s ubseque ntly in ropor·t No. 743 o£
tho Aer·onautical R esearch Committee. It will bo
even tually broke n at oven lowe•· Ht l'Os'le>~.
T he determination of the C'reep bt•·ess- tho stress recalled that the deflection of the s pecimen is measured
con·e p onding to any give n t emperature which wi ll a.<; t he load on it is increased, and that the s t•·oss at
just cause continuous creep and r·esult in the eventual which the deflection coa.'los to bo p•·opo•·tional t o the
fractw·e of the s pecimen- is a tcdiouR JH·occss, but it load is taken as the faLiguo limit. l•'t·om a lengthy
ca n be acceleL·ated by a method of deducing it ft·om :;orics of expe•·in1ents, caiTiod out on a va•·iety or
the steady rates of creep exhibited by the specime n metals, l\!1·. Lessells conclude:> that the d eflection
when s tressed at a given temperature with a HCJ·ies method gives good rosuiLs fot· tho endurance limit
of loads.
in certain cases in which it succ·ecds in plac·ing that
The general conclus ions a1Tived at by P•·ofc~;so•· L ea limit below tho clastic limit of the mate•·ial in tension.
from this section. of h is work is that the t eels used But in a numbet· o£ instances t ho dollcction method,
will c·ontinuously d eform under a low t-tatic load when according to l\1r. L essells, plac·os t ho endtu·atwo limit.
t he t emperature is above 450 deg. ('ont., and that above-sometimes considerabl •y above t h clastic
at s uch temporatu•·el;l the limit of propod;ionality is limit, and is therefore vory mislead in~. F ot' example,
very low indeed. On the other· hand, the results of in the ea e of a 3 por cent. nickel steel, tho d elloct.ion
fatigue t ests on the same specime ns at elevated lem- method was found to givo 46, 00 lb. rts the e ndurance
peratmes s how that the metals can withstand rapid limit. The elastic limit in ten,,..ion fo•· this material
fluctuati ons of stl'ess covering and cons iderably SUJ'· was 3 1,500 lb. , and the l•·uo c ndtli'UJH·e va lue as deterpassing the creep stress fol' the same temperatLH'e mined by the long o•· Wohle r method was 30,000 lb.
under static load. F or example, a s peci men of 0. 06 I•'or a brass, a· •·oiled, tho deflection method gave the
carbon steel at 400 deg. Cont. had, undet statio load, endunnce limit as 34,000 lb. Yet with tho W ohler
a. limit of proportionality not in excess of 6 tons per method I . 3 million stt·es · cycles at 27,000 lb. fractw-ecl
s quare inch , whilo at 16 tons a very large amolmt of tho specimen. The elru:;tic limit. of this bmss was
permanent set was produced. Yet at :390 deg. Cent., 26,000 lb. On annealin~ the material the d eflection
unde r a fluctuating stress of ± 15 . 6 t on s, the sam e me thod erred on the opposite side. It; indicated an
metal withstood over 14 million stress cycles without endll!'ance limit of 1 ,000 lb., "hcreas this stress
faillll'O. , 'ubsequontly, tho same specimen withstood applied in a vVohler typo of madlino failed to break
at the sarne temperature many mmion cycles o£ the Apecimon a.ftor 4 million cycles. I n the annealed
s tress covering tho range + 18. 25 t ons. Even at state the brass had an elastic li mit in tension of
530 deg. Cent., it did not fail after many million 9500 lb.
•
reversals of a + 7 . 5 ton!'! stress. One of the alloy
s teels which at 700 deg. fail ed in 6 h . J 0 min. by c t oep ing under a Atrcss of 2. 7 J t ons, withstood without
Tn. rn ovin~ a vote of th ankH t o the autho•·R of th<'
f racturing ver·y many million reversals of a + 17.5- two pape rs and to P1·ofessor Haigh for his able
ton alternating st ress at 770 d og. Cent. At the same s ummary of Mr. L ei\sells', l\fr. Pate' hell cl welt u pon
high temperature over 3 million reversals wore re- the utgency and impot1.an ce of Professo•· L ea's
quired to fr~w tAu·e this metal at a stress of ± 22 tons. investigations to thos(} C}'1gagod upon t•lle clovelop-
DEc. 12, 1924
ment of h igh temporatul'e, high pre lli'O boilers a nd
simi lar w01-k. H e r·ccalled t hat the fi rst atte mpt to
s tudy the offoct of h igh t om pera tUJ·es on t he p l'Opor tieH
of met al wa'l made by a. com mittee wh ich wa.s a p pointed in 1 3G and which repor ted in l 37 .
1\lr·. H. J . T apsell , of t he Nation al Physical Labo•·atory, s aid tha t at T odd ing t on much work had boon
dono duri n~ t he pa t four or five yoars on .t he stt e ngth
of metal.., at elevated temperatures, partic ula r atte n tion havin g been devoted to the phen omenon of
cr·cep. H o understood that P rofos or L ea wa. w tde r
tho impresHion that ho wa the only wot·kor t o havo
dealt with it, but in believi n~ so. he was wrong.
D ickinson in , 'eptember, 1922, disctL..,sed it in a
papor, " , 'ome Experiments on t he F low of 'teel at
L ow R ed H eat," which he read b efore t h e I ron
and :->tee! I ns titute. Chevinard, in F ra nce, h ad a lso
studied it, a nd in Amer ica one or two workers had
inve tigatccl it, althou~h not perhaps very t horough ly.
Profo sor L ea's method of attack was not u ow,
Uhevinard's being p ro(·is ely the same. At t he N ationa l
Physical L ahorato•·y t he impor tance of c reep wa.-;
recognised dur·ing the wa•·, when steels fot· v a lvel:!
were being tc ~tetl at high temperatw·es. A t the
JH'e ent moment the Hubject was being. t uclied for t h o
Engineering R e. earch B oard. P•·ofessor Lea, h e ~1eld ,
had ba ed his conclus ion upon tests of com parat•vely
Hhort duration. H is own \Yor·k taugh t him that creep
<lid not necessa rily b ecome constant a ftet· a few h oUJ'l'!
o1· oven a fe w days, but freque ntly on ly after som o
weeks. In one instance, t he creop did n ot becom o
constant aflor 142 days. even although by that t ime
the elongation amolmtcd to l l pe r· cent. of the origi na l
length. J n anothe•· case the ra,te of creep d id n ot
become RLoady unt.il 30 days had e lapsed. It con ·
tinned co•1stant fo•· marly day::~, a nd then began t o
im·rcase, the Hpecimcn fina lly breaking on the seven tyninth day. B y worl<ing only upon the early portion
of a c u•·vo, and pl o ttin~ that por tion to an open
Hcale, w•·ong conc lu..,io n~ must bo arrived at. Tho
po licy of tho L aborato•·y in t h is t·espect was to unde rtake long-time tests on a few materials, rather t h a n
~h o •1.-tim e tcHts on many.
P•·ofesso•· L ea, he ob e r·vcd,
•
stntod that tho temperature of his Rpecimen.<; during
the test s wa'; kept to the prosc•·ibed value wi th in
+ 5 deg. ('ont. At the ational P hys ical La boratory
the variation of the temperature fr·om t ho m ean wa'l
within .t 2 dcc;. Cen t. That poi n t was of great imp or-tance, for a ch ange in tho tompo•·atw ·o of t ho
s pecimen by as muc h as 10 dog. might m u ltiply o •·
divide the •·ate of creep by 5 or oven 10 in some ca'3es.
Turning to the determination of the fatigue limit, ho
remark ed that at the National P hysical L a boratory
after the limit had been found, a t est was run at a
sli~htly reduced . tres!'l for 10 to 12 million <'ycle , in
or·der to confirm that failu re would not occur· at uch
Ht re ~:->it· H enry Fowle•· t,hought that it was importa n t,
l o d eter mine tho effect of s hoc·k at low a nd high tcm pon\tw·es. Too mut h at ten t ion. he suggested, "a,.;
bein~ paid to the phenomenon of fatigue, and ther·o
wor·o t oo many t heor ic., in explanation of it in ex i-.t onco. lt wa<~ dist urbing to learn t hat at h igh tomperatlu·es c•·eep could be induced by relatively small
loads, but he s huddor·cd to think what it would mean
if one had t o s pecify that mate•·ials s hould be subjected to test., requi •·in~ 7!) and 142 days o•· mor·o fot·
thci •· comple1.ion.
Profc'!sot· Philpot omphMi.·od the ncces it.y for·
~ta•ting test s of the natlU'e dealt with in the papc•·s
with the metals in a known condition . :\lany of t ho
diffic ulties in unden.tanding a n d interproting t ho
r·esults of tests on tho p •·operties of metals were to bo
n.scribed lo the fact that the s pecimens wore a t tho
outset in a11 unkno\\,1 condition. In Profes,or Lea's
paper this condition was given pt·oper attention, but
in Mr. L ossolls' he fotmcl it stat ed that tho deductions
wor·o not to b e appliod to heat-treated matel'ia l, fo •·
which t·eason he felt i.J1clined to dis tnt ·t Ml'. Lessells'
fi~u ··c.
M•·· H. ,J. (:ougll , of tho National Phys ical L a b o•·at ol'y, attacked l\lr·. L e ·sells' paper Rtt·ongly. Th o
paper, he said, attempted t o deal with one of the m ost
complex phases of the phenomenon of fatigue, yet
the author sugge tcd that it could all be expressed
by means of a simple formula. If that fOl'mltla wero
correct, it wo uld be a boon to ongin ee•·s, b u t if it
wore wrong its u se would be highly danger·ous a nd
would i.J1 J>l't1Ctico bring c rMhes in its train. Ap pa•·ently, it. did not matter what the y ield point or
ola tic limit was. ~o long as theie ratio wa the sa mo,
the endurance limit, a<>cording to ~h. Le 'ell 'formula,
would not be affected. 1\lr. Cough d educed figure"
relating to tho prope•·tie of Armco iron to s how t ha t.
that conclusion <>onld n ot be supported.
O t her
figtu·os which he gavo the m eeting s howod t hat Ml'.
Lessells' fo•·mula gave re ults for the ondw·anco
limit, "hich, in tum, were in ort'Or as c hecked agains t
tho exp01·imental figures b y - 72, - 11 and
39 pc •·
cent. Tho shocl~:-tesisti ng pt·op rties o£ a metal wc•·o
•·oally moro impor-tant t o des igne rs than the fatiguo
limit. The degree of ro istan ce to s hook po eased
by a metal wa~ not always indicated by a tensile
t<'f>t, and never by a fatigu e te. t. For a boiler plate,
which, after failme, had been s ub mitted t o tho
National Physical L abor·ato•·y, the fati g ue limits for
the metal n received and as cot't·ectly heat-treat e(l
\\OJ'<' the same, and the ten ile trength were nearly
t ho a me. The only important difference between the
m etals in the two t,~Lat<'S was •·eve~ l ed by the Char py
+
•
1>1w. I:.!, I U:.!4
'l'HB
-
~NUlNB~H
66:3
illlpact. tc"t. t ho figu re.:; fm· \\ hich for the untreated
rnat cl'ittl was 0 . tllld for the treated over 6. The
t~ ·u th wu" that ti·H' abilit y to s uffer plastic deforma110n wa,. n m on• tmporhmt property in a metal than
the po,.,,..cs.... lon of c:omp letc elasticity. F or example,
:-t·•·t~ tt·hcs on t ho ~·.t u·face of a member t·att..,t>d. as was
well kno" n •.n <·on(·en t ra tion_ of s trel>-' in their neighhmu·hood . Su<·h concentrat iOn would b e released bv
pla:-:tic :-lip ; it \\ ould not bo r<'lcased if tbe mc t~l
WE'n' \\holly oJo,.,t i<'. Tuming to Mr. L e ·selh;' c1·iticism
~>f ~he CJ~II<:k or ti~C1ec·~ ion m ethod of determ ining the
lttt1g uc ltnHI. _he <~u.;c l unncd the credi t for its inception .
l.t \~·a:-;, h<', ~a 1<l. fiJ:st proposed and tried by Dr. J . H .
S1111 t h. 'l h<' N ttl.10nal P~1 ysical L abora tory merely
adapted and d cvolop<.'<l 1t. In ductile metals the
d<•ptu1.111'c from proportionality between the load ·and
t h<' oxtcm;ion wa,., very m arked , and W'lmistakablo.
But in harder materials t he departme was often
V<.'ry difli<· ult to detect with preci:;ion, and in the
htllHI :-; of inox p<.'rionced worl<e1·:; the method cou Id
t·e rt a iul~·, fr·om that, cause, he open t o con sid erable
<'ITor. lt 1mdoubtedly had defects. and he would b e
!.!lad of a ny c·ontribut ions from ~11- . Le:-;sells or anyone
c•l,;c that \\ ou ld he lp to improve it.
Dr. B . P. Haigh de=-i r·ecl to reser-ve his dN·i..,ion
r·<•gnnling th<• va lu<.• of the d eflection test for the
fatigue limit. Opinion. h e thoug ht , was changing
as to the value of tlw in fo nnation revealed by a
fat iguc• t<•:-t regard ill!~ the rela t ivc safet y and :;treng th
of HH'IItl::. wlwn s ubj<'cted to altenmting ~.-tre::<s. Thero
"tls souwt hing IIICII'<' hPhind the 111atter than the rc:;i:,'tnn ee to f fl I igu<'. Uw·t i IiI~· th wt'll as the fa t iguo s trength
und ouh1c•dl~ pin~ c•d nn 1111por·ttmt pa1'l.
:\!eta is
\1 ith <l hi\\ dudrl1 ty :-u hjt•c·tc•d to nlt<'r·ntltin., s t•·c:,s
.
""
•
A
PORTION
OF
THE
NEW
a factor of .:;uic t~ greater thw1 that requirt'd
"ith a mf>tal of the .:;tune fatigue ~trength, but having
high duct ilit~·· The variation in the factor of : <llfety
from that c·tHis<' 111ight lw tt~ great a 2 to 1. (,'J·eeping
<·ould oc·cur· wu.l<'l· nlter·11at ing !o' tl·esl':. and at or<.linary
t<'lll}Jt>r·a tlu·c•,.:, l t \\lis n ot alway:; in tho ·e circum:-tann•::; n. dangt>l', but sometime · acted a a afeg:uard .
Profp-.~or L en :--aid t httt :--o fttL' a.,.... l 1is experience
weu t, the defl ection method was fairly
satisfacton'
•
•
for mild s teel in the n orma li:sed condition, when s ubjec:ted to equal plus and minus s tresses. Outside
t.hose <'ondition..,, h o·wever, it wa:,; open to some doubt.
H eplying to Mr. T ap:sell, he disclaimed originality
for the di:-;<·over·y of tho phenomen on of creep. Fairhuirn, K <•lvin aHd others in the past had frequently
•nontioned it. The 110\'Clt •v in his treatment of the
subject wa::; confined to the idea of a limiting or
<-ritital vah1e of tho b'iress at any t emperature at
"'hich the <:reep ceased to die out a ud b ecame continuous. H e argeed that it was very difficult to
determine t ho rate of C'reep \\ ith preci~ion, and admitted that his m ethod of finding the critical s tre ·.
at a given temperatw·e was a little arbitrary, but
he maintained that the m ethod worked fairly well.
.\ s to the nece:lsity for maintaining the temperatw·e
of the specimen dw·ing a test as constant as possible,
he was in full agreement ~ith l\Ir. Tapsell's remarks.
1n fact, in his paper he had emphasised the point that
a ehange of temperatw·e ought to be guarded against
"ith even greater caro than a change in the load.
Concluding, he cxpre ~cd his indination towards a
belief that above a <:<•t'tuin temperatw·e, such as
700 dcg. m· 800 deg. Cent. , metals posse sed n o fatigue
range at all. Ordinarily, at common t emperatw·es,
10 milliou r·t·vcr·sals of s tress s uccessfully borne might;
be held to t'~tahlish tl10 fact that the stress was below
1 eqwred
the fatigue limit. At high temperatures, it was, he ~ upvo rted by cabt irou colWlllll:i. 'l' he pipe arrangefelt , quite po:-~sible that tmder quite a low :--tre-.s a ment is s m·h l>O that all or any of the filters c11.u bo
sp~ci men might Mtbtain 500 million rcvc1·sal,; heforc used at the :-ame tune, and eithor or both clear wator
it f n:l<' hu·cd .
tank.,;. Separate pipes from each clear water tank
a re luid to a ~;mall pump well.
The contractor for tho works wa:; )ll'. ~- Bu(·klo.) .
of \\"eymouth. The pumping machinery i» housed
in the old :\lill H ouse, a. s ub ·tantial s tone building.
New Waterworks in Guernsey.
Arul c·onsi,.,ts of a duplicate plant to lift a to tal of
:W.OOO gallons per hour again..,;t a head of 27!)ft .
T11 Elu-: RI'<' two ~cpur·atc nnd di~>tin<:t s upplies of \\ h<'n both p lant:; a•·e numing at the same time. (;on~,·at<'r in t lw l sland of (luem scy, one being fot· drink- tracts for this machine•·y were let t o \VOI·thingtonmg and d omcst ic purposes, and the othet· entirely for Simpt>on, Limited. of L ondon and N ewark. Tho
gree nh oU~:~es. T he "ate1· for the lat ter is obtained lHunps are of the three-tlu·ow vertical plunger ty pe,
fr·om dis used qua1Ties and for the former from seven di1·ect gea•·cd , and driven through friction dutchc-;
wells and two s t.ream s. For ;;ome years prio•· to 1921, by crude oi I engines, manufactured by Ruston and
when the States, or loeal governing body of the l !'!land, H omsby, Limited, of Lincoln. ·we unders tan d from
took over tho wor·ks from a company, a s hortage of Mr. (.;. H . P el'l'y n , the engineer to the States waterwater· had heon exp erienced , and in 1921 Guernsey work!'! depar·tment , that the fuel consumption wor·k::;
~hnred in the s uffering c aU~:~ed by the widely pre- o ut at. 0. 53 lb. p er pump h or:;e-power per hour·. Tho
va len t cll·ought. During that year , after careful con - total wor'king cos t of the plant without labour' is
sidemtion of tile gauging:; of t he largest stream in the 1. l4d. per 1000 gallons pumped. A view of a p or·tion
Island, it wa!'! d ecided to con;;t ruct new works on of tho woJ-k.,; is s hown in tho accompany ing engravi ng.
that s tream at a. place known a · Kings Mills. The
w()l·k=- wcr·c designed to d ea l eventua lly with 30,000
gallom; per holll', ot· 720,000 gallons per clay, divided
into tlwo<' se<·tion.,; of 10,000 gallons per how· each .
The Failure of the Gleno Dam.
Two of the section." huvc n ow been complet ed , and
the wor·k." <:o mpri~c a !-iettling reservoi r. wit h a capacity
IT "u~ difficult at the timo they wcte pubh,.,lu~d
of 700.000 gallon:-;, a p •·e-filt er, three open :-:and filter
bed "' (two of s uHicicut nret\ to deal with 5000 gallons to pre ·out adequately the finding::; of the Comp e1· hom c•a<·ll a.ml one with l 0,000 gall on.:> per hour), JUi::~::~ione•·s ttppointod to report on the collap.:;e
of the G leno Dam .
J t was in som e respe<·ts tl.
bH> <:le~u· \\ a tt•r· I nnk:- of J 10.000 gallon'> capacit y
r·oticen t d ocunwnt , or :o-(~emcd to be, and then'
('tW h , Hlld p11111JliHg IIHI(• htHC' I'Y·
is lli:lualfy a po::~::~ibility in . uch a ea e that thor·o
is something more to follow. No fu rther facts of
importance having come t o light, it is clear that. tho
Commissioner·::; were only embaiTa::;sed by the fact.
tlntt the•·e was a rnunber of rea:;ons why the dttul
sh ould havo fail ed. cac·h ~ufficient in i tself t,o l1ave
cau!led tho dil:!ll::~ tor, which res ulted in the loxs of
sever·al hundreds of li ves and the de:struct.ion of much
property. 'fhe Contm il:!sioner:; were Professot· Gaot.uno
Ga11as:sini and P rofea:;or Artw·o Danusso.
The (:Jcno tot·r·en t across which the dam was built
is an amucnt of tho D ezzo, a ::;tt·eam which flows into
the Oglio, and tho site is 1500 m . above sea level. Tho
cakhment is tt :;mall ono, and the reservoir had u
capacity of about 5 willion cubic metres, being !iboul
27 m. d eop at tho dam. T he reinforced concreto
multiplo arch darn was cw·ved in plan to a radiul'> of
94- m ., over a deep masonry-filled channel or minor
ravino, tlu·ough which the totTent had run, near tho
left bank of the d efile. This cw·ved part of the dam
had a length of 72 m., and was connected with the
banks by tangential straight portions, 48 m. to the
left bank and l OO m. to the right bank. It had
t wenty-seven inclined arches and twenty-six buttre 'CS. The maximum height, including the masonry
filling tho channel, was about 50 m., elsewhere about
30 m. , the straight portion of the multiple a rch dam
resting on the rock. The buttresses were 8 m. apart,
cen t r·es, with a maximum base width of 30 m. The
thickness at the base of the highest buttresses was
3! m ., tape1·ing to l . 9 m. at the tops. The ma.<>s
masonry foundation was pierced by a tunnel 4 m. wide
and 10 m . high, intended for the emptying of the
reservoir. The buttresses at the tangent points we1·e
4 m. thick throughout. The curved form given to the
dam was due to the original design having b een for a
mas ' dam , the foundations being partly prepared and
WATERWORKS lN GUERNSEY
somo masonr·y put in before the new d e:;ign was
adopted.
Tlwu~lr
two trial hole:- \\'ere made before de,..Lgning
the " ork,.., the fol'lnatiou m et with o,·er the greate1·
pm·t ion of tIre a rea wu · found , when the ext·avation
w~.,., nearing <·ompletion, to be excct>dingly bad, and
the walls and floor:; had. in con:sequencc. to he incr·eal:led a nd ~:;t rengthencd. the con crete being reins teel rttils ami me h reinforcement. That
fon·ed by
•
fal'l , and t ho necessi t.y of having t o u:;o the works
before their eo m plet ion , cau~e<l <:()ll.Siderable delay,
but the fu·:;t section of the machinery wa · put into
uso in .July, 1023, and the :second section in Jtme of
this year.
A was te-water channel is provided, so that when
t h e s tream is discoloured it is not taken into the
settling reservoir. The p1·e-filte1·, which consi ·ts of
g t·anite sifting:;, i:s constructed at the intake end of
the settling reservoir, and delivers the water· at the
bottom of the re e1·voi r. At the far end of the reservoir, t he watet· is drawn off by m eans of a floating
arm at 6in. to 9in. below the sw ·face, and conducted
by pipe:; to the filte1·s. The rate of filtration is 4JO
gallons p er square yard of the filtering area per
twenty-four hours, 01' 4in. depth of water p er hour.
The filtel'l:) consist of 3ft. depth of ::;and, below which
i:; 1ft. 6in. of s hingle graded into four grades, that on
the top or nearest the sand being of particles iin. to
tin. diameter, and the lowest grade being between
lin. and 2in. diameter. On the Boor of the filters
brick d rains collect the water into a central channel.
At the outlet of each filter there is a chamber where
the fl ow of water is ascertained by m eans of a weir,
and regulated by sluice valves. The filtered water,
before being allowed to flow into the clear water
Ltlnks, is chlorinated, the Chloronome being s upplied
by th<' P ato•·son E ngineering Company. Tho c lear
water tunks are construc~ed of masonry and concrete, tlH<L havo fhtt cou <·t·ete and ::;tcel girdt'r roofs,
'!'HE F AIL\JHE.
\\'ot·k \\as begun in H120, \\ater being impotmdetl
u:- the dam wa.." built . Tho "ator wa~"> at full s upply
level on October 22nd. 1923, and there wa,; a hett,·v
•
dibc:harge ovet· the weir at the time of tho failure on
the following D ecember l:st, when 70 m. collap.:;ed,
including nearly t\11 tho ctu·ved part of tbo dam, I ho
heavy butt1'ess at, the left bank tangent point and ono
buttre s beyond it. with their arches. BeL\\ t>Oil
4 and 5 mi llion cubic m etre · of water e:>Ct\.ped iu n
few minute!'!. The watchman, ''.'ho was crossing l>y
the footway at the base of the dam, felt a movement,
and immediately afterwards some stones fell into
the pools of wtttm· between the piers. H e then noticed
that a concrete ch·ainage pipe was cracked. and wa..;
examining it when he heard more s tones falling, and,
looking up, he saw a vertical line on pier No. 11, whi<·h
is in the ctu·ved po1·tion and is the la -t but one beforo
tho hoavy pier at the tangent point No. 14. On
examining t his mark, he found that it was a crack ,
ancl as it :-eemed to be getting wicler and longer·, he
wa · numi.ng t ownrds the telephone to report the
matter, when he heard large pieces of concrete falling
and saw the pier break in two, the two arches collap~e.
and then the crumbling of the adjacent portions of the
dam and a rush of water. The superstructure was
destroyed from pier No. 3 to pier No. 12, the piers at
the tangent points being Nos. 5 and 14. The masoru·y
base was cracked horizontally, and was deeply
eroded , the rock having been exposed in some places.
THI:: FI:-<DI.l.'<GS OF THE COlL'\USSION l::R ·.
The C.:ommis:;ioners <·ould not fmd any definite,
immodia.to cnul;O of tlw fnilur·e, but they con..'>ider that
tho ~uperstruc t.m·e wa~t statically in'iulllciont, that
the baso was on the point of failw·e from the time that.
i ho t'eRervoit· filled , and that. it wn~ fmther weakened
1
•
'.tl!E ENGiNEE R
664
by continuous loukago. An arching effect could n ot.
be d eveloped in thi ... masl:l of masonry, sinco tho rock
nt. the sid es of the ravine at the bottom of the defile
hau not been cut to form springings, and the drainago
l111mel prevented tho tran:~mission of h orizontal thrust.
Alt Irough, in tho light. of the watchman's rep ort , a
loc·al defect in tho l:lupen:~tructw·e might have been
~'UPJlO:->ed to havo calll:led the failw·e, this e>..'planation
h; rejected becau e other piers survived the collap ·e,
and because the dam had held its full head of water
for more than a month. The failure must have been
gr-adual, and, almost cer tainly, in the base, the fundamental cause being the weakness of the supporting
ma.~onry undor the curved part of the dam. It wa.s
neithor big enough nor s trong enough. The s uggestion that an oa1-th quako might have caused or p recip itated tho failure was rejected, n o ear th tre mors
having boon r·ocordc<i at the n earei3t observatories.
'rho l'epor t includes stt·ong cr iticism of the d esign and
the execution of tho wor-k. The masonry base was
b nilt on a rock s tu·faco which sloped downstream, and
wus neither trenched nor stepped. J .ime mortar,
and t h at of a poor quality, was used in its construction. Tho leakage, most of which was t hl'ough and
under the foundation , was estimated to amount to
more than four cu eel:!, and had begun in 1921. An
independent witness testified that a short time before
the fai.IW'e water was s pouting from some of the piers
and from one arch.
The specifications provided for cement mortar in
t.he masonry base and cement-lime concrete in the
s upers tructure. l<'or tho arches and parts of the piet·s
150 kilo . of cement and 100 kilos. lime per cubic
metro. For the remainder of tho piers, lOO kilos. of
each por c ubic metre, with large stones in addition.
~lo re thtln haH the ba.so was, however, built with
l ime mortar , flOme of the bases of tho piers were built
w it h coment-limo con creto, and t ho arches, piers and
t h o remaining bases of the piers with cement concrete,
in which, for tho arches, the proportions of cement
ranged, or were s upposed t o range, from 250 kilos.
down to 200 kilos. per cubic mett·e, and for the piers
and their b ases, except as already noted, from 200
kilos. down to 150 kilos. per cubic metre. Aiter the
failw·e, however, tests of portions of the concrete
pointed to an average proportion of not more than
100 kilos. of cement por cubic met.re in the piers, and
serious, t hough not s uch great, d eficiencies in the
arches. The sand and gravel, according to dependable
witnesses, h"ad n ot been properly washed. The
quality of the masonry in the base was exceedingly
bad.
·o~rE INDEPENDENT CRITICISMS.
•
Amongst t ho iodopenden!l criticiHJns of tho work
which havo been publ il:lhed, some of the point-::~ dealt
with in tlro ollicia.l x·eporL aro sh·ongly empha...,ised,
c ·pet·ially tiro down:4rcam s lopo, tulStepped, of the
rock ~:~w·faco upon which t.bo base wa~ built. The
fact that 1·oinforcement. roili;, which ·would have
broken when the dam failed if t.ho s t.r uct.ure had boon
n onna.Uy built.,\\ e t·o t-orn out, of tho concrete, is noted.
A • \vias et~gineer, M. St.u<·ky, wlro vh;ited tho :site
after tho di:sastor, nrado calc ulations w hich s how that
t.hero wero small tcmsiona I s tres::;cs in the :piers,
objectionable, b ut uot :;ul·licient to h avo caused the
failme. A s tudy of t.ho sheat·::; showed t.hat the tan gential tension~; did not, oxceed 5 kilos. ver square
cen timetre (4. 6 tons per square foot or 71lb. per
s quare inch). From evidenco, s upported by photographs, two piers are believed to have collapsed by
shearin g. M. 'tucky attempt!:! to reconstruct the
fail W'e. H e b elieves that the buttresses were stressed
to the l imit of their strength by the time that the
reservoir was full , and probably several of them
showed s igns of shear before the failW'e. Even without the contributory cause of the failW'e, namely,
the leakage between the rock and the masonry,
which caused the collapse of the first pier that
failed, the dam would have collap ed by the s hearing
of other piers and the res ulting diBintegration of the
conc r·cto.
•
•
•
•
•
The ::~hort, a.nu Lragic ::~tory uf the Uleuo Da111 roac ll:l
lt•ss like u record of human errors than a tale of the
workingl:i of somo s upernatW'al and sinis t er power.
The t:!Cene was laid in a mountain valley n early 5000ft.
above sea lovel, and remoLo from tho chance ob:->ervation of educated and res ponsible person10. Step by
s tep, during the plaruling, the building, aud using of
the dam, no chance of making a vital or minor error
or of defaulting in matters essential to safety seems
to have been neglected. The first wrong step was
taken when the design for a mass darn was abandoned
and the evil legacy of the curved foundation handed
on to form a featw·o eus ul'ing tho development of
:--mall but. object iona.blo s t r·cs:-;cs. As though this
had beginning wero not, o11ough, some ::.t ra.ugo per,·en>i.ty led tho designen; Lo make its effects wor::.e by
mtroducmg a. massive pier at each tangent point,
thus making it impossible for the small horizontal
thrlll:lt!> of the major curve t o bo absorbed in part by
the elements of the ::~trajght. wingl:i of the dam, but, on
H.e contrary, confining the ela::.tic deformation 8.!:1
far as po~ible to the minjmum number of elements.
Next, t.ho rna$::1 of masomy in the ba:;e wtts deliberately
founded on a rock su rface which sloped downstream,
and was not stepped n or trenched, but meroly
roughened to a. small extont. As though to clinch
tho mnt.ter, the cement mortar specified for this
•
ma~onry was given.
D Ec.
1 ~,
1924
up in favour of lime mortar, and, extt.mination of an axle steel 10howed that permanent r;et,
as a lasL touch, this masonry, not protected by a result.ed from every range of ~:~afe stress, except rever11ed
1>tresset1. The mnowtt of the set depended on tho
bank of clay or othor impenueablo covering, was roaximwu ~:~tre~ of the cycle. \ Vhen that stress was equal
exposed to a gnulua lly increasing water load as the
dam wa$1 rail'ed. I n the s uperl'itructure, the by no
moans liberal propo1·tionR of cement or lime a nd
cement given in tho specification were cut do\nl to
half and loss than half in tho actual building. Disp lacers wore used whore homogeneity was specia lly
d esirable. The already bat·ely adequate dimensions
of tho piers wero, in one or two cases, made even less
adequato by wrong placing of the bases. The steadily
inc reasing leakage was allowed to go on unchecked.
The last h ope wa,s a cotmtryman who hequently
p assed the dam and not.iced rapidly increasing leakage
and jets of water in the days before the disaster , and
he failed t o re port the matter to any official or responsible pet·son, who might havo taken action. L astly,
the failut·e occm..-ed in t ho oady dawn , when the
watchman , though ho was on duty at the timo, had
had no oppo1·tuniLy of noticing tho fin;t sign.-; of
failure, so that the few but, preciolll:l minutes which
might have saved many of the victims were denied.
As a final touch of the grim irony of fate, the factories,
when the dam gave way, wore telephoning for more
water.
to, or greater than, the static t.ensile yield streStl of tho
material, the permanent set was equal to that obtained
in a static ~ t. \Vhen the maximwn s tress of the cycle
was le& than the t~nsile yield ~>t ress, the set produced by
repeated stress exceeded that re~>ulting from the fin.l.
application of the stress. The practical significance of
that result might be expressed by saying that if, in any
structural or machine component subjected to repeated
stresses permanent set could not be permitted, then tiro
maximwn working stress must not exceed the limiting
stress for reversed str·esses, if the latt.er were less than tho
static elastic limit, or the static elastic limit if its value
were less than t.hat of the limiting stress.
Discussing the effect of s urface scratches and diacon·
ti.Juuties of section on the fatigue range, Mr. Gough pointed
out that it was an established fact that sudace defecLH
whose offoct on the static ultimate strength was negligible,
might considerably affe<·t the fatigue-resisting properties
of the t!allle mat-erial. Lnporta.nt research had recently
boeu carried out by 'l 'homas on the effect of ~:~cra.tche~
and of vat·ious wol'l<.sh.op flliishes upon tho fatigue strengt h
of steel, nnd his rosuH..s wer·c ns follow.; : E~tilllt\tod l iiO.XilllUII)
T~ po
'1\t.rncd
..
C'oar11o ti lo
Fatigue in Metals.
l N a Ioctw·o to the Brit.ish Acetylene ami \\' eldiug
AssociaLion, aL the Old Colony Club. Aldwych, London,
on Thurt~da.y, Decembor 4th, Mr. H. J. Gough, of the
National Physical Labor·atory, di:;cussed the problern of
fatigue in metals. H e defined fatigue as the proce.ss by
which mett~ls cou ld be fractw·ed by repet.itionJS of cycle.s
of atr·E>$$ 01· strain who~:~e magnitude was insufficient to
ca.u.se fa.iluro at l\ firttt applicat.ion. J<'ailur·e under a single
loading was nuo, and its cause <·ould usually be definitely
assigned to gro~o~s errors of design. faulty mater·ia.l, or to
an unforeseen shattering overload. An eminent Sca.ndina.vian engineer· had once stated t.hat 90 per cent. of
engineering failures which he bad investigated could be
ascribed to fatigue.
No engineer could affot·d to neglect a subject of such
general importance as that of failure under repeated
stre ses. Discussing the present knowledge of the phenomena associated with fatigue, i\Ir. Gough said that if one
of the standard works on the strengths of materials of
construction were consulted, 90 per cent. of the book
would be fow1d to have been devoted to a. study of the
phenomena accompanying fractu re due to a uni-directional straining action of increasing severity. A fe\v
pages might be devoted t-o the effect of repeated stresses,
and sometimes even tho e fe\v pages contained some misstatements of fact. Jle ventured to predict that similar
text-book"' of the future would devote more and more
attention to the fatigue proper·tie:::. lUtt.il JSome day a
cla::;:.lical hook would be produced in which ~;tat ic·t\l
phenomena wore t1t ud icd iH clo~:So r·elation with h\tigue
phenomena..
·
With re~a.rd to the tL~>e of f~~otigue tests a.s quality te:sts,
the lecturer point-ed out that, of the accept.ance tests
wit.h which material<' of corl:.ltruction had to comply, the
mol:!!. conunon wore tho tert.-;ile te~o~t and the notched bar·
impact. test. l~o r reasons chiefty of economy, ihe results
recorded in an acreptance test were restricted usually
t o :- (1) Elast.ic limit (rarely); (2) yield stress; (3)
ultimate strength; (4) elongation at Ix·acture; (5) reduction
of area. Jf t\ family of c'arbon steels, for example, were
test-ed, thot!e quantities varied in an irregular malU\er;
but it could be said. in·general. t.l\at with increasing carbon
content the ultimate strength increased and the ductility
decreased. The resistance of a metal to shock could be
affected profoundly by heat t reatment. Moreover, in
many cases faulty heat treatment could not be detected
from the results of a static tensile test. There was little
doubt that faulty micro-structure was most clearly revealed by a notched-bar impact test, of which the fonn
usuaUy adopted was the Izod test.
The question arose as to whether such tests could be
dispensed with if the fatigue range of a material had been
determined. 1\lr. Gough said t·hat h ) had data of the results
of reversed bending te ts made on 106 metals, collected
from the records of three distinct laboratories. The
results tthowed that there WdlS no relation between the
fatigu~ range and tire teJ_
Uii le limit of proportionality,
the yreld fell·e~ and the '"'JJact value- single blow to
fra<·ture t·e::;pe<·tively. H e then di::!CUISI.!ed t.l1e r·elation
between t.ho fat.igue ran~e ami the ultima t.e ter1sile .-t.rength.
an~ I"Oucludod tlmt, tire oJrly mechanical property with
whrch the t•uuge for I'OV0 t'!;O<l bending :.;tresses could be
co rrelat e~! was t.ho ultimate l?nsile strength. Jt, might
be menllonod t.hat. tl.ti the Bnnell utuuber was direct.ly
rel~ted to the ult!mato terl:.lile ~:~lrengt h , n very ltt·<·tn·ate
estuunte o ~ the fatr~ue range might be obtained by carrying
out a ball mdentatron tot!t on a ~:~pecimen.
The relative fatigue resisting proper ties of two metals
bore no relation to their J1otched bar values. Hence, it
would be asswned that the fatigue range was not affected
by faulty heat treQ.tment if the ultimate strength were
~lot a~ected. That, ~~olso, had been proved by several
u~veshgator~, and some ret~ult::; bearing 011 the point wero
grven, the unportant. fueL brought out bein«< that if n
mato~ial .,.·ere to be ~:~ubjec-ted to reprated tstr:'><bC''i 1md to
oc<:asronal heavy ~<lrocki, tbe c-hoice of tJ1at materilllmust
be m~de after a. ca..re~ul consideration of its tensile strength
a.u~ tls &bO~ ·.ces1stwg properties. In other words, the
~attgue test m 1tself_was not a quality test. For instance,
tf ~ motot· car des1gner were to attempt to reduce the
werght. of a propeller shaft by u::;ing a very high carben
~teel, m the _hardened condition, in that w&.y obtaining
mt·l:ea::;od !atrgue ran~o u.t the expen;;e of ductility, that
desrgnor '' ?uld ~e askr.ng for trouble. He would certainly
encounter rt, owmg to the Ubual appalling misuse of bmkes
and clutd1.
\Vi~J~ rcgMd to pol'llll\llent. defor·mation resultiJlg from
repetttto.ns of a Rufe range of stress. the lecturer said t.hat
the :>UhJect hnd been st.udied fully hy Bairstow. Hi::;
reduction iu fatiguo
of finish.
Ha~:~tard
;.trongth.
Per cont.
..
..
..
• •
•
•
• •
tilo
Smooth tilo
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..
( 'oar..o omory ( 1'\ o. :l)
•o. l oruory
..
• •
Finer omery (0 or F 1..') • •
l•'i no Ct\rl>orundu 11\
Fi no ground fini><h
. \N•idcu tal
found)
• •
• •
..
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..
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••
• •
• •
•.
u
-
7\
(j
••
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S<·r8lchc!l
..
• •
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H
1 to 20
(maximum
I
:! or :J
:! or :1
4
16
'l'h us, groat ll t Lent ion 1>hould be paid to s w·ftH·o fiHi~h u f
machine par-t~:~ subjected to repeated t~tre:sses. Care JShould
tdso be taken t.o avoid ~:~udden chauges of section. It "'""
his expor·ienc·e that. the effect of a right-angled ~'<houldor
or· collar· on n " 'Older ~:~pecimen 1·educed the fatigue range
by 60 per· cent . J f a change of section were necessary,
care should be taken to connect the two unequal sectiont~
by a smooth t ransition curve, which should be as long as
possible.
AB to the effect of repeated stresses upon the micro·
structure of metals, the author reviewed the work dono
and the theories which had been held as to the mechanism
of Rlip in crystallographic planes, fatigue, &c., and subsequently referred to the results of research conducted at
the N.P.L., and published last year. In that research the
effects, on the microstructures of several metals, of repeti·
tions of reversed, direct stres es, pulsating tensile and
pulsating compressive stre ses, and reversed torsional
stresses, had been studied and indisputable evidence of a
large amount of slip under safe ranges of stress of every
type had been obtained. It might be considered as proved,
he said, that plastic strain- as mea.sW'ed by strain measurementt~ or observed as s lip bands--could and did occur
whe11 t~ metal was ~ubje<·ted to repetitions of a lSa.fo n~ngo
of ><I t"<'l:,s. J t was tl.l'io an establi:;hed fact that the result
of ~:~urh plas tic straiJl WOI:i to l!trengthen and to harden tho
mater·ial. 1'hat oiiect was shown by an in<>reased tensile
Rtrengt.h nnd an increased re~:~i:;tauce to ball indentation.
Yet when failure occurred under repeated stresses, tho
fatigue rn~ock undoubt~dly started in one of the heavily
deformed t\l"Oa.ll, and its cour·so followed similar aren'i.
H ence he condudod that 1ho str·ain hardening offec:t of
slip did, at some ~:~tage, reach a maximum, and failme
then began in t·he hardened region. The long sought for
key 1·0 the riddle of fatigue f~~oilure lay in a correct lmde.-standing of Utat apparent paradox. The N.P.L. lrad
just completed a series of lengthy te ts ou single crystal.,,
and, he believed, ha.d !Solved the problem. H e could not
refer to that worlt, however, in fairness to his colleague~,
a· the results were in COW'SO of publication, but he was
firmly of opinion that many Jritherto baffling aspects of
the problem had been solved.
A Water Tower of Unusual Design.
A WATI:m tower or elov~~oted tank of w1usual form and
presenting some interesting features of design, is described
by Sr. Alber to Laffon in the November issue of the Reui~t<'
de 9lm~-Y PubliCCU~. J~ '~as des igned and bttilt by tho
engmeer::; of tho Madrrd -Zat·agozs-Alicante Railway, for
the latlet·'s new wor·ktlhol>s a.t, Villaverde. It is t:O il ·
strucwd of r·einiorced concrete, is shal>ed ex~~oc Lly like u
long-stenuned liqueur glass, and k; called the " Copa do
Villavorde." '!'he base of the vi:;ible struct.ure IorJils
tho roof of Ull tulderground Lank, and the slender, tubular·
~:~tern tmpporl:.; the upper tank. This stem coutain.l!i tho
suppll a~d o\·er·ft~w pipe:;, and u. la.dde t· which passe.-> ttp
u. oyhndt·1cal cont.muat10n of the stem. to the .-oof of tiro
;a.nk, the ope~ing being cl~sed by a. skylight.. '!'he undet·orowld tank IS arUiula.r, Wtth an outer diameter of 10 m.,
and there i~ ~n iru1er dmm haviJ1g a diam~ter of 2~ m.
The depth _1s 3. 0 m., and the capacity 166 cubic metres,
or, say, 36,o00 gallons. The upper re ervoir has a diameter
of 5. 9 m., and its edge is 18. 13 m., or nearly 60ft. a.bovo
ground ~evel. The depth it; 4. !lfi m., and the capacity
107 cubrc metres, or. HU~· · 23,500 gallons. The hollow
column hus an internal diameter of 0. H m. J w;t lUldor
the tank its wall i1:1 0. 25 m. thick. but the thickneSil iJ1
creases towards the ~ase nearly according to a hyperbolitcurvo. Externally 1t tapers from 1 . 8 m. diameter a t
~he ba~o moul_ding to 1.4 m. at two. thirds of its height,
~creasmg agam to 1. 5 m. at its junction with the mould·
~g of ~he up~er tank Below the ,·isible base the column
IS ~Ontmued lll the f.o nn of the drun1 already mentioned,
wlHch has a wall thtckness of 0. 8 m .. and tenui.na.t-es in
a small, ~h.amber sit.u~ted axially below the undergrow\d
tank. 1 Jus chamber rs l . :; m. in diameter and contains
an electric pumping ~et which lifts the wat~r to the upper
tank. Access to thLS chambor is by means of a smllll
shaft and underground gallery.
The most important talculat ion of st.a.bility, that. for
•
•
1~,
l h:l'.
•
lU:l4
wiud, w~s l.>ased on tho fonuuJu. L' =- K ~ V z, the coelfi<·iont K having tho value fr X 0. 08. The records of the
Madrid Observator·y give a maximwn velocity of 1I) 111.
per· ~econd; :;ay, 62. 3ft . per second, or nearly 42 .~ mileM
pot· hout· t\1. ground love!. •U 2000ft.. a.lt.itucfe the
maximwn recorded is 40 m. per· ~;econd, or 89A miles
pur h our . Thi1-1 was taken as the uahi~; of the calcUlation .
and wa;••.. it~terproted a.; corresponding to a. pressuro of
uea.rly s., krlo~;. per b\iUMe metre. or 17. llb. per square
foot. on the axial Hec~ion. To allow for sudden gustH
t ho fu1n~ value o~ 1~0 kilos. pot· squa.ro metro was adopted,
t.he des rbrners pomt.mg out t.hat t hO; closely approximates
the valuo of 20 lb. p er square foot. employed in Britit<h
pr·a.ctiro in the design of tall <·hinmey~;. ]~or tho calcul~­
tion of the slal.>ility of the structuro as a whole it. was
treated as n monolith, with both ro:;or,•oirs ompty, and it
• •
- -167·0
-
\'Ot'sely. Tho co~;t. of t.ho wot·k pot· t· ubic metro of con- spans 167ft., 248ft., 286ft., a.n.d 3~ 1 ft. 6iu. '~be la~ge
c·ret.e was 34-0 poHetu.s, Ot' just. ov<w 1:10 ~~t. tho present. span, whirh will be on the Berwwk stde .of the bndge, Wl11 .
we believe <·onz;titute a record fot· reinforced concreto
ro.t o of cxc·hnng<'.
constructio;\ in Gt·eat Britain. The general design of
the a rch spans, as indicated by t.lte accompanying details
of the largest span, will include fom arched ribs hollow from
their springing point for a third of the lengt·h of span,
the centre portion being solid. From the &~eh spans
vertical support.s will b~ ca~ried up to dec;:kmg. level.
The vertical columns, whtch will connect the rtbs wtth the
.\.~IONO t he road bridge schemes which have recontly decking, will vary in size, but. the ge~er~l de~ign of deck~g
received COIL!iideru.tion, two of the more important. are is that of a reinforced conct·ete s lab m. m thJCknei!S havmg
thol:le for cro~;sing t.he Tay and the '!'weed. The proposals transverse beams 7in. w·ide and 20in. deep, and lon~i­
for giving facili ties for road tran ~;port over the Tay at tudinal beams connecting the uprights lOin. wide by
Dtmdee aro t>l.ill w1der review, and a fresh report on the 30in. in depth. Expansion joints will, of course, be proengineering features is awaited, but the p lans for a new vided in tho decking over the piers. The paving of the
New Bridge Over The Tweed.
- - - -"5-0 - - -
--2~~
~
A
665
EER
'l'HE 'ENU l
•
c
B
,
•
H
- - - - - -361:.S - - - - - - -
H
D
H
--- 1~ - ­
E
East Elevation
Co dflll
s watt
I
I
I
" TH t
•
ENGINttn"
SWAIN Se.
i?ROPOSED
was found t.hat. tlw t'l•::.ultu.ut. forco would not, pa.::;s out..ido
t ho t·entral drtwt of the underground tank.
. \lthough the dc11ign of tltil5 water tower r·c;;emblc.;
in principle that. of other xtt·uct.mes, including c·olumJta•·
"t~tor towers, it:; spociul fe~~ot.urcs j lllit ify ~:~omo description
()[ tho nature aJI(l placing of tho l'einforcement . The
floor of the lower tu.nl< i:; 0. 5 m. thick. ] t is reiuforcecl.
hy lti main beam elements each 50 cm. wide and 30 cm.
deep, w1iting in the r·einfot·cement. of Lhe central drum.
'l'lli!! floor rests on hard clay, which a lso encloses the underr.:round tank up to ground level. 'l'he outet· ends of the
main beam elements are connected by a ring element. of
similar form, 20 cm. by 30 cm., the b~e being, thereforo, a polygon of 16 sides. Over this is the floor slab,
15 c·m. thick. r einforced by concentric rings formed of
t·od:; having diamet.ors of 6 and 10 mm. The outet· wall
of t.his tank, which is 30 cm. thick, is reinforced wit.h
BRlDGE
OVER TH E
TWEED
AT • BERWICK
roa.dwtt.y will c·onsit.t of 2in. of a.-;phtt.lt lt\id directly upon
the reinfot·<·cd <·Otu·rete slal.>.
Jn the c·uQe o f the main arch tho ribs will be lOft. HJJl.
deep at. the springing and 7ft. deep at. the c•rown. 'J'he
width o f the centre ribs is 5ft.. and of the extental rihs
3ft. Gin. The z;pan has been designed in a ccordance with
t.he regulal.iont> of the Miniz;try of Transport. to can·y a
moving load of 1350 toJU.!. 'l'he actual loadt! made up
of an engine and three t railers are 20 tons for the engine
and 13 tons for each trailer, making 59 tons. to whirh htL'l
to be added 50 per cent. for impact. This load is rarried
on a length of 70ft., and from these figures the moving
load for which the arch has had to be designed is obtained .
The work is expected to OCC\tpy a period of 2! years.
The pric·e, including purchase of land, has been fixed at
£l60,000. Towards this ex-penditure the Ministry of
Transpor t. will contribute 75 per cent., the balance beulg
bricl~e
across t ho Tweed h twe been t\p}H'Ove<l and 1\ con tnwl pla1·ed for· the work with Me~<sr;;. Holloway Brother;;.
There are two hridgeR now l:lpatming the Tweed at
l3erwic·k :one i~< the famous Royal Bordet· Bridge, d esigned
l.>y Robert :-itepheu~on, to (·arry t·he Notth-Eastem main
line over the. r·iver, whi<·h "'"'13 opeued for traffic in 1850
l.>y (~ueen Vict.or•it\ : t.he other i..; t.he old road bridge whirh
dates from 1634. The railway bridge i~; 11o ::;tone st.r·uc,t.me
rising to a h eight of I 26ft. Tt il:l nearly half a mile in
length, and i!l built. on n cw·ve in a series of 2 arches.
The road bridge, a lRo of stone, is composed of 15 arches,
and is 920ft. long. It is Yery narrow and has awkward
approaches on both sides of the rivor. It has long since
been recognised as Wlt>uit.able for modem traffic.
'there has boon a. road bridge arross the 'l'weed ;;ince
the days of 1 ings Alexander and .John of Scotland, and
having regard to tho fact that Stato nid is being g t'l.\1\led
._
A
__
-----------
,_
- ~
~
lltrJft IYo~t er Level A 0 /) ~
_
Longitudinal
Sec~oon
__ • _
_
---- ------ - -
_ _ _.,!,Ou.,r.!!.;rln_lncl} Oil um ~ _ _
~
on Centre L•ne
•
Cross SectionaL
Crown, on A A.
Cross Section at
Spring•nq. on 8 B
Part Sectrona I Pian .
~--
11
Tue.
62 '0· ---- ~
-----
L
E r~GI"-4tCR''
' ELEVATION,
PART
SECTIONAL
l 1orr:t.onlul rwgs, (.Jro rod~ lun ing dm111ot.ors dct· rt••t"~ lltl;{
from tlto ftoor to tho roof. Thero i,; u.lso vertit·al roiuforct' 111ent. Thi:> wall is :>lifTencd hy Hi c·ount01·for·t~.
t'orre;;pondin~ to t ho main l.>ealt\ clemonh in t ho roof,
tho b&lio of tho vi~iblo htructmo. 'l'heso 16 roof hcams
t\t'O radial and monolithic wit.h the roof s lab and " motrlding," and taper in plan from the central drum t o the outer
Wllll, where they w1ite with the counterforts.
]r\ t.he calcttlations for stresses it wos assumed that the
ground on one side might give way to some ext.ent. t.ho
strucl.me t~nding to tilt as a whole, and it. was found t.hat
that. <·ould take place without the formation of leakago
c·rtw~. 'l'ho vert·ical reinforcement of the column c·on·
xi 13 t~:~ of rod:; 12 m. long. arranged in concentric ring-.,
~~ond the secondary reinforcement of hoops made of 6 mm.
ctie.meter rod. The maximum stresses allowed were : 40 kilos. per square cm ., or nearly 570 11..> pet· sq~are
inch on the concreto; 600 kilos. pex· square cm., or nearly
8530 lb. per square inch on the steel in tension ; and
600 kilos. per square cm., or needy 7110 lb. per squaro
mch on tho :-.teel in compression. 'l'he upper tank has
a wall thickness of .30 cm. at its junction with the column,
the thickness decreasing t o 10 cm. at its rim. The
calculatioi\S of the ~;tros:;es in tbo tank wore made hy
t.reo.t.ing it. 68 an i1wel'lcd dome· also b~· lt•oa.t.in" tho x·adio.l
olement~ of t.ho r<'inforr(lment ~ c\u·~·Nl hea~. a ~o,•er·o
suppositio11 , sineo l\11 tlrcso olcmonls MO united trans·
PLAN
AND
SECTIONS
OF
THE
MAlN
SPAN
OF
THE
fot' tho buiklillg of tho now b•·idt.t•, it, may bt• llll'lll ionod
that. a g ranL for the upkeep or t:1e ht·id!{e OVN lho Twoed
wa::; m.ade a s long s inco at< the roign of Chade · Jl .. nnd is
still in forco.
In the preparation of plans for tho new bridge tho
queF.tion of <.'Otlt• was an important consideration, and
pr_ference was finally giYen to a design in concrete and
reinforced concrete which has been p repared by ~Iessrs.
L. G. 1\fouchel and Partners. The main features of the
bridge and some details of the main r iver span twe illust.rat.ed in the accompanying engravings, and it. should be
mentioned that. special attention ha~:~ been given to secure
JtOOd approa<·hes and to give an ea.;y gt'&dient in the fall
from the cotti:;h to the Englll!h l.>u.nks of the river. The
design makes provision for a st.ruct.ure of 46ft. wide,
which will give a 30ft. road" ay and two foot.ways of 8ft.
Preliminary borings have shown that good foundations
can be obt.t~.ined for the p iers in the rock and gravel
fonoation underlying the river bed, and preparations a re
now being made for sinking the cofferdams for the piers.
Tho latter will be carried down to a g~neral dopth of
about 18ft.. below Ordnance Dat.Ulu, and the headroom
Wl,der th~ main river arch '~·ill be HHt. at hi~h wate~. .
fhe bndgo has l.>ecn de~rgncd to rot;t. on two man\ prors
l nncl will c·ompri~;CI fo\U' al'<·hes tmd two approach ~pans,
making up a total length of 140Gft.. 'l'he appt·oach s pans
will be 1Hft.. 6in. and 199ft.. resport.ively, and the Mch
PROPOSED BRIDGE
______,
I
•
founu hy loc·r~l uuthurit.ios ill propol'tion-.. whic·h lu.W t' now
been agt·eod. 'l'ho engineer ropre~ont.u tg t ho loc·t~J,~u t horit.i~
is Mr . .J. A. Bean, the tounty ::.ur voyor of Northumuerlancl,
with whom ·~ joined for c·on:,ulting purposo tho cluof
ong n eor of the :\(inistry of Trunsport.
objec·tion Lo gl'avitat.ional shunting '" that Lho
wagon:; havo t.o be followed up o.nd the brakes applied
before they romo into rontact with the ot hor wagom;
standing i11 the ~idin~. Ono "ay of meet in~ rt has been
to provide skl\te~ on "ltich thl' leading wltool ricle..... thu....
retarding the movement of the "agou. \'ihitort- to tho
recent. railway exhibition in Germany S&\\ an arnmgemeut.
there where tilting bars wero usod, which, when depressed.
rubbed against. t.he flange of t.he wheels and ch eck ed the
wagon in that. way. Now there comes from America a.
description of an arrangement. of this sot·t. which has been
fixed at the Oibt.on yard of the l ndian& Ho.rhom llelt
Railt'Oild. ~othing is said in the de::.cription as to tbo
idea. hM ing <·omo fi'Oil\ (:enuany. Anyway. the two it\\'ent ions t\I'O \'N'Y
murh akin to t hot uh retardl'r for colliorie"
•
J.II'O\'idcd hr t ho \\'e"t inghOil"O ilrako and ·~xb) ' ignal
Company, " h ir h was illust rt\1 <'d on pago 126 of our issue
of August I st.
'£-Hk:
•
--
. ---~-----------
' <~
THE
G66
The Smithfield Club Show.
1...\:->T ~·car
tho <'ngm eering exlulnh at the :-iuuth·
fwld <:tub Catt lo :-\how "howeel :-o h t t lo original• t)
that. wo passed them over very lightly. This yout·.
ho" ever, tho l:ihow opened at. tho Agt·icu ltural
11 ull, Islington it doses, by the way, to-day,
IJN·cmber 1 2th with sevet'al new machines fOl'
re\oicw, and wo thul'> gladly resume b elow o u•· ol<.l
t·u·4om of de cl'ib in~ some of tho more intere~ting
Jlt'HllS on the !Stand-..
One of the mo:-t novel exhibit:> at. the ' h ow is ~he
pm1t'lble en~ino shown on the stand of the Sentinel
\\'agon \V01·ks, of S h•·owsbury, which is ilht..'ltratcd
--
I N
~~
I •I
-.
E }{
" indlass " lion lw has put t ho I t't\' <'11 ing g<'til' m opura ·
lion, and nutumlly luls his uttPnlion cli..slnll'll·cl fmm
1ho plough. Tlw t•ngino is noluinully of tiU ltur,..<'·
po\\Cl' at. 850 revolutions per ttlinult•. hut "Ill gt\'t'
(j.') hor:-:o-powo•· nl !1.)0 n•,•olut ion-.. awl h) hcu1•!
speeded up to I 0.)0 rcvolultons " tll dC'\ c lop 711 hor"'"
power. On tho sumo stand there.• 1s nu t•l<•' <'ll·tlllc
tultivator. c·apltble of "o•·kin,K t o tt dept 11 of J Sin.,
:>uitable fo •· opcn\t.ion in c·onj IIIH'I ion with the mol or
windla:>s. This implomcnt wc-ighs lit>\'C'ral tons, nrul
as a consequence it is nec·essat·y to check its fall\\ hen
the tines arc lowoJ'Od to their \\Ork. For this purpo-.e
1 the l owet·in~ ~NU' is equipped \\ ith an oil dn-..hpot,
which is ::;o al'l'angcrl that, the ~land is not undt•J·
pr·eRsure, ancl leakagE'~ is c·onsequ('>ntly reduced to n
mmtmmn. Thoro is a chain connection between thc
) f)~
I
anti catt lw s\\ ung up to at·c·u•wnotlnlt• t !to front.
wller. In t hi-. p o:-tt ion th<' lmu·keL is holt('cl LO an
angle u·o•1 fixod on the top of lh~ :-;moke· b?x· Tho
maker:. infol'ln us that tho ltlrO wetght of tlu-.. tnH'Ior
and its t nul er j,.. no great 01' than thut of n c·on·osponding stctltll "agon and trailer.
Ono n ::;ually oxpet·h to find someth u1~ now 0 11 I ho
si an cl of Dl'llmrnond Bt·otlwn>, of Guildford, unci l h e re
is no diHappointment on this otc·asion, fo•· tho t'Olll·
puny is shO\\ ing the littlo fon:o pump illu-.lnt.Lotl hy
F ig. 4 . A.., wi 11 be not JCcd, there are ::.everal pocu·
liaritie.:. nbout tho de,.,ign. Tho two <·tank pin~ arc,
for in~tun<·c, g•·eatly cnhu~t·cl, HO that they practically
become <.'xccntric-1, arul the exccntnc -..traps a1'0 in
one piece, \\ itlt a cover plat o o n the oubHio to keep
them in. place. The glancll-l round tho t'llllls aro Wl·.
I
•
FIG. 1- PORTABLE ENGINE-SENTINEL
~~~
•
Fig. 1. lt i::; •·t•nlly built up c>f tho boilcr and lattlf
till' engine ttsc•d on tho :)uper-:-ioutinel steam wngon,
\\ ltit·h h ru:; already
been <.lesct·ibed in Tm.; ENf!JNm·:tt.
•
' l'hnt is to stty, the engine hus only one cylinder,
m,.,tead of two, as is the case witla the wagou. Tit<•
t \\ o units arc mounted on a channel l'>teel frame,
c·mTied by wheels, and the whole machine i::; so light
t hnt it can be drawn b y o n e hor·se. lt is, in fact,
I his feature of lightness which is the outstandin~
merit of the engin e, as it weighs less than half as
much as the ordinary "portable."
The engine has a cylinder Giin. in bore by tlin.
~'>lroke, and nms at any peed from 250 to 400 r·cvolu·
t10n.s per minute. It i~ fitted with a govemor of the
P•c·kering type, <.lt·iven off the crank shaft b y meaJL-1 of
n belt. Tho two pulleys, or fly -wheels, are 2ft. !Jin.
m diameter by 6in. and ~in. wide. The lubrication
is entirely automn.tic·, and i::; effected by a positively
driven pump and a large sump in the crank tast'.
The boilet' iH or the quick-steaming multitubular
type, and i~; fitted \\ ith an extra lar·ge brick-lined
tire-box to OJ\.1:\ble it to bw-n IO\\ ·grade fuels . J t i:-~
c·apablc of evaponiling over 9 lb. of water, at 500 d eg.
Ftlh., per pound of goo<.l coal. Tho makers say thaL
the <'n~ino will <.lelivor 44 brako hor~;e-powor \\la en
fit·ed with good \V(:'h;h s t eam coal, or 35 hors~·power
\\ itlt moderate fuel, while they guarantee Lhl:\t it
\\111 give 20 bntkc horse·pO\\ et· cm anything thaL \\ill
hur·u. Tho ftl<'l t·cm,.,umption \\ ith ~ood :-<team c·or1 l
..... put at :J Ih . pc•t· ho•·so-)lO\\ t>r lwut·, m · with rn·<• t'ttt.:••
Jnodc••·ulely dr~ \\ ood <·outttiJIIHg. t-lly, fro111 ~;; to
:10 Jl<' J' c·c•Jll. <•f woist ure. fl'llm fl Ih. to HI 11>. Jl«'l
ltor:-.<'· }10\\PI' lHHII', 'l'he ('11g1no i:> ulso lllttdc' \\1(11
1\1 o c·:vl indt•t·s, but uLIH'n\ ist• t ho ~'>llliH' nnd I! tlac·n
Jans a t·tJIT<'SJlOilllinl!ly incr·cu ....cd I'0\1 l'r out put .
'l'l11• s iC'Uill \\O~Oil s h0\\1\ 111 l•'tJ!. ~ h H II C\\ I~ JW .
\\ hJ<·h ,,.. hPill~ h111ll b~ l<'odt>JU., Ll nttll'd. of StwdhHc·h.
.uul 1s fitted \\Jih u thrcC·\\ tl) ltpptiiJ! body. ' l'lu·
t 'JIJIIIII! is c•fTN·tl'd h y mettns of 11 la~ clnutiH· n111'
su ppiH•cl "itlt \\ ttlt'l' by tho feed pump oH the <'llgiiH'.
' l'hc•n· is, of c·<HII'SO, a three-way c·o<·k in tho f<'cd pip<•,
so that tho pump crm be use<.l fo1· oithct· purpose·. 'l'\1('
\\ ugon is ttqmhlc of carrying a loud of 6 ton~ ut fro u a
I~ t o J 4 m de-. pc•· how', or 10 tons \\ 1th a tr·aik•1· ut
about ' mile~ per hour, and will a,<:end a gradient of
I m i. Tho platfo•·m U. 11ft. loug by 6ft. 6iu. \\ tdc.
Tlao boiler is of tlae wsual locomotive t y pe, ami ha."> a
total of 90 i:!(J uare feet of heating tmrface. The (-lllgino
1s c·<lm polUtdcd, a nu has s tealll· jacl<ete<.l cy l indcl's,
4jin. an<.l 7in. in bo•·o by 7in . l:'t•·oke. Powet· is tt·un s·
nut t<•d to the n•a•· U'\le, whit·h ha::; a bevel geu1· tliticr·
t•nt1al, by meuns of u 2lin. pitt·h ro ller chain. There
Js a baud b•·akc on tho rear uxk•, best<.les brake:. wol'l<lllJ; iusi<.le the.• l'lm"' of b o th dt·iving wheek. Tho
wagon exhibited tau~ .\.ckennan ~leering gear, but it
<'till be !H.ted \\ ith u plain front uxle'tlnd chain ::.Leering
gca•· if require<.l. The water tank has t>ufficient cupa·
c·ti,V to take t h o \\ agon over a dibtance of :30 miles.
On the btaml of J . au<.l H . )lcLarcn, of L ee<.ls, thc t·o
1s the oi I engJUe·Ul'l \'en plo ughing \\ in<.lla~::. \\ hu·h
\\ t' ha' t• ult·eud~ <.l<:,..<·nbed m t·otutet'tion \\ ith Jll't'·
\ tous :-ihO\\s at the .\.grtclllt\llul Hall , an<.l wlm·h 1s
n ow fitted \\ itlt mti:'Jio<·king geu•·, HO that the tlrivt~r
cunnot accid<•ntall) wincl tlw plough up into tho
•
FIG. 2
THREE • WAY
dn.tW gNII' Hlltl ()1\' (TtiJtl,l·tl 11'\lc•, Sll UITt\ll).('l'd lltal
thC' tiues arc' auton Htl ic·all,\· liftccl out of 1\at• ).('I'OIIIltl
ns the illlplelllenL is lunwd I'OIIJHI at the• ht•adlund,..,
Among tho bugcr e:-.:hibits on tho :-;tand o f :\lc•...... r-..
TangyP, Birmingham. th<'l'l' i-. nothing very novf'l, hut
t her·c is tt lit tic• single-ran a JHIIIIJI. \\ hic·h is I'I'JIIHI'l<Rhlt•
for its low lll't<·e. con~;iue•·iul! tlw quality of tlw \\orkmanship put into it. It is llJHdc in tlu·ce "'iz<'s a~ ill. by :3in .. 4tin. by 4in., mu I 5~in. by 5in.
nil
intended to 1'1111 At !JO revolutions J><'l' minute and t o
work up to l:'iOft. head. Tht' rnm i-1 of cast iron," ork·
ing in a <·ast iron g land. and I he vnh·e:. al'<' of indut·
rubber \\it h bn'lss guards. A1r \'(''"<'Is art' pro\ idt•d
on both the :-;m·tion and dell\ l't'~ -.ide" of the pump,
TIPPING STEAM
WAGON
FODENS
llSIIHIIy dt'I'JI l\lltl net US g111d<•s. ius lt•t:Ul of tltt• rUtlls
fitting in I ht' l>aiTtl-:, ..:o Lltttl liability to jtutl, thrmu.tla
tlao gland.- being pulk•cl dm\ 11 IUtequally, ,.., •ninimi:-<C'd. Tht• valve ... an' ruhl>l•r hnlls \\ itll luud <'OI'~'""·
The pump \\ill ~'>tJC·k fro111 11 clt'pth of 20ft .. nncl \\ill
deli\'CL' 1000 gullon.-; of \\ttt<'r un how·, ugain.-.L u.
head of 1OOft., whe n tht• belt pulicy is ruuning at.
200 t·evolut ions per minutc. 'l'ho t·ams arc 4 in. in
diame t e r hy 3in. st•·ok<'. and the ovel'all d i111cnsion.s
of the pump a•·c :l2in. by I !)in. by 24in. Tho weig-ht.
i::; j usl OV<.'l' 2 C\\ t.
Richnn I ( :iH'l'CI t. and :-ions show n t hra-..hing
machine, a tmc·to1· and tlw 1'-tt•nm \\ agon \\ luth \\C
have nlreudy d e~<: t'i hed. Tho \\Hgon t•-..lubtlcd l1us
•
FIG. 3
SEVEN
AND
A· HALF TON
and lhc <:nmk , lmft. lwtu·m~,., Itu\ c l><•cn s pt>t·udh
tlcl:!ign<>d t o p1'1'\.CIIt oilt·t·ccptng oH to the puwp bot!~·.
Oul' n•ad<•r::~ an• :-t> f am tluu· \\ tl h I hi' feature" of ll11,.
firm 's l'olcl-~:-ltu·ttn~ hcuv~ oll t•ugmc that 1t nt'l'tl' n o
dC'sCI'I pt ton hen·.
The :steam lt·uctor dlus trult•d l1y Fig. :! IS boul•!
lShown by Jolm l<'O\\ le r anti ( 'o .• o f L eed::., anu hu ...
be~n specially <.le~ign ed to comp l ~ "ith the ntm regu·
lattons of the Light Locomotiw:-; Ac t, which allo\\
an w1laden weight. of 7~ ton,, It •~. il will bl' ~oot~en.
fitted \\ ith rubbcr -tH·ed \dl('t'l,, and <·a.n b<.• t·ou\ ettetl
11\to a road r1>llt•r h~ l\\O IIH'II in t\\O hocu·-.. \\tthout
t ~to aiu. of any s pecial lift iu~ !!<'Ill, (')\cf'pt ~'>C l"<'\' JtH'ks.
~OI' thts pw·poso the fo•·e ·\\ h ct>l <:aniage is mounl t'rl
on a hinged bmdcct, which pivots o n the ~<mokc-hox
STE AM TRACTOR- FOWLER
an u rdult\1') body, but, ut 1'1111\ l'rsut tun\\ 1t h t lac lil'lll's
rcpJ·e-,entttt 1ve, \\ e leal'llcd that one o[ t lw lttl<.•sl
applicalion-1 of the chtl'-:..is t-.. t lac tl'tlJb}IOt'l of bt t 11·
tniuou.... rotH I metttl in the hot tundit 1011. Th(\ wagon
t::> then tilted up wtth a cloublc-:-hdled. c·ylmdrical
contamor, \\ ith a large fillmg door on the t.op an<.l a
discharge opening at. tlw t'ctu ·. The lank is tilte<.l
hydJ:aulieally for cm ptl~ ing. Pipo cotmectio n."> ate
ruado between the botlet· and the ~paco hcpu ralm~
the t\\ o "'bells of the container, ::.o that ,..teum l'Ull l>e
~upplicd fo t· heat mg the t·ontent,:;.
An CJCdo•· ;.,
proviut•cl for l'I'CUtin!.{ t\ JIUrtlt\l \'t\C'UUlll Ill the spat•O
aml thu"' t'ethtt·ing the lo-.,.. of heul from tht• load.
Ransonws, K1ms and ,J effet'ics, of Ilh\\ tch, show
thei1' fnmilin•· gnllor·ie<.l stand with 1t numbo1· o f agri·
•
Dr~r. 1 ~~ l 0~4
6()7
THE ENGINEER
(•ultural impiC'mE~nt !';, includin~ A. n ew apparatus
!mown a.:: a" gt·a.::s r<'juvona tor," a (i nominal hor.:~e­
powor c ompound tt·adion engine. and a 4 brake
hoN;o-pow f:' t· oi l t'ngine. Thc- tra<'tion engine thrashing machino and o il engines on the s tand of ~farshall
Sons and Co., of Gainsborough. h avt> all b een d escribed
in OW' columnc;, while Petter':'l oil eno-ines need n o
further description. Mo~t of the o ld habitues-such
ns William Alkhin, of 'Not·thampton; Aveling and
J>Otif'l', of R oC'h C'stt>r ; BlaC'k:'ltOnE' a nd C'o., Stam f<u·d: ('hn~. But't'C'll and Sons: Clayton and Shut.tlE'-
admitted to the cylinder the two light steel pistons
advt\nC'e towMcl'l €'&C'h other, and the toggles approach
nearly n. Rtraight linP, ~;imultaneously moving the upper
and lower tog~le Rea tc; apart. The bolt, previously gripped
by th~ chuck. iR clrawn up and the t op piP..te on whirh the
mllclune ~ost>~ is forred d own, bringing the two plates
together m rlose C'Ontact ready for riveting. The type
of bolt \L-'lE>d differi! from the ordinary threaded Rwivel
bolt, anrl is s hown in d iagrammatic form in Fig. 2. It h <ls
a buno.n l~Md fonning a slight ~hou ldc•·, whiC'h gi,•e!l a
goorl :;:rappmg !-!llrft\c'<' f ot• t hEI C'hu(·k. while th t> main l'lh ank
i~. slig htl y taporCicl, the Jwa<l of th e holt bring fumished
\\OI'th ; \\' tn . Fosll'r nnd C'o.: Hw..t'on nll'l Homsh\' · wat h ~~ p •m t ~· rw ri\'<'1 h!'ad. In thr top p tw t of thtl holt
• •
•
maC'hine, and three f:lizes are employed to cover the
range of work usually met \Vith in ~:hipyard, boiler,
girder and hricl~e work. For the lighter work ~·
14!1 h. machil1e with 5in. cylinders is employed. Th 1>1
m a<· hine may he ronveniently used for plates up to ~i n.
in thidmess and with bolts of jin. to gin. diamet.er, the
closing p•·cqsnre exerlt>d being in the neighbourhood of
10,000 lb. In the raR€' of heavi~r plates, say, up to -fiJ1.
thick. a 26 lh. m arhino with 6iin. cylinders is recommended. Th is m~y be used with !in. and tin. diamett'w
bolt-;, and a dosing prM<;ure of about 20,000 lb. i.s exertt>d.
F or the !waviest work 1ntch as that on the turn of the
bilge~ in ~oltipyard work, a :36 lb. machine has h OOH
desi~1ed .
Jt has 1\ 7~in. diameter cylinder, mu l
it m ay ho used with ,iin. and }in. bolts for plates 11p
to I in. in 1 ltic·kn<·s~, n dosing pa·essure of about 30,000 lh.
haiuJ.{ c-xer·t ed.
'L'J1o m ak eri! daim that with otdinary delayA, s urJ1 "s
the time noeded to plnce the plates in position, from tiOO tu
1000 bolt>~ ran bo pla<·ed i•t position by one man und n
lacl wor·king U1roughout en eif.{ht-hour shift.
'l'he ilhao.;t ra t ion Fig. 3-Ahowo the mac·hine in u o.;fl on
tho hull of a >~hip . The ><pecial bolts are fed from. tho
in~ide of t ltc I lUll hy tho hoy working with the f>pernt<H" .
Am on(.{ ot h<n· advtt.n tageH claimed for· the machine tu·o
tht' foii<Jw;ll~ :- J>lat ps aro tightly drc.wn together. whid1
Nl.,urc" mo•·c p€'rfrc-t rh·eti ng; tht'l c·ost of lebour is d e-
FIG. 3- PLATE TIOHTENilfG
FIG. 4
FORCE
PUMP- DRUMMOND
MACHINE
IN
USE
BROTHERS.
" '· T a...;k<'t' and ~on.;: nnd \\"allis a ncl Steevens all
ho.ve s tands nl tho Sho\\. hut t hE'ir exhibit:; are :o:o
vet·y muc·h liko t h os<' s hown on pt·E'vio u:; occasion,;
that W<' will not wNH·~· ou•· l'E>tl<IE'r·.:: hy enlarging upon
t ltC'm agnin
·
a long slot iMConned, into which is passed a tapered key.
The key is driven into the slot and the bolt thus secured
in ,PO ition •. whil~ the pressur~ is maintai~1ed by the tig~t­
e:ung m tlchane. The key havmg been dJn·en the machme
I may he released ready for the next bolt.
The entire operation of the m o.C'hine is governed by
the handle shown at the rig ht hand in Fig. 2. Asswning
that the bolt al ready d esrribed has been placed through
the two plates which it i~:~ d esired to draw together, the
machine is lifted by the operator and the chuck placed
A Pneumatic Plate Tightening over
the end of the bolt. A quarter turn of the cont.rol
handle serves to rlose t he jawil of the chuck on to the
Machine.
bolt h ead, aftor whic·h the operator m ay, if desired,
\VF. w ero recently afforded an opporttmity of examining Elnt irely release his hand from the machine. A further
n. new type of p neumatic tool which has been designed l'!mnll tnm P..clmit'l air to the rylinder, and the plat.es a re
automatically to draw together metal s heets or plat~s
pl'ior to the operation of 1·iveting them together.
Th ~
mnrhine is known 1\~ the H ollett pneumatic r late tight<"n-
creru,ed , and the output increased , while there is a ve~·
material reduction in the cost of service bolts. 'Vhen the
tapered key is dri ven home, we are informed, it is not
slacked off by the vibration of the riveting hammer.
These bolts are d•·op forged and are made from a
high carbon s teel enabling them, we are informed.
to be u sed many hwlCireds of times. In the case of the
ordinary service bolt, continuous replacement becomes
necessary, becauso the thread on the bolt is easily damaged,
mo;eover time is wasted in unscrewing the nuts from the
bolts, whicJ1 is a tedious operation.
With a view to making the machine more useful for
complicated shipyard, bridge and g irder work, a specially
designed cut.away stand is employed when working with
rolled s teel joists, which permits t.he machine to be worked
quite close to the girdet' web. These specially narrow
s tands are made interch angeable with the other s te.ndard
fittings, and equipment for e,·ery type of bolt or rivf:'t
may, we understand, be easiJy obtained from s tock.
The mac·hine is made by the Howard Pneumatic Engineering Company, Limited, of Eastbourne, for the Pneumatic Plate Tight~ner ales Company, Limited, of Dashwood H ouse, 9, N ew B road-t.treet, L ondon, E .C. 2. This
company acts a s distributing agency for the British Isles
and the whole of the world, excluding the United tates.
Considerable interest has been shown in the demonstration tnals of this machine, which recently took place on
the Clyde and the Tyne, and we understand that it hns
n lreacly ht>en adopted for use in Briti~:<h s hipyards.
" Ferrocrete " - A Rapid-Hardening
Cement.
Optr·~t m9 "til•tlt,.
~ ~,
FIG. 1 PLATE
TIGHTENING MACHINE
ing mnc·hine. and nn out ... ido ,·iew of it j,; reproduced in
the aceompnnying E>ngravin~ - F ig. 1. A drawing hown in :Fag. 2 ~et·ve~ to illu.,trato the principle on
whic·h it. work-c. J t may
be noted tJaat the t ool
•
<·on.o.;i;~tc; eo.;;;(>ntas lly of two oppoi'f'd air-operated pi.'>tons,
whic·h tra.vel in a pre:-.,e<l steel c·ylinder and work two . et-;
ol double tog~IP gear. The upp(lr toggle ~;eat is attached
to the top end of a draw-bar which at. its lower end carries
tm sutomati<· air-controlled chuck, the purpose of which is
t o grip the bolt \U'Ied fo•· pulling the two plates together.
At. the bottom end of the draw-bar there is al~:~o a stand o•·
foot piece, which is knurled on its outside diameter, and
·whi<'h. when tutn(l<l on itH 11rrewed seating, serves to
It'llgl hPll or s hOT't (')1 the st a·okf' 0 r t.h(' rlt·a.w. hll.t'. Wht=~n nir lt:l
FIG. 2
drawn ti~hlly together. The taper key mny now he
drivt>n into tlt(l slot and the machine released.
In ordM to l'eleasEI the machine the control hnnclle i»
t urned in tltE> opposite direction, which allows the air to
escape through the control valve and penuits the two
piston reloaqe Rprin~H t o forC'e apart the piston-; and press
clown the C'huC'k in the s tand of the machine. A further
movement of tho h andle r eleases the air pressur e from the
C'huek mul n ll ow>~ the mnC'hi110 to bt'l clisengagf:'d from t.he
holt..
J\ia• at, 100 lh. pM HrptAot'(l inch it~ 11f<Pd to work t he
V\' t•: were a~ ked to wit ne."~'~ on Monday h\iit. som e (!Ompr·esKion Le!!til of h<'aan-; mo.de with a recently int.roducrd
r·apid-lun·dening <·en\enL to whirh the name of " l?enor reto " has been given. The in vi tat ion c·ame from t ht~
Cement. 1\fark~tin~ Company, Limited, of Portland HoUR~.
T othill -street. WtJstmins ter. .\V. 1, which compnny is
tho Aelling orgo.n i~o~ation of t he Associated Portland Cemt'nt.
)lanuft\C'I nrer~. Limited. the British Portland Cement
:'lfanufac·tmers, Limited. )lartin. Rarle and Co., Limited,
nn<l the \\'ouldham Cement. Company, L imited. The
tE>sts w~n~ rarried out in the laboratory of Profe sor S. M.
l>ixon in the Department of Civil Engineering of the City
1\nd GuilclR Enl(ineering College a t outh Kensington. •
" :Forroerete " is described as being a true Portland
c·ement in the sense that no material enters into its com .
position other than those which are used in the ma.nufa<·ture of Ol'dinary P ort land rmnent : but. quite naturally.
the .makers
prefer not to publi h an analysis of its com.
po!Htton O t' to say \\hat, if any, methods of manufacture
diflerent ia.te it from the ordinary material of commerce.
The test,;" hich we witnessed. ho,vever. and other figureH
which ha.,•e be(.'ln arrived at a the re~:<ults o£ tests carrie(l
out. by 1\Ies::n-s. Riley. Harboard and Law, of 16. Victoria.s t.rflet. \\' eHt minstet·. a s "ell a~ the results of some tensile
test!! or a. batch of " l<'errocrete " recently s upplied to the
Borough of Routhwa.rk. and made by the Cement Market inJt <'ompany. LimitPrl. itRelf. s how very clearly indeed t.ha.t.
.
•
GGS
D Ec. 12, 1924
THE ENGINEER
The p rincipal claims made for " Ferrocret e" are
the new cement differs very considerably from the old.
Taking first the company's own t ensile tests, which were (a) t hat it develops t h e same strength in twenty-four hours
8'1 follows : as is r equired in the Britis h Standard Specification at
t.wanty-eight d ays : (h) that. it ha.rdflnR sufficient.ly t.o bflar
•
'T'fn.vilP 8/rPII!flh (lb. prr ilquar•· ;,eh).
( :1 parts Rl4\ucln.rd
l•mnd, 1 part c·em(lnl.
llrenkins,t load.
Bro11k i n~ lo11cl.
. . 460 .. . . . . ~:Jo
. . 460 ..
350
. . 700 .. . .
430
. . 750 .. . .
450
. . 800 .. . . • • 500
. . 860 .. • •
540
. . 900 .. . . • • 630
. . 940 ..
650
• •
•N\L Nil own[..
Ago.
24 hours
24 hours
48 hours
48 hours
3 days
3 davs
7 days
7 days
..
..
..
..
..
..
..
..
..
..
..
..
..
• •
It will he remember ed that the Brit ish Standard Spec-i.
fit•tl.l ion prov ides t.hat. t.he st.rengt h or 1\ neat. briquet.t e at
1-liWfln clays must be not less than ·~50 lb. pe1· square inc-h,
whereM th e " Ferrocret.e" briqu0t.teR l't"ach t.hat. strength
t\fte1· t.went )r.four hours and t.heil· b1·eaking load riMR to
!11)0 lb. in seven days. Mo t·eove1·. th(l l·U'i.:-i. stipulatPR that.
the xlr·tmgth of a standard saucl hriquE>U e 1-lhoulrl he not
lt>ss I han 200 lb. per sqnarfl in<'h a t !-!even davs. wher(IM
~ h t.' '· I<'Mrocrete " briquettE's a,•eraged :140 lb.· pe1· sqt1are
uH:h at the end of twen ty-four hom·>i and had an average
st rength of 640 lb. per square inch more than t lu·ee timps
the minimum specified figure--t\t seven days. \Ye may
ndd t hat of the sample on which the foregoing test s were
~ade there was a residue of 0. 8 per cent. on a 180 x 180
s1eve a nd only a t race on a 76 x 76 s ieve, the B ritish
Standard Specification stipulating for not m ore than 14 pe~:
c·ent. and 1 per cent . respectively. The initial settin,.,
time
0
wa...-; 1 h our 15 minutes and the final setting time
2 hours 10 minutes. The Le Chatelier test showed
2 mm. at twenty-four h ours, wherea s the B ritish Standard
Sp ecification allows up to 10 mm. at the same time.
The te ts which we witnessed 'vere carried out on reinforced concret e beams measuring 16ft. long and r oughly
6lin. b y l O!i~· in cross section. We saw four beams tested,
two made w1th ordinary P ortland cement, which we w ill
designat e by the letter A, and two with " F errocrete "
w hich we will call B. W e were informed t hat all the fo~r
beams had b een made by the same workmen , were a s
nearly identical in size and manufacture as possible, that
~he reinforcemen t was identical and identically arranged
m. a ll cases, and that the ages were a ll the same to within
a n hour or two, namely, fourteen days.
The beams were supp orted on blocks of wood, which
t h emselves rested on rounded wedge-sh aped steel blocks
placed accurately 15ft. apart in all fo ur ea es on the bed
of t h e testing machine. The load was applied at two
p oints 5ft. apart, accurately spaced between the two supp ort s. The testing machine was of t he screw type and t he
load was put on regularly by means of an electric motor
observation of deflection being made and lookout kept fo;
the a ppearance of cracks during each test.
The 1·esults which we witnessed were as follows :-
•
' I'ABU: ] I.
( 'om prl'iiR,.m~ 'l'l'lltil on Cub~s.
All "A" nuroborR mMlo with ordinary Portland romont.
All " H " numbers mado with rapid-hardening Fe-rrorreto.
No.
I
66 hours
A2
Bl
B2
A :I
A ·~
B4
Afi
AU
Hli
HH
I
..
..
..
..
) [ax. lotul.
Dimen11ions.
----------------~------------
AI
B:.l
Age.
..
..
..
..
56 hours
64 hours
54 hour:<
4 rlayll 6. 8 hour>~
4 day~:~ 6. 3 homl'l
4 days 5 hou r il ••
4 day>~ 5. 3 hour:<
u days 19. 5 hom·><
t1 da.yi! 19. ii hour><
7 da.vs 4. hour" ..
i <lays 4 hour~ ..
..
• •
• •
..
• •
••
..
..
Inches.
6 x 6 x6
6x 6x 6
6 ~6x 6
tsx 6 x 6
ux 6 x 6
u 11 11
Lb. per 11q. in.
608
695
2460
281(1
1265
11
li
J 142
4081!
H 6
lj
6
H
-1080
H
H
11
li
I 0<1 :1
I I !I i
11
(j
11
.111011
(j
11
li
Illill
11
road way t.raffic in forty-E"i~h t hom:~ : an cl {<:) that w hon
u.'!ing it. shut.tE'ring and centEir ing c·an bet a ken down mu<·h
m ore quickly than is possible with ord inary Portland
cement .
Letters to the Editor.
( lVe do not h<Jld ouratlvu rupon.tible for the opinion.t of Ot'r
con·upon<knu.)
THE LAY OF WIR1.; ROPE
J.'OH.
DRILLI~G.
SIXTY YEARS AGO.
I N ~ept.ember 1R6 1 the Oreat Eastern steamship. two
(lays out. from' L ive;p ool 011 her way t-o New York .
encount-ered a violent gale, in t.he midst of whic·lt ltt'-1'
rudder post was twisted off. .!<'or two days she fl ounderNL
a.t the m ercy of the waves, what time her officers sough t.
to rig her with a. temporary steer~g app~ratus. '~he
situation was an anxious one and mtght at sh ort notiCe
have becom e cr itical, bu t all the efforts o f the officers and
crew were of n o avail to repair the damage. At la!!t ,
when apparently some drastic step was about t o be taken,
one o f the p assengers, Mr. Hamilton E. Towle, e:n American
civil engineer, stepped forward, and, st oppmg further
efforts in the intended direction, applied his own iclea!<
t o t.he sit uation, and, assisted by a large number o f the C'rew
placed at his d isposal by the captain. succeed ed !n gettin g
<·ont.rol of t he ship. The veRsel reach ed port. 111 liSfet-y.
but. h er owners rE~fusecl 1o rccognise Mr. 'J'owle'1-1 Ker vi<'Eii'.
Mr. T owle in due courFle he~~;an an actioll for AA i v&).(e iu
the United States DiRtrict. ('ourt1-1 tmd attachE'CI the Khi)'
while she was· in New Y ork Harbotu·. The n ovel p oint
thuR arose w hether t he offic·e~. CJ'e"·· pilots and pa.-;.-.en~[E'I'"
on hoard a ship iJl cl i~trell-" <·ould becom e AAivor1-1 h y Jlf'l'f ormi.ng ser vices beyond the line of thE'i1· dut.y. .J ud_ge
, hipman. before whom the r ase was tried. h e-ld that t\
pa!:l.~enger could become a salvor without first b~comiu).(
personally d isconnected from the vessel, prov 1ded he
rendered services beyond those of assisting in wor king and pumping the ship imposed on him by t.he law.
'J'he judge held that Mr. Towle had rendered extrao~di1tary
services of this descr iption and had rescued t he shtp from
great p eril by his own ingenuity, courage and skill. H i~
labours had been protracted and exhausting, but in view
of the fact that he had supplied no m aterials, r isked n o
property and incurred little personal d anger, the judge
fixed the amount to be awarded to him at the sm a ll sum of
15,000 dollars with costs. The a gents of the ship w ero
obliged to give bonds before she was allowed 1o leu.vtl
the h a rbour. There seem'! to have been considerablo
delay in bringing the action to a conclusion. Judgment
in it was g iven on November 12 t.h. 1864. and W t\ 'l report(l(l
in ow· issue of D ecem her I fit.h of that year-.
S1R,- Referring to )fr. l\fangin'i! rritir ism in your i..sue of
November 28th of my article, .. The Correet Lay for 'Wire Lint:'!!
Used upon Oilfields," recently puhliflhed in Tal': Y.~NCIN~: ~; R, it
would ~~oppeM that he read the nrticle in question somowhut
hastily, his criticism being il\111\11\0d up in the words •· Mr. H ayward soems to have entiJ'!liY ignored the action of t ho Rwivel. "
That is quite true, and fot· tho very good re,llson thl\l. T
wa~ di11cussing the drilling sy><tcrn in whic·h no sw·ivel iH uHNI,
being cnreful to say so. The sy.. tem referred to, namely. t hut ir\
which ~~ rope sorket, not a rope swivel, is uAed, is the <·ommon
AN ELECTRIC RAILWAY FOR TASMANIA.
practice in, for instance, the Roumt~ rtiun fields, the swi\'l'l b<>ing
there seldom, if ever , employed.
AN ambitious schems to connect H obart with t he \\'~st
Actually it appears that Mr. ~Iangin ~ in complete agreement
with me, for he states that " the mo:<t \IS\Jal cause of unsrrewed Coast mineral fields of Tasmania, by means of an elecjointa is burring of the swivel members, or the presence of fine trically-operated railway line, Wll!3 outlined recently in
sand, both of which cause j~~ommi ng ond prevent the swivel Hobart by Mr. A. H . Ashbolt, ex-Agent-General for
Tasmania, and some account o f t he scheme is given in
from rotating, . . . "
Now the action " 'ith a. jammed 11\vivel must resemble that witll the I ndustrial A Witralian.
It is p roposed that at t he Hobart end t h e line should
no swivel at all, and under these conditioM that a left-hand rope
Beam.
Age.
Crushing load
would tend to unscrew right-hand joints, was in fact oxMtly start from Glenora or thereabouts, and the western ter·in lb.
minus would be a t R osebery. This would be in the very
what I wished to demonstrate.
A7 ..
14days • •
. . 12,140
Agoin, your correspondent mentions in the 18-.'lt paragraph of heart of t he potential mineral region of the W est Coast
AS ..
14 days . .
.. 12,760
his letter that a right-hand bailing line will sometimes unscrew and in the very spot where the roost important part o f t h o
B7 ..
. . l4days . .
. . 24,500
B8 ..
a left-hand joint. Although the ronditions are not quite Rimilor, development of the future would take place in regat•d to
14days
. . 24.240
thiR evidence supports my contention that a left -hand rope will the progress of t he great zinc-lead sulphide branch of the
It will be observed that the crush ing load of the B tend to unscrew a right-hnnd joint. and is not a paradox, A>! mining industry of T asmania.
(" Ferrocrete ") beams was practically d ouble that of the l'ifr. i\rangin would have us believe.
The capital n ecessary, said Mr. Ashbolt, was t.o be found
J. T. HAYWARD.
A (ordinary P ortland cemen t) beams.
approximately in the proportion o f one-half by the T rade
Ploesti, November 3rd.
As a matter of interest we give in Table I . the results
Facilities B oard of Great B ritain and the balance by
of t~sts of s imilar beams, but of less age, which were
Armstrong, Whitworth and Co., of London, and hy the
car;1ed o~t in the sa~e machine in the same laboratory
'Government of Tasmania. It WE'S not known what
LOS'!' TORQUl<; l N i\fAll JNl!: l~NGINES.
on 1mmed1ately p recedmg days. For the sake of comparison
would be t he precise amount of capital required, but. it
we .have repeated at the bottom the results of the tests
Sut,- Differences of 20 por rent. nnd more cannot renRonably was estimated at about £ 1,000,000. An es.<~ential to the
wh1ch we witnessed.
be attributed to error<~ in modern inRtruments, earh, of their flotation of t he new company and t.o the establish ment
type, of the best design and construct ion : nor can the mere o f t h e industry which it was proposed to create, w ould
moving of an engine from the Rhore to its bed in a steamship be an a rrangement with the E lectrolytic Zinc Company
'J'ABLE I .- CompruBion Tuta on Reinforce~l Co11crete Beams.
be imagined to reduce its efliciency to nny appreciable extent. of Australia, L imited, to freight all the ores and concenAll " A " numbers made with ordinary P ortland cement.
We must. therefore look elsewhere for an explanation, and t rates produced by that company from its western minPs.
All " B " numbers made with rapid-hardening Ferrocrete.
examine wherein the two set" of te~ting conditions vary.
It is proposed that the pe.s.'!en ger t raffic on the r ailway
The fundamental difference is evidently in the stres.~s in the should be conducted in the daytime and the heavy
DimAnsions. " :'ght l flt
propeller shaft ; on the test bench it is in torsion only ; when m ineral t raffic during t h e night. The proposed raiiWil)'
lilt
Max.
No.
Age.
- - - . · - -1n
tons'n comp'n load in propelling the ship it is, in addition, under heavy compre!ISion. would, wh en constructed, be 140 miles in len gt.h . and t ho
Width Depth. lb. crMk. crack.
lb.
Whilst I have not worked it out, 1 think that the torsion angle running time for the t rip to the \ Vest Coast would h u
-~---~---- ---:--- of o. shaft is affected by axial loading, much as a helical spring
approximately six hours.
IQ,
in.
rotAtes under axial load. though, of <·ourRe, the analogy is far
Al o!l h. GO m. 6. 19 10 .58 1,292 3,470
from being strictly in order. lt should not be difficult to work
A2 54 h. .. .. 6. 26 10.60 1,281 3,880
J3 l 52 h . 15 m. 6.05 10.50 1,28!l 7,240
out the theory, although it ma.y Le necessary to retain secondary
B263h.l7m. 6.2
10.51 1,291 5,630
terms usually omitted, even to the increased diameter of a shaft
AN exhibition of h ydraulic power is to be held at
under compression. A practical test could readily be made when
next boat trials are performed, by making tests running aswrn Grenoble from May to Octob er next year , und er t he official
as well aa ahead, when-unless tho axial lood function happens patronage of t.he F rench Govern.rn;mt. Its general aim
to be an exact square, which is not very likely-the aswrn tests will be to show the great progre s made during recent
would show a. gained torque of similar amount to the lost torque years in the use of hydraulic powar, not only in t he p ro·
of ahead. I think I am correct in saying that Mtern tests are duction and distribution of electricity, but in its adaptation
only made with reference to manreuvring, and are generally to ~he needs of modern domestic life and t ran.'lport.
ignorod technically ; but here they would appear t.o become or Cop1es o f the general syllabus may be had on application
appreciable importance, and may perhaps leave everyone in the to the Exhibition and Fairs D ivision, D epartment of
Overseas Trade, 35, Old Queen -street, S.\ 'V. 1.
happy position of being right in thflir previouR assertiom.
P. H. PARR.
THE Railway Department reports on three accidents
Glasgow, December 6th.
have recently been issued. On that at Ca.nfield-place 011
[Tho late Professor R opkinson, from experiments made by August 3 1st, which was the subject of a note on our
Mr. Thring. showed that. t lto moduh111 of rigidity of a shaft Journal page of September 5th, Colonel Pring le puts the
It will be noticed that at a ll ages the " Ferrocrete " transmitting torque and Rubjectod to end thruHt is affected hy blallle upon th~ dnver of the second passenger t r·a in, in
beams. r equired _a much greater load before they gave the longitudinal .. tre~>>~,. 10 no gr<>ate-r cxt<>nt than 1 prr cent. _ that •. after haVtng been stopped at an automatic signal.
h e drd not work to the rule, which says that. he mu;,t
than did the ordinary beams, but that the relative d.iffer- Eo. THt: E.)
" pr~ceed with great caution, to the next signal ah ead ,
enc·e between the breaking loads of the two kinds of beams
k~pmg a sh~up look -out and running at uch a s pped a..;;
became less as th e age increased. Thus, whereas the mean
DUNDEE AND t-.'l~W'J'Yr-1>; RA I I.WA\." J.OC0~£01'[\'J.:S.
will enable hun to stop short of any obstn1ction t h at rna.y
of the breaking loads of the " Ferrocrete " beams at
exist ." Colonel PJ·ingle suggefits a modification of t ho
nbout fifty hours was 3. 699 times greater t han the mean
Sut,- ln hi.:< twenty-:-~econ!l l\rl it·lt' on " Ono Hu.ndrod Yror" of
or th e breaking loads of the ord inary concrete beams, Briti~<h Rnilwoy " (November 28t lt , p. 604), your contributor l'll l~, .~'~o &.'> to limit the speed to 5 miles per hour. Tho
t\t fom·teen days the mean of the breaking loads of t.he 14tl\te:< that t.hree 0-2-4 Jorotn o ti v~~o~ of t-ho •· Earl of Airlie" typo ~ollts ~on near London Bridge on, ept.ember 1:lth (ment.ionecl
l'orme: wa.s only 1 . 957 t imes as great as the mean of the were built by )fM!'Irs. Cnr·mic·lraol 1111d Co. for the ahovo-HHlll· m. t.htR column on t.he 26t.h idem.) wal<, in the opinion of
. breaktng lo&da of the latter. It would be of interMt to tio.nod railway, i.e., two in 1833 and one in 1834, the othor ons,tino L teut. - Ool o nel . Moll~1t, due to the dri ver· of t.he ligh t eng ino
concerned takmg s rgnals, lowered f-or a t.rain from D ov(lr
spe what happened with beams of 14till g reater ages.
bemg the Lord Wharncliffe and the third the Trotter.
a.,q ~pplicable to. him elf, and overlooking his own signal~:
In Table II. we reproduce t.he re.'!ults obtained in
I ha~ 11; note to the Rlune effect in ono of my referen<·f'l book!~,
rrushing tests of concrete cubes at the same laboratory. but, WtAhing to confirm the mau.(\r one wa.y or the other, M I had wh1ch were agamst him. The fact. that n o recomm end&·
These results, we may say, are, as regards t h e " Ferro- 1100n statements suggesting that me1'0ly two locomotives in a.ll t io':' iR mad.e in the repo;t is, in one re.o;;pect, Rignific-ant,
crete " blocks, very similar to those of tests carried out were turned out by Messrs. CarmirhMl, I wrote t.o that firm la.st seem g that rt could be cla1med that automat it\ t r·ain cont rol
by Messrs. Riley, H ar board and Law. In this case, year, aaking them if they rould give me nny information on tho might have av~rted the collision. In our issue or , eptem though the " Ferrocrete " blocks show their superiority point. In their reply they remarked: " You may take it from ber 26th. mentt~n waq also made of a buffe1· stop c·ollision
nt every stage, there is such a. palpable discrepancy Ul! that t~ere were only two locomot ivo'l built, namely, the Lord the p rev•ous Fnday on the London, 'Midland a nd cot.t iRh
hetween the four and seven-clay results with ordinary w~~~nrhffo 1\lld the F.l\rl or .\irlio. 11'1 1\ll recordll go to provo sid e of L?ndon-road Ktation, Manc-hester. It was. Major
Rail cons1ders, due t.o \ill!mitnble speed when runnin g d own
1·ement cnbAs that ACOIIrM<e rom pn.rison appears to be t.htA.
F. \\1• RR~~w~, n.
t.he pla.t.fo1'm. ThE~ report. in t hiR (•nRe recomm~nds 11. hPtt.or
imp ossible.
:-$1 ovonago, Dccemhm· 8th.
t y po of )>uffer :-;t op.
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D r.c. 12, 192 4
669
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Railway Matters.
•
UNF., 6 miles in length , is being built by th e L ondon
and Nort.h -EaRtern R ailway from a point one mile south of
··:~ck hill Rtat.i on. on the outh Y?rk.shiro J oi nt R ailway to
1• trbeck Colhery. The works will mclude the exeavation
und removal of 360,000 cubic yarclB and the erection of four
underbridges and fh·e overbridgcs.
D EPRESSED trade conditions in outh \Vales led to a
•·ecent dismissal or reduction in grade of a large number of
Creat Western men. The company has promised t he
National Union .that action shall be suspended for a month;
that. the supermtendents of the other di visions on the
~y~tem Rhall accommodate a R many South \>\' a les men as
JlORRiblo ; and that no nt~w men shall be put on anywhere
f or the p1·es€1n 1.
'J'H ~: c·l\ief engineer of Lhe .Pa1·is Lyons ·Meditel'l'anean
Ha ilway Company, sp eaking re<'~>ntly al. a meeting of t he
( 'hamber of C'ommerce of St. l':tiE>nn<l, announced t.hat. tht>
c·ompany had unde1· consid eration 1he c·reation of a line.
"hich. passing through a t unnel beneath the Mon t Pilat
lteighti'!. woulrl link up th<1 vallE'Iy~< of the Loire and the
H.hon(l, and would tbus RhortE'In t h<' di«tanc·e b y rail b etwE'e n
PariR and Marseilles.
·
IT is expected that. the serv ico on the new electric
railway Meester Cornelis-Tandjong Priok, Netherlands
East IndieR, will be inaugurated before t he end of the
year ; the Oebroeg hydro-electric insta llation, which he.s
harneE~E~ed the Tjitjatih Ri ver--where a maximum of
70,000 horse-power will be generated-is now n ea.rly
completed. Another big electrification scheme under cons ideration is that of t he line Wonok:romo-Bangil. The
current will be supplied by the Kali K onto hydro-electr ic
installation to be erected within a period of from three to
four years.
A VERY interest ing ease, which turned on the liabilities
foa· accident~ to the W:!er.; of workmen's tickets, came
r·ec·ently before the L ord Chief Justi<'e. T he user was one
of the t~ufferers in the Milton Ran~e. Gravesend, acciden t.
of August 21st, 1922. but did n ot himself pay fo r his
t.ic·kel.. The m a n was employed on a eontr~ct for the
M inist.ry of Health, and obtained t.he t.icket. by the p1·e.
sentation of a voucher. H ad he been the direct pw·cha.'let·
t he limit for damage, ttnder· a workmen '11 ticket. was .£ I00.
T he man was awarded £ 1800. hut ~' 11tu.y of execution was
).{I'Uilted on pu.y ment of £200, whi<·h was not t o be refunded
in any event.
JN our is,ue of August 22ncl la 'lt we remaa·ked that Mr.
( '. F. Bengough had intimated hi8 d esire t o relinquish the
office of chief eng ineer of the North-Eastern area o n
December 31 F~t. It is now announced that the directors
of t.he London and North-Eastern Railway have appointed
Mr. J oh n Miller to succeed him. 'ince the grouping, Mr.
Miller has C\Ontinued to a ct a s chief engineer for t h e Great
}':as tern a rea.. 0\ving to his removal to York, Mr. C. J .
B r·own wi ll becom e chief engineer for t he whole of the
Sou t.hern area. Mr. Br·own was the chief engineer for the
<:reat Northern , a n d when the London and North-E astern
was formed h e took over the Great Central from Mr.
H a rry B lundell ; n ow he will have eharge of the three
syst
ems t h.lt form the outhern area.
•
Wt: a re officially informed that the directors of the
L ond on an d North-Eastern Railway Company have m ad e
t he follow~ing appointments, t o date from J'anuary 1st,
Hl2!i: - Mr·. J . MiUer, to be Engineer, North-Eastern Area,
York, in succesl'lion to Mr. C. F . Bengough. who will retire
ut the end of the p resent yea•·: Mt·. C. J . Brown. at p resent
li;ngineer for the Great Nort.hen1 and Great Centra l
~<ections. to a ssume oontrol of t.he engineering work of t he
Creat Eastern section. in addition to his present du ties,
with the title of Engineer, Southern Area; Mr. F. G.
Randall, Assistan t D ivisional Super intendent, Liverpools treet. to be appoint-ed D istriet • uperintendent, Southern
D istr ict, Great Eastern section, in succeS!'l ion to Mr. G.
K ea.ry, who wi ll retire at December 31st.
THE Nidd Valley Lig ht R ailway is the p roperty of the
llra.dford Corporat-ion, and is used as a public railway b y
residen ts in the district and for other purposes. I t having
been Fmggested that the water·s of t he t:outhwaite comp ensation rel5ervoit· might. be em ployed in gen erating
elect ric·ity so that t he line eould be worked ele<'tr ica lly,
instead of by steam, the waterworks engineer, Mr. Lewis
Mi«:hell, has looked into the matter. After exhaustive
examination he finds that \Ul c er the most econ omic con ditions of lay-out the scheme would not be financially a
sound proposition. The quantity of water delivered into
the N idQ.from the reservoir averages 61 million gallons a
day, but the flow is extremely variable, ranging from
3 million gallons per mi11ute during h eavy floods to abou t
10 million gallons p er day. Even when 20 million gallons
per day we• e being sent down, not more than 120 h orsepower could b e developed, and, as the electrical energy
that would be required som etimes for the t ra ction of one
t rain was not less than 350 horse-p ower , it follow.o that it
would be necessary to augment t he electricity su pply by a
s team or other generating station. The annual cost would
be seven times the present steam -running expenses.
AccORDINO to the Board of Trade returns the value of
the railway material exported during the first ten months
of the preRent year was as follows, the corresponding
fig ures for 1923 and 1922 being added in brac kets :Locom otives, £ 1,597,6 1 (£2,371 , 251), £4,287,033); rails,
£ 1, 382,674- (£2,068,568, £2,097,561) ; carriages, £982. 10
(£83~ ,389, £I ,593,057) ; wagons, £2, :l9,188 (£2,622,210,
£2,84 1,334) ; wheels and axleR. £493,1iS (£811, 720,
£1,032,01)0); tireRa nd a:xles, .£51 1,836 (£1336.876, £~6.777 );
<·hairR and
m etal sleepe•·~'~, £I ,042,222 (£799', 973,
.£1,8:!2,704) ; miscellaneouA pennanent way, £947, 12
(£979,837, £ 1,1 4.2713); total pennanent way, £4,662.403
(£1).41)0,4tS7, £6,657, 196). The weight o f t he rails exported
waR 149,468 tons (230.019 tons. 210, 166 ton11). and o f the
chairs ami metal sleep ers, 3.40~t on<~ (69,61 tons. 128,282
tons). During the month of 0<'tober last locomotive!! o f
the values named were shipped to the following countries:
-Bouth Afri<'a., £ 15,390 ; India, £9340 ; E llTope, £7889 ;
Australia, £46:H ; and certain uruspeoified countries,
.£68,073. RaiiR similarly were sh ipped as follows :Argentine, £3 1.908 : Chili, £ 15,926 : Australia, £9377 ;
Jnclio, .£~it13 : NE'w 7.PA1tmd , £5~8!1 ; W PR1· Afri<'a. £2fi30 .
THE ENGINEER
Notes and Memoranda.
Miscellanea.
AN article, in the form o f a diary, in the " J ourna.l" of
the Federation of British Industries, shows that it is now
TT is proposed to put up a. large b ePt Auga.r factory in
th e southern part of Alberta.
'l'HE Borough Council of Worthing propm;Ps to r ons tn.u·t.
n ew· watenvorks at Long Furlong.
IT is reported from , outh Africa the.t the large g raviJlg
dock nearing completion a.t Durban, which will be the
second largest in t he world, is t o be opened next M:arch.
IN the course of a lecture to the Staffordshire lron and
AccoBDINO to a letter o f ~fr . N eville Chamberla in, the
Minister of Health, it appears to be unlikely that the
Oovemroent w·ill re-introd uce the Smoke Abatement Bill
until 1926.
THE total nominal cap ital of t.he 785 gas undertakings
of Great Br·itain is £1M.2 10.254, the reMipt.A amount.ect
last year to £67 ,o76.!l!i8, and t hP expendit.ure \VA.'I
.£56,!)93, 900.
IT iR reported that. 11Jt\ , out her11 R ailway C'om.,auy
is about. to seek power~'~ to s~><· ure arlditional land at Meldon,
n ear Okehampton, for· the> extension of thf' large Atone
Q.uarries already worked th t'rt'.
'fKE new submarine Lli3, whidt w~s b uilt b~· Sir \\'. <.:.
Armst rong, \Vhitworth and Co., and completed for seo. at.
Chatham Dockyard, is to be commissioned for Rer vice on
the Mediterranean station on .Jan ua ry th.
IT is expected that the value of the gold output of
Ontario for the present year will be in the n eighbourhood
of 25,000,000 dollars. There are no'"~" eleven regular p(O·
ducers, compared with seven in October last year.
possible to t ravel from L ondon to P eking vi.a Siberia in
Ri.xteen days and at a cost of abou t £49. Going via Suez
the time t aken is approximately sLx weeks and the cost
£ l 00, while t he New York route takes five weeks and costa
at least £120, excluding meals and sleeping accommodation in America..
• tee! Institute, Mr. Fra.ncis S. Dodd p ointed out that
normal grain growth occurred in any metal--except ca st
metals -which was heated for a. sufficient time a.t a sufficiently high temperature. When a metal was plastica lly
deformed in t he "cold " and them annealed under suitable
conditions, very large gre.in!f resulted. Any exceSR of
Rt.ra.in beyond a certain point caUAed the metal to re<·rystalliRe totally if annealed at the proper t.empAr-at.uro.
'rhis waR follO\Yf'd by ~r·ain gro\d h if suffi cient time wM
allowoo.
fN an extensive paper on pneunu\Lic tires, p resented
to the In.s t.itution of Automobile Engineet'S, Mr. A. Healey
11uggests t.hat t.he reason for t he Rmaller liability to skidding
of tireR with broken or pe.tt.erned t read s, may be found
in the relation between rolling and sliding friction. AB
is well known, the coefficient of friction between two bodies
at rest is far greater t han when they are sliding one on the
ot,her·. T he p lain t read tire is compelled to slip, and thus
its coefficient of friction is reduced . . In the case of a suitn.bly d esigned broken t read , h owever, the individual
elements of the tread a ct a s t he feet of caterpillars, and
t.he n ecessary slip is taken u p in the rubber t read itself.
For p ractical purposes, the tread in cont act w ith the
road is instantaneously a.t rest, and exerts a correspondin!fly greater hold on the road .
AcconoiNo to Nature. Professoa· Risler, working in the
L aboratoire Physiologique d es , ensations at the orborUle. has produ eed tubes fi lled with air or other gas a.t
low pressure, excited by lligh -frequency current., with
pho11phorescent and Buores<·ent. materials and pigmen t~'!,
either applied to the t ubet4 ot· incorporated in the g lass.
The reRult. is an emission of light, with Jjt.t le or n o long
wave-length red or infra-red rad iation and no green, to
whi<'h the name " cold lig ht " ha8 been applied. It iR
claimed that a large tube g ives 12,000 candle-power w:th
an input of 2. 5 kilowatts. A special a rrangement of t lto
electrodes maintains the pressure automaticaly at the
optimum point, so that dOme of 1h e tubes have worked
for 9000 to 10,000 hours without any noticeable diminution
in their illuminating power A large quantity of ultrav iolet radiation is given off. and the tubes have proved
valuable for t herapeutic purposes. When the CllTrent is
switched off, the tubes contiJ1ue to glow with phosphorescent light, the colour of which is different from that emitted
previously , an d the tubes appear s uitable for use in adver·
tising.
IN the research laboratory of the General Electr io
Compat\y of America, states the Electrical Review, apparatus has b een made whereby a magnet, when brought
near a piece of iron, causes a roaring noise to issue from a
loud speaker. A piece of soft iron is inserted in a coil of
17,000 turns of three-roil wire. The coil is attached to
an am plification set, which in turn is connected either
to head 'phones or to a loud speaker. \>\Then a magnet
is brought n ear the iron. a rustle is heard. I£ the approach
is rapid. the noise is loud and abrupt ; if slow, t h e sound
iA softer and lasts longer. While the magnet is being
removed, a similar sound is heard. I£ the magnet is
qu ickl y removed and quickl y brough t back to its former
position, only a little sound is heard. If it is brought
~till nearer the iron, t here is more sound. I£, after the
magnet has been brought near th e iron bar and t h e
noise has subsided, the poles of the magnet a re reversed ,
a very loud and abrupt. noise is heard. It is suggested
that the p henomenon results from the motion of the tmit
magnetic particles within the iron. Thus, ·when the
magnet is br ought near the iron , gr oups of the atoms
turn round to face in the same direction. The stronge r
the magnetic influen ce the larger t.h e number of particles
that turn roun d, t-he ~reater t he effect, and the louder
the noise. :Similarly , when ~h e m agnet is removed , the
atoms g radually become disarranged . When the magnet
is quickly brought back to its original position, the noise
is slight since only a few of the particles have become
disarranged. When t he polarity of the magnet is reversed
the par ticles turn round quickly, and thus the noise is
much louder.
THE new motor omnibus service of t he Gla sgow Corporation Tramways Department between Monteith-row
and l\faryhill was begun on the 8th inst. The route is a
little over 5 miles in length and a six minut-es' Rerviee is
maintained.
'f a:E scheme for the construction of a longitudinal
bridge down the centre of t h e Thames, between L ond on
and Blackfriars b a·idges, which was put forward by Mr.
H . W . AbrahamR. has been thrown out by t.he London
County Cow1cil.
D fJ.RINO th e testing o f a new pipe line from Cowly d
Lo.ke to t he Dolgo.rrog power stat.ion of t h e North \Vules
Power Company , the pipe burl'lt last week. and Aomo
damage wa · done by the resultant fl ood of water. The
electricity supply was nCit, however, greatly interfered
with .
THE Chesterfield Corporation has decided by a narrO\V
majority t o scrap the existing electric t ramways system.
which has been in use for twenty years, and repla ce it
with a trackless car service. I t is said t hat t he co11t of
putting the t ramway in order would h ave been about
£ 100,000, whilst the t rackless car scheme will cost £39.000.
A CONTRACT has been signed, subject to approval of
lawyers in L ondon, whereby t he Caribbean Transpor t
Syndicate of L ondon will construct first-class streete and
install proper waterworks and tramway systems in Barranquilla, Colombia, the initial outlay being 2,600,000 dollars
with a further option of spending 81\o ther 7,000,000 d ollars
on other improvements.
THE Lichfield City Council has approved a scheme,
which it is estimated will cost £39,040, for obtaining a
b ulk supply of electricity from Walsall Corporation, and
an agreement has been pre pared between the Co\UlCil
and t he W a r Office to supply energy to \>\Th.ittingd on
B a rracks. 'l'he Rural District Council h M given its
consent to the order applied for by the City Counc·il
authorising it t o carry out t he scheme.
THE n ew civic steam-heating p lant at Winnipeg, Man.,
was forma lly op ened on November 12th, and is in sa.t.isfa.ctory operation, supplying 11 0 customers. I ts erect ion
and equipm ent occupied a little over twelve month,;.
and its cost was approximately 1,000,000 dollars. Con tracte already secured wi ll p rovide a. revenue of 200,000
dollars for the first year. A recent discovery that pulverised lignite mined locally can b e Eatisfactorily used fot·
the p rodu<.tion of steam h as been fo und an important.
factor in reducing operating costs.
IT is understood t hat the Dominion Government is
putting up for sale practically a ll the pulp wood area in
the Province of •Manitoba, an immense tract o f land.
including m ore the.n 1100 towns hips, or 40,000 square
miles. The purcha er, according to reports, is en t itled to
f!elect within five years t racts containing not m ore than
3,000,000 cords of s pruce pulp wood from within thi'l
area. The purchaser is required to start h is selection
Ta£ metal m ining industry of the United States em- within one year, and is to erect a pulp and paper mill
p loyed l 23,279 men in 1923, representing a.n increase o f costing not less than 2,000,000 dollars.
17 p er cent. over the number employed in 1922, according
THE Government of Mysore ha."! many p rojects in hand
to statistics comp iled by the Department of the Inter ior
t hrough t h e Bureau of Mines. The volume of work p er - for the exploitation of t he State's natural resources. The
formed \Vas equivalent t o 36,559,805 men-shifts of labour, latest details regarding the Cau very River irrigation
or 26 per cent. more than in t he preceding year. The scheme show that it is in tended to irrigate 110,000 a crefl
d eath-rate from accidents at t he mines was lower than h as of Ja.nd, which will be carr ied out b y m eans of reservoirs
ever been recorded , b ut t he n on -fatal injury rate con- on t he Cauvery and its tributaries. The impounded water
tinued to rise. The volume of work d one, as indicated will be utilised also for power generating purpose.~. The
by the aggregate number of man-sh ifts of labour per- Krishnaraja. Sa~ara scheme would , it is understood, yiE'Id
formed b y all employees. indicated increased &etivity in at least 4000 horse-power . Finally there is the important
all of th e majo•· branches of mining. The increase, as project at Gersoppa Fa.1lt~, whieh the Durbar i now
c·ompared with 1922, was 37 per cent. at copper mines, 35 actively investigating.
per cent. at iron mineR, 11 per <'ent. at. gold and si lver
'l'RE Montreal HarbollT Commission has d ecid ed t o
mines, l !I per <'ent. at lead and zinc mines in t he 1\liRsis- proceed wit h the construction of the new South Sh ol't'
sippi Valley StateR, and 12 per ren1 .. at mines producing Brid~e across the St. Lawrence o.t. Montreal without d t'llay.
n on -metallic· minerals. Not only did the industry aR 1\ 'J'he work will he direct.ed by a. joint asRociation of d esign in).{
w hole enjoy greater sctivity than in t he preceding year. nnd consulting engineer>~ com posed of Messrs. Monserra.t.t.
but the 1\Vera.ge nwnber of work clay~'~ per mall wa~ 2!l7 and Pratley and ,J oseph C. tra11ss, assiRted by an a.dviMory
in I !l2:l, as <·ompared with 27(i day~< in I !122. This in crea!le J>oard of five engineers, inducting Mr. '1'. \V. Harvif' .
was shown for all bra11ches of milting. The main ea\t.'les genc.wal manager o f Montreal Ha.rbollT ; Mr. G. H erric.·k
of fatal accidents under~round w~re faiiR of rock from Duggan, Mr. H . M. Mackay, Dean of the }'acuity of B ngiroof or side, haulage. explosives. and falling down dtutE's, neering at McGill University ; l\[r. E. J. Vallee, h it'lf
winzes, raises, or stopei'!. Of the n on-fatal accidE-nts t he E ngineer of R oad s anrl W orks for Quebec; and Mr.
principal <'an8es were falls of ro<'k from roof or side, H . A. 'ferrault, Cit) Engin6E'r, l\Iontreal. All d t'lsign :-.
h andling and loading ore at t.he fare, haulage. t imber , or· and plans as to t he sit.e and stm dnre of the b ridge will bo
hand tools, and drilling. In open·pit operation"! th ~ maiJt submitted to t.hese organisations, which will report upon
cauS<>s of fatal a.ccidentR were haulage. explosives, and t hem to the Corruni~io n , and , on the select ion of a site,
fall s of rock, while t h e n on -fatal injuries were causf'ld w ill undertake the necessary surveys and borings, super mainly b y haulage, falls of rork, hand tools, faliR o f vise t he drawing up O{ pJI\nR Alld speeificatiOn R, and carrr
pE1rsoni'l l}nd s1ea.m Rh ovals.
•
1·he work t,o romplet.ion,
•
I
~
,I
THE
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FIG. 6
FOOT
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STAIRCASE
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UPPER
n o. 6-
S'rEPS
INTERIOR
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RESERVOIR
AFTER
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FIG. 7- 0PENlNGS
IN
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FIG. 8
PASSAGE
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I
•
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D~:c. 12, 1924
67 1
THE ENGINEER
AOBN'l'S ABROAD POR THB !IALB OP
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Contents.
TBK ENOINEER, D C'('I'mbrr 12th, 1024.
PAGB
A SEVEN·DAY JOURNAL
.. .. .. .. .. .. .. .. .. 667
TBE "CIII)INEY " OR .. DF.vu:s" CoND\lJT or Tn& GREY l!'IUARR
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•
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Catro.
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••
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The Lay of Wire R ol)('• for Drilling
• • • • • . . . • • . • 668
Ber bes, BruxeUes, and 44, Rue J oeeph II., Ostend.
Lost Torquo m llarinl' En~eines . • . • • . . . • .
. • 668
DtUldce
sod
Nt>wtylc
Rnllwny
LocomotlvCll
.
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.
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. 668
I NDIA.- A. I . CoMB:RIDOE AND Co., Bombay ; TBAoKER AND
IXTY Y&ARS AOO
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RAILWAY MATTIIRS
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.. .. ..
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. . . . . . • 672
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XIX. (lllw.) .. .. .. .. .. .. .. .. .. .. 675
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lNTT.RNAI, ('OMDUSTION ~L\RINI:l EISOHH: '1'111\l~'l . •
••
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AUSTRALIAN BNOJNEE~O NOTP.S
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A USTRALlA.-GORDON AND GoTOB, Li mited, Melbourne, BIG RAILWAY J>EVF.LOPMY.ST IN 80l'TH·EAST AFRICA
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67fl
Sydney, Brisbane, and Perth, &o.
Jo:tECTRJFI('ATION OP THE NATAl, RAIL\U Y
, . , . , . . , 6il:S
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TilE .F'tF.TTNER ROTOR Hil l I' . . • • • • • • • . • • • •
678
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J>r.R. ONAL AND BUSINF.RS ANNOUNOP.M'F.NT!; . .
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CONTRAC T S . . . . . . . .
............
678
CANADA.-DAwsoN, W'M., AND SoNs, Li mited, 87, Queen- PROVINCIAL
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67!1
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•• 680
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CATAijOOVE . •
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681
J AMAICA.-ED OOATIONAL StrrPLY Co., Kingston .
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CURRF.NT PRIOF.S FOR ~iF.TALS AND Fv•: t,s ..
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DftJOEMB JiJR 12, 1924.
C ree p In M etalJI U nder S t r ess.
phenomenon of creep in mf'tn,ls under Htres
is not of recent discovery. I t was noted by Fairbairn and discussed by K elvin in the 'sixties of
la t cent ury. During t he war it was clo ely examined at t he National Phy. ical Laboratory in
• • • READING CASES, to hold two oopiu of TIDI ENGilfBJ:R, cloth ride~ relationship with the suitability of certain steels
attd ltathtr backl, can new be 1upplied at 41. 9d. t4Cll, 61. 3d. pottfru..
for aero-engine valves. About t he same time, or
subsequently, it was studied by independent
ADVERTISEMENTS.
workers in t hi country, France.and America. Yet
long as the subject has engaged the attention of
• • • The charge for Sltue.tloos Opeo and Wanted Advertlaemeote or
loW" lluee and under 1.8 loW" ehllUogs1 and ooe shllllog per Une fo r physicists and scientists, it i doubtful whether the
each addJUonal Une u p to ooe locn. Wben an advertisement
meaaW"eB an Inch or m ore the c be.rge la twelve abllllngtl per lnch . practical engineer has so far properly appreciated
The rates for all other ciM&ee or advertlBem eote, other than those its full and true significance. His failure to do so
men tioned above, are In cluded l.o "TaB ENGlNEBR Directory,"
wblch 1.8 seot post Cree oo e.ppllcatloo. All single e.dvertlsemeots may have ari en from a belief: still apparently held
from the country must be accompanied by e. remittance In payment.
Alternate ad vertlBementAI wLII be lo.s erted with a ll pre.ctlcaJ regularity, by somf' , that t he 1mbject is one almo t wholly of
but rcgululty cannot be guaranteed In any such case. All except academ ic interest, or becau e he found it difficult
weekly ad\'ertlscmeots are te.keo s ubject to this condition.
readily to obtain authoritative information a bout
Small Advertisement. oaonot be ioaerted unle11 deliver ed before TWO
it. Neither reason can now he tendered as a n
o ' clock on Thunday afternoon (the day before publloatioo).
ALTERATIONS to STANDING ADVERTUEIIEIITS man anive excuse fo1· further neglect. On F riday of last week
not la ter tha n THURBDA Y of the week precedinc publication.
P rofe. ~or Lea, of , 'heffield Unhrersity, a prominent
Lclkrl rel4ti119 to .AdfltrtutJMtltl and tM P\lbluhi119 DeportfMftt of tM worker for severa l years pa t on the ubject, prePap" are to be addrused to tM P\lbluher, all other lttte1'1 t~ be ad<lru8ul sented a paper covering in a clear and able manner
to the Editor o/TBE ENGrNERR.
mo t of the principa l f:tct. concerning t he phenomenon which have so far heen diHcover ed . Ucrtain
THE ENGINEER DIRECTORY.
of Profes. or Lea's statement '~ and conclu ions may
Tills Directory, wblch Is published aonoe.Uy In the loterestAI of e.dverbe, and have been, u bjectecl t o considerable
Usen~ Jn TuB ENGilfBER, may be obtained free of charge oo apullcauon to the P u bll•her.
critic·ism, hut rmch criticism, last Friday a,t a ll
events, was of a quantitative rather tha n a qualita•
Poatal Addrea1, 38, Norfolk-ttreet, Strand, W.C. 2.
t ive character . No one was bold enough or foolish
Teler. Add reta," E ocilleer Newrpaper, Eatrand, Loodou."
enoug h t o challenge t he exi. trnce of the }>henoTelephone Noa. 2266, 2267 Central.
menon or to throw d oubt on its practical importance. All accepted it , the phy~icists wit h comfm-table detachment, the engineers with obvious
PUBLISHER'S NOTICES.
disquietude. Critics, as we have said, t here were,
•. • ·If anv Suburibtr allroad 1hould receive Toll: ENOINIIIm in arl but the principal of them di rect ed their effot-t.
imptrftt:t or mutilattd CQnditionl ht wiU oblige bv qio\119 prompt t owards showing that Profe or Lea had in general
;11fo-mwion of tht fact to tht Pu.oli4htr, toith tht oome of tht Agent
through vhl>m the pa~ i!' obtaintd. S~ch irn-onero~nce. if &tt/1trtd, understated rather t ha n exaggerated the magnitude
can be rtnltdi.•d by obtattnng tht paptr dtrtet/rom thllf olfict.
and significance of th e phenomenon .
The nature of creep and its ma.gnitucle in certa in
mild car bon ancl chrome-nick<'! steels can be
TO CORRESPONDENTS.
gathered from t he summa ry of Professor Lea's
• • • .AU ldUrl itlUiukd /Of imrrtion in TBll ENGINEER or conUJini119 paper which we g ive elsewherf' in thi. i sue. Briefly
qtAUtwm 1hov.Jd bt accomJJqnitd bv /.M name and a.ddru_1 of tM tori~r,
riOt t~tctua rilll for publicatwn, but a1 a pruo.f o/ good fa tth. No nottu st ated , it is shown t hat t he application of n. load to
whattt'(Jr can bf taktm of arWJIIfiiiOlM commumcattom.
a specimen of metal at f' levatf'cl temperature pro•. • Wf caMnot undertak~ to return drawi1191 or man~cript&; we 111u1t duce n.n extension , which Hlowly increases with
thertforo rtQUUt corrupondtTIU to keep copiu.
t ime and which eventua llv
eit her becomrs station•
B y arrangem~nt will• R cuter'a Engineering Service, Cl}t ary or continues until the specimen fracture ,
an,mur contain.s the Utlf8t ntw8 f rom all part-Y of the according as t he applied stress is below or above
a definit e limiting vu,luc. l t can hr Haid wi th erruoot·ld which is likely to br of interl'st to eng~nl'l'rs.
THli:
tainty that the higher the temperature of t he
specimen, the lower is the limiting val_u e of thr
streRs at which the creep of the extenston ceases
to die out and becomes continuous. For t hP
present, however, the precis<' relationsh~~ between
the temperatw·e and the a~soc iated lim1tJng stre s
rannot be stated, although it is probable that the
law, if there be ont', ·will be found to involve some
power of tht' rn.tio of thr test. temperat~r<' to. t~r
melting temperatu re of the metal. NP1thc•r lA tt
possible a. yet to determine ~it h great. prec1R10n
the limiting st res corre'ipondmg to a gn•en t emperature, even for a particula r specimen. P rofessor Lea's published results are hased on relatively ~-;hort tima tef:tf:. I n general, hi' contentE>rl
himself with obser\'ing the nature of tiH' cree p
O\'Cr a period of a few hours or a few day~. 1 t
appf'ars highly probable that had he E>xh'nded tl_u·
period of his observations, he woulcl , at lea ·t 1n
~urnr c~~>Sef\, h twe got different result., gc•nerally in
the d irection of locating the limiting ~;tress a.t <L
lower level t han that indicated by his Hhort tinH·
te ts. At t he National Phy. ical Laboratory ~onw
long time t ests have been made. In onE> notr•worthy instance the specimen under a constant
load and at a constant temperature crept Alowly for
seventy-nine days, and then fractured : whi 1<'
in another cret:>ping continued , without showing
signs of dying out , for more than four and a-half
months. Again, it is sti ll impossible to say at.
what tPmperaturc the phenomenon of creep becomes a rel\.lly important factor affecting the pract ical u e of a metal. It is re11ainly important in
mild steel at 7.50 deg. F ah . That material if
tested in the ordinary way- that is, qnickly,-at
such a t emperature, will indicate a strength only
slight ly less than its strength at average- room
temperature, Ray, round about 30 tons per squar<>
inch. But if tested slowly in order to give t lw
creE-p full opportunity to develop, it will fail under
a stress of 16 to 18 tons. I t might take many days
before the creep eau eel failure, but even the longe t
of te. t period, is a short interval in the life of a
structure, boiler or machine. Obviou ly, in thi s
instance a grave ri k of disastrr would be involved
if d esign were ba ed on the quick test Rtrength .
Unfortunately , we are not yet able to say at whAt
temperature lrss t han 750 deg. the gravity of t he
risk would di'ia.ppear. Profes. or Lea ha gonE> to
the lower end of the scalr, and ha examinrd t h<•
influence of creep on the fail ure of mild ~:~tee l M
ordinary temperature. H e finds t hat such creep
as t here i always dies out until t he breaking stre. s
as ordinarily defined i reached. F ailure at that.
tre. s is eau. eel by the creep becoming continuous
and refusing to die out. The ordinary breaking
stress is, in fact , to be regarded as t he limit ing
creep stress ·corre ponding to room t emperatw·t-.
The conclusion seems logical that, gh·en sufficient
tuue, the phenomenon of creeping mu t affect the
determination of the true failing . trength at all
temperatures from the ordinary upwardq, and that
t he usual increase of strength revealed by quick
t e. ts on metals a.t temperatures up to about 570 d eg.
F ah. may hav-E' no t rue exi tence, o far at lea:-.l
a the practical Ui-.C of the metal · i ' concerned.
I t may be said, of course, that since design nowada.y i frequently bac:;ed on the elastic lirnit or tlw
fatigue limit , and not upon the ultimate strength .
this phenomenon of creep, as it affect'~ the breaking
stress, is of relatively little practical importanct•.
This contention would appear to he fairly true as
regards the fatigue limit. The lowness of the stress
under which a m<.'tal fails by creeping at an e len~>ted
temperature is not reflected in the fatigue limit
under equal plus and minu · alternating . tre-;s.
I t would appear that ra.picl a lternation" ot te~ion
and compres· ion have the effect of nullifying wholly
or in large part the exi!;tence of creep. Almo t it.
would seem that whateYer crccp i8 devt:>lop<.'cl d uring
the ten-,ilE~ portion. of tht:> rycle i · wiped out by
the suececding compre. ·ion, or, alternately, that
n<'ither portion is of sufficiently prolonged d uration to permit any creep t o d evelop . C<.'rtaill it is
that at elevttted t emperat ure· Profe or· L ea founcl
it p• s.ible to apply to a specimen without fra.<~ ­
turing it many m illion cycle, of a stress far above
t he limiting creep stress, which if st eadily applied
would, at t he temprrature of t he te t, h rwe eau 'rd
the Hpecimen to fail in a comparatively hort time.
As regards the cln tic limit , however, the contention is not sound . The pht>nomenon of creep, if
present, practicu,lly deprives the term elastic limit.
of a ny precise meaning. We hav: referred above
to a 30-ton carbon steel, which at 7:>0 deg. Fah.
failed by creep at 16 to l ton-.;. That 8teel showed
a small temporary creep at a stre '"~ of 4- t on. . lf
thet'<' is any cre<'p at aU , even though it ultimately
dirs ou t , tlw st1'ain correl'ponding to the strt's:;
•
67i
DF.c. 1 2, 1924
THE ENGINEER
causing the creep is multi-valued and indefinite,
and ctmnot without qualification b e said to b e
proportional tothe stre . We mus t, therefore, when
dealing with metal at elevated temperatures,
m<'dify the definition of ela'ltic limit or agree to
regn.rd it as the h ighc t tress that can be applied
to the metal without eau ·ing the elongation to
creep . In the ea e of the metal we have referred
t o, we would thus be led t o place the ela tic limit
at ome tre le than 4 tons p er quare inch .
'Vith a n ormal factor of afety. an attempt made
t o base de. ign on the elastic limit would t hus lead
t o a working s tre. of le ' thnn a t on for a st eel
ha'· ing a normal • trength of 30 t on . ln view of
the high tcmpet·ature, it might, in t h e ea e of
boilers, he h eld de irable to adopt such a low figure,
hut for <'<'rtain other cla e. of work it is concci v•
a.hlE' that it would he hetter to a b andon the cla tic
' limit nnd \l!i(~ as the working . tre. s ome figut·e
\\ hi<·h . ulth ough it r E>xulted in a pa ing creep , did
not ('(~th<' the final am ount of cr('ep to E'XC('Cd a
safe d cg.-e<'. 'W hether any a mount of cret'j), how.
<'\'er !'mall , can with afetv be t olerat ed is a ma tter
"hich at pre. ent cannot 'be p ronounced upon . It
is but one of the many a ·pect s of thi intere. ting
l->llbjer t which await fartht>r in\'<' tigation .
L ocomotive Superheater s.
THE twv articles which appeared in our impre .
sion<; of N ovember 21 t and 2 t h la t , entitled
.. L ocomotive Cylinder P erforman ce ," illu. tra t e
very clearly many point. of intcre~t relating to the
steam action in the cylindE-r:-. of locomotives. One
of the feature. to which our att ention is drawn is
thE' marked pressu re drop which occurs between the
boiler ancl steam chests, and which is especially
n oticeable at tho higher powe r~. 'l'his drop is seen
t o he very con idera ble, amounting t o as much a
2:) lh . p ('t' . quare inch in extrem(' ea. e:;~ , a figure
\\ hich mu ~t indicate a somewhat srrious lo. s of
;waila ble boiler p ower . lt would have been valut..ble i£ corre ponding fi gures for . atura W st eam
engines had b een given . That t her e is a fall in
pre ure between the regulator and tht> ·t eam chest
in aturR.ted engine. i · well known, but apparently
it doe, not approach that experienced with superh eater locomotiv e . This fall in pres w·e is, of
cour e, due to t he throttling action of the . uper hea.ter elem ents. and appear t o be unavoida ble.
Recently we have examined an epitome of the
t e-.t plant reports d ealing with trial~ a.t Altoon a
o f a n ew serie. of 2-10-0 type frt>ight locomotives
of the P ennsylvania Railway, which are equipped
'' ith a superh eater of differen t de. ign from those
''it h which th e two Joromot ive. K 2 sa and
I~ 6 s
(lealt with in our article of Nmremher 21st
- ar<' fitted . 'l~h e new form of , uperheater, in.,t ead
of heing arranged in a s mall nu m h er of enlarged
fiup tubes, through which each el('mcnt makes
four pal'lse~. is fitted in a much larger number of
Rue and makes a douhle pass in E>arh of two ; that
i-. E-ach <'lemt>nt make:-. t\ d ouble pa s d own the
length of two Rues in "uccession . This arrangement allow:-~ fot· the provi ~ i on of a gr<'a tt-r s upE-rheating surfae;e and a g reater cross-sectiomd area
through the elements. In thr ea. e in p oint, and
for b oilers otherwise of identical de. ign , the superhE>ating surface i increasE-d b y 67 p E>r cent. and the
cr o. s t-ction by 30 p er cent . The length between
the tube p late in all the engine-; is 19ft., and the
<·ylinders a re of the ame dimen ions, yet- and
this is the point t o ob er ve the pre ure drop is
r qual in amount. Evidently increa, ing the a rea
of the t eam pa ages is n ot in it elf s ufficien t t o
minimi. e the pre. sure drop , for in the ea e of these
two types of locomotive , though one had for a
g iven cylind<'l r volume . t eam ways 30 p er cent.
grE>a.t <'r t han t h ose of the other, the fact that the
s team h11d furth er t o travel in p as, ing through a
larger superheater apparently off et any advantage
ohtainahle through the gr eat t-r area of thE' st <'am
pas:-age~ available. R everting n ow t o the usual
t y pe of s uperheatet', we fi nd in genera l u t' a form
of co rt.~tru ction. in which . though four J>asse~ arc
maciE' in each of t he large RuE> tu he. , but two p asses
t nwel the whole distance. the a rrangement heing
l'l uch tha t each element only rE'tnrns about one- half
of thE' flu<> IE>ngth, RO that thE> rE' i. RO to sp eal( , a
t-~h ort leg in the tube, ancl, fu1·tht>rmort-, a grea ter
p<'rcentage of the entire element is in the h ottest
part of the flu e. It would be intere ting t o see this
u ual type of superheater compared for superheat
nnd pre. sure drop with a type making four complete
pa,. r , both having the sa me ~o;ectional area: ; f~ r
whil'lt it is proba ble that thr formE-r' de tgn ts
hetter than t he early type having fow· complete
pa es from the ~oint of d E>w of pressure drop, ~t
wonlrl hP int rr<>stmg t o know how mur h b rnefit. JR
obtained. So far we have looked at the effect of
the superheater and con idered its infiuence on the
cylinder s team from the point of view of the initial
pressure obtainable. Other thing3 b eing the same,
the mean effective forward pressure on the steam
pis tons depends not only on the initial prE' · urc,
but a lso on that of the exhau t , or the lea t back
pre~:~~:~ure.
Compared with saturated t eam a
~:~ tudy of the back pr<'s'lurc condition bring · out
the very important fact that, in equa l cylinder and
on a power ba is, upcrheat ecl st eam exhaust with
pmctically on e-half the lea~.;t b ack pre ure of
~aturated • team, which rcpre~:~ent an important
gain, and though it dot". n ot make up for the lo
in t h e pressure at admi xsion. caus<'d by the s uperheat er elements, it certainly h elps t o minimise it.
Yt't another point, a l o beal'ing on the que tion of
p owr r d ev~l opm ent, ma,y he ment ioned . a nd that i
th at with the ~am e <~ ut -o ff in the Aame !--ized
cylinders, the . uprrhN\.ler (.'ngines g i\ e more p ower
than the ·aturated t>ng in<' heransr of the dec·rt>ru e
in back pre ure.
These factors would appear to e;ounteract in a
measure the fall in pressure whi<'h i eau ed by the
t hrott ling action of the elements, but that throt t ling
still r emains of some moment, if, al-l we have a lready
said , the fu ll available boiler p ower is de iroo . It
iH scar cely n ecessary to remark in p a ing that
wh il'lt power is lost , the st eam con umption L'l n ot
mat erially increased unle. s th e cut-off ha in consequence t o be made exces ively late. E xactly h ow t o
reduce the loss of powt>r throug h the throttling effect
of the superheater . at any rate m aterially , is, h oweYer , not clear. If we increa"le the cro s. ect ional
area and the surface we ha rdly a ltE'J' matter , and
if , again , we incr ease thE' cross section and rE'd uce
the length of the elements, and hen ce their . urface,
we mu~:~t, we pre~mm e, sacrifice tE- mp e rature~. a
cour ·e not likely to bt> adop ted ; in fact, it seems
proba ble that still higher . upt-rheats wi ll be a ked
for in the future. The fall in ·t eam pres!>ure with
increasing p ower is evidently ()ne of t h<' characteristics of the superheat Pr as we n ow kn ow it ,
anrl is app'1r ently in epMRble from it n e.
Literature.
J ane's F ighting Ships, 1924. E d ited b y 0 CAR
P AR KE. and FRANC! R 1\fc M \TRTRIE. L ondon :
Hampson L ow. 1924. Price 42 . n et.
J u om NC: from the ma~. of n ew mate rial which appears
in t.he late;:;t edition of " Fighting . hips," the pa ·t year
ha.q been a p eriod of mat·ked activit y in t he world's
naviel'l. N ew sh ip s of every type art> on the stock..~.
and many exi.'lting craft have been recon:rt ructe<l
with a view t o increas ing t.heir value for war. T ht>se
changes have made neceA~ary a ('arefu l revi~ion of
t he whole volume, for J ane i F~ n othing if n ot up 1o
date. In the !'!ection occnp it>d by the Bt·itiRh N a vy t he
modifications a re of a m ino1· nat ure, for the Fleet
remains pretty much w hat. it. Wl\..'1 t.wE'IIve mont h-..
a~o. and the Admiralty ha.'l not. yet relt>a.-.e<l <letail'l
of the battleships, cruiset·~. &c·., w hich are being built.
under t.ht> p ost-wat· progm mme. Neverthelt-•N, t Juq
I-IE!Ction h M been enric~ h ed by reprodu c t ion.'~ of a
number of recent p h o to~ mph R, inc·lud ing a :-<erie:; of
•• E'lnd -on " v iew>' whic·h fa cilita te t.he t'e<·ognition of
shipt-~ when :.;een fr·om a po~it. i on aheacl 01· a."lt el'll .
T wo remarka bly clea t· ph ot.o~ r·aphs of th ai rcra ft.
carrior· Eagle d epict the ch a.n ~es ma<lo in the appt>a t··
anr.e of t.ha t ship ~ ince s he was fi r:;t, c-ommi iont>d for
service in 1920. The only
ot h N ' vo. ~el of n ot<' wh ich
•
ho:o~ join ed the Fleet i:-~ t.he c-t·uiRN' F rob isher.
Rhe
wM begun as far back a~ HH 6, ht>t' <'Omplt'tion ht>in~
d e-layed for reasons of econ omy.
The growing importance of the French avy is
a ttE'Is t-ed by t he m any n ew illust rations a nd p lans
which have been int roduced into 1.his sect ion. France
t o-day has only s ix bat,t le:;hipH of m odern t y pe, but
it iR evident that she inbencl t-~ Lo keep het• small battle
fleet in a high s t ate of effi ciency, fot· a ll t h e ve sels
have undergon e ext ens ivo l'efi t.. J n the Courbet,
fot• oxam ple, t he two fc)l'war·cl funnE'IIIi a re n ow in
one <·n.<;ing. an d a h eavy tr·ipocl fol'(~mast has been
fi t t PCI. so t.ha t. h et· ap pNu·a r H·~ is <·ump lt'tely changt>d.
and s h<' migh t easily be m it-tak<'ll fot· a unit of the
mot·o powE'Irful •' Bretaj:!m' " (dn.'lx. .H E"t' ~isters, .Jt>an
Aat·t. and Pari:-<, a rA also pr·oviciNI ,\i I h tt·ipods, " hi le
t ho fiJ·st. and sec·ond f umu~l s n t·o rlO\\ ver·y clo:;e toget.het·. W i t.h rega t•cl I o I ho t lueo " Br·etagn t>s." t ho
oloval.ion of their· hip; g uns is r Cipol'l Pd t o h ave bPen
irH't'OMNI ft·om l R deg. t.<> 2:3 dt"p;.. t.hough the notCI t o
that o ffE~f't is admit tedly unofl'iciol. Diagrams a nd
dt·awings of the latest l<'r·pnch c-t·ui. em are g ivPn .
T wo o£ t h ese s hips will d i~o~pln<'('l 10,000 tons earh :
they a t·o t o be armed wit.h <lig ht. in . gWll. and arf'
dm~ign ed for a speed of :J!l knots. The other t hr t-e arP
of lhCI 7 0-t on " D uguay-Tt·ouin " clru s, carrying t he
light. ot·mamen t of eigh t 6. 1in. guns. but expt>ct t'<l to
r('ach the ver y high ~o~peecl of 34 . 5 knots. T he;.e
ve~Relq appear t o havo n o p t·ot cct,iv<' a1·mour beyond
1.hin gun Rhields a nd Hplin t.M-p roof c-onning t owCI~.
'
--
In this section will be found plans and particulars of
the powerful destroyers and numerous submarin~s
now being built in France, where a. vigorous effort 18
being made to rE'store the Navy to itA formPr c-om manding pos ition in Europt>&Jl water~-<.
.
N ext. in importance 0 11 thi:; Ride of tht> .\ tlunlar
is the Italian F lee t,, "hir h appea t·:; to be s pE.>c ialisin~
in swift, well-armed clestroyPt's, though the programme in hand include-. t\\- 0 10,000-t on ct·uiso~·~
and t en s ubmarines. Furthet'lnot·e, the battle lup
Dante Alighieri h as been recons tructed . .Japan iR
making s t eady pt·ogress ,,; th the m otl i fi e~l b~ildin~
;..clw me w hich came into effect afte r the \\ a..Qtungton
Conference. Already sh e h as, and will continue to
have fot· som e y ea rs, the largest numbt>r of fa~ t
m od ern <'naiRet'R t o b e found in any navy. A hi~h l y
s u cceilsful typ e appr ars t o have b een ev olved in lho
" K uma " c-Jn. ~. d (l:;ignE>d in l 918. Rince n o fowM
than fOl H'II'On of IIH'"t' "'hips a r·t> lis ted M lllldt>r· c·ora ht r·\wt ion or (•ompll'tt>. Thl" R ircraft -c·arri(•r· H o,.Jm,
11 0 \\ ilhas tr·al t'Cl few I lw (it·:-.1 t ime. foJIO\\ s gt>liNllll~·
tht> lint>>l of H .M.H. .H f' t'JI\P. . , 1houg h h er· thret> dinaulla ·
t ivo funnel..; g ive th<' .fspan p,f' Vf's,.;t>l C)uite a \llliCjlll'
a ppearance. Anotlw r 1\E'\\ <·omer· in this ~ ~i on is
the crui:>er Ynbari ; h t>r <''traordinary arrangem <'nt
of funnels must b e ~eeo t o bt> belie-ved.
Tho e Americans who h ave been p er turbed by
recent sensational d isclo::.m es re. pecting the a llegt>d
weakne. of t heir nav al forc·e, will d oub tless find
c·omfort in the splendid array of s hips . hown in t hi~
volume.
o f ar a. m aterial i"' con<:'erned, the Un it <>cl
Htate: Navy is till a fact ot· t o he rec·k ont'<l ''it h.
~ot unt il the N elson and .Rodnoy a re c•ompl t<>cl
-..ha ll we h ave anything to compare with ih latp.... t,
battle h ips, w hich form the s ub ject of som ' '<'t'Y
handsome illus trations. From t he resthetic point of
vit>w, t h ese ship~ would be va..,tJy improved if tripod s
of the British p a ttern replac·ed the unga inly cage
mn."lts, whose utility, by the way, i. que t ion t>d by
Amel'ican naval officer:; of our· acquain t ance. All
the ten cruiseffi of the " Oma ha" cla~A are now c-om ]l lett>d . M'o~ t of t.h em h ave exceed ed t he desi1~ned
speE.>d o£ 33 . 7 kn ot!~, and a lt houg h some point..; of
tho d t>sign may be open t o cr·iticis m , the::-e :-h ip:;
repre..;en t a homogeneous ~-'Cfllad ro n \mmatc he<l in
t-peed and fi ghti n~ p o'' er. Of the secondary navi<>s.
t hat of •' pain ha.... the large-.t amount of new <~on ­
s truction in hand. E very
othE'r fleet able to mu L6t·
•
a fe\v s h ip :', however in...,ign ifi<-ant, is a llotte<l its chr<'
s hare of space in t he book .
As t h e paper t h is year is of a bet ter q ua lit y, the
photographic reprod ucti on.~ are unt'lSually clear a
feature of prime importance in a woa·k of this desct·iption . F or the re t, we n eed only say that there is
no falling ·off in the high s t andard of accuracy a ncl
c·ompreh en iveness w hich make " Fighting • hip:-< "
an ind isperu able work of reference to every s tltdE.> n t
of naval affairs. It is joint ly edited by Dr. Oscat·
Pa rke::~ and Mr. F . E . Mc:\fu rt rie, who are admi rabl •y
q ualified fot· the t a.~k which lht>y c-ontinue to pt-rform
with s ignal R U C'C(>RS.
- --
B odywork : T he D nign a nd ConHl rucl io11 of
P rivate, Comm.e:roial and Pa.1111engtr Typea. 13y
H F. RB BR'l' J . B oTLr-~ R .
London : W. R . H O\H'II
and 'o. Price 56"1.
TRTS is Mr. Butler's second book on the s ubje<'t of
mot or vehicle b od ie..s, the fir, t. t>nt itled •· )Iotot· Bodies
and ('ha. ~i. , " h aving h et>n publis hed a.-.. long ago as
J 91 2. C t•ea t Rtt·idt>"' ha\'f'l hE>er\ made in t his b ranrl\
of th indu:-<t·t'Y d uring thE> pMt twE>lve years. Then
the b od y m aker wa..... almost exclU$ively a wood worker. and t he t ypes of b ody av aila ble were mu<'la
fewer than at the p resent t ime. The number of privat.o
car~ u pon t he road was probably n ot a four·th of those
n ow in use, and the public. t>rvice vehicle was only in
its infancy. The chassis is now m ore or le: s stand a rd ised, and the reliability of the m otive m echanism
in all the well-known m ake... of cars may he t aken fot·
gran ted. It b eh oves t h e b od y buildet'S, therefore ,
t o s t ep in with improvement <; in their p art of the car
to ind uce owner to p urch ase new veh icle '. H ence
it is essential t h a t the prt>qen t-day d esigner h ould
have original ideas , the artis t ic t emperament, and
a good knowled ge of m echanical engineering.
ln t he early days of the self-propelled road vehicle
the const ruction of b odies wM entirely a matter for·
the carriage builder, wh o had Jittle or n o experience
outs ide that. of h orse-d rawn carriages. In tho~e clays
wood was the only material w ed for this p urpo-.E'I, nntl
the b ody design.q followed very closely tho e em p loyc1 l
for hoN~<'·drawn con veyan<· s. High !'!eats. large road
wheel"'. a nd t he t ot.al absence of prot ect ion agaan"L
the weather were all conspi UO\L'l ft>a t ure. which \HirO
only erad ic·at.ed by the prO<·t>ss of t.ime. Ji~or a Io n!!
while the <:oach blailders, uncl<'t' tho d elm ion that tha
m ot or waf.l only a t emporary rra7.o t·At.hot· than mar·king
t he openi ng of a new era in lo<•omot.ion , t t•t-atE•tl t.lw
IHtbjE>et. of hocly hu i ldi~ in a somewhat off ·hand
mnnn<'l'. with the r E.>suJt. t hat the firms which w two
re-.pons ible fot· t.h e cha.<:. iQ ot· li\Ot ivt'l tne<'hani! m had
t o t ackle the const ruct ion of the bodies al<:o. B E>ing
engineem, and used to dN1ling chiefly wi th metal-..,
it WM n ot s urpril ing t h at the \1."6 o f t imber wa.<; gi' t'l\
u p t o a large extent. T ht> E>arlier efforts of the- eng t·
nePr<~ wt'lre naturally ~o me'' hat crude, but the~· sh O\\ NI
some originali ty of t hou~ht. and gt·adually d<>-.ign~
were evolved which got a\\ ay from t,he featurE' of the
h orse carr iage. T ho con<'h lm ilclet•s' nrt \\ "'"' "llll> ·
ft.f otor
•
n .~('
•
1 ~~ 1 924
Introcluction to The01·etical Ph ysics. By AltTfWR.
H AAS. Ph.D., Pr·ofessor of Physics in the Univer:.ity
of Vienna. Trans lated ft·om the Third and Fourth
Cet·man. Edition s by 'J'. VERSC'ROYLE. M. ' .. B.Sc.,
A.H.. C.R. Vol. T. L ondon: Con.<:table and Co.
Pt·i<'e one g uinea net.
'l'li r~ author of t his v olume seeks to bl'idge t.he gap
h~twt"en c la.~s i <'al a nd m od ern physics, and to present.
b ot.h os pa rts of a single connett.ecl whole. This, t.he
fi t·st volume. is c·oncem ed w it h the old er wo•·k. and
it is impossible to jHclge from it h ow far· he wi ll h e
n.b le to over·come the great difficu lties which s uch an
ambitious scheme p resen ts. 1-io far· h e ha$ treated
only cl a~s ical mechaniC's and electro-magnetism ; of
t hese, he give:; a clear· and concise a ccount, s hirking
no diffi.culties and indulging in n o eccen tricities.
Perhaps h e is almost too consistently classical in his
t r·eatment of the laws of m otion ; but, though ever·yone who h as a ttempted a ny part of his ta~k will make
some criticism in detai I, everyone wi 11 a lso agree
t hat t.h e book i very good.
Ru t in spite of its excellen ce, it wm probably n ot
att ra ct engineers. even if they have lea nings towards
t he pure science that underlies their a rt. F or th e
author displays n o sympathy with the prnct.ical mind.
His exposition is purely deductive ; he describes well
a ll the chief experiments which are us ually adduced
in support of fundamental p tincip les. but he is not
interestecl in exp et·iments as s uch , and has no t.hought
of applications . Moreover , tho ugh he keeps faithfully his promise to xet out fuJl y all s t.eps in the mathematical argumen t and to a~sLUnc at the s t.a rt. only the
most. elem en tar·y lmowledge , hi ~ con sis tent p referen <'e
for vector over co-ordinate method!': will p rove a
s t.umbl ine block t o many. D ou btlel'ls, engineers,
who u se graphical m et.hods so m nch , ough t to be at
home in the v ector calcu lus, but~l et. psyc:hologist.:"~
expla in it as they will- the s imple ftl.<'t. is t hn.t. they
are not.
While therefore we would express deep admiration
for Professor H aas' wo•·k. and would most. readil •y
a dm it, that t.he faul t li t"s wi t h our reade•·s rat.her t.han
wit.h him. we (·annot C'onsC'ient.iously recommend
'
most of t.hem to s«>f'l.: in l1 is pa~E"fl an int.rodnC't.ion t.o
t ht"OI'f'tiC'al physih.:.
One Hundred Years of British
Railways.
No. XX IV.•
P AHT III.- T J-1 I~ LA'l'T I~ R HALF c g NT U RY.
YEA lt~
1886 1900.
1886.- In view of tho fA.ct t.hat we are mainly
ro~a··di ng tho leading even t..:; in railway engineoring,
t he first itom of t he hist.ory of t.lte year J 886 t.hat. we
would men I ion is thttt on ,January !lt.h t l\e fiJ·l'lt
Jond of ('Oal passed t hro ug h t he :-ievem Tunnf\1. l t.
wax c•u t at A berda.re 0 11 I he m orning of t.hat day. and
wns in 1 'outham pton in the ev('lning.
Hut it was
n ot unt.il D ec·emhet· l xt follow in g t.hat t.he n ew tunnfll
aud it.~ approac·he:- from Pilning .Jnn<'t.ion on t.he
<'llHt n.no Heven1 Tunnel .J11nC'I ion Oil t.h('l WE'Sf.-- WEII'('I
))!'ought. into use fot· pa.-;sengor t raflic·. Anothe1· n ol.t>·
wol't.hy event. in ongineering was t.he opt'lning, on
February l s t., of 1.he MerRey Railway.
Other openings of n ot e wer·e :- Killin JundiouL och Tay, April ):,(, ; P a rkgate-WeRt Kirby, April
19th ; t.he a lternative route, 11id Uppe•· Mill, from
:-it alyhl'iclge to Di_~;t~le. May l ~ t. ; Halwell- Laun ce.'\·
ton, July 21st ; \i\"i llonghby - Kt• t.ton-on -th o-Hea.
Oct.ob e•· 4th.
• No. XX O I. 1\pp!lnred Dllrllm hor_fit.h .
•
•
'l' HE ENGINEER
sequently reintroduced. a nd when combined with
engineering m ethods of p t·oduct.ion , gt·eat progress
was m ade.
In his h ook. t.hf' auth or di s~usses in mu<'h d etail
tJ'l' nhat·adC'!J'iRt.in featurE's of the many varietieR
of h ocly a nd g i vE~;:; attention t.o met.h ods of pr·oduotion. :-iepat·at o chapterl:l are indudod on su oh itom.c;
as cape hoods, wind sct·eons ami folding ;:;oaL!'!.
Materials of construction, the drawing-office , h otly
making, s heet, metal working, m ounting, and t rimming
have each theit· own chapter15, and t h ere a re numerous
excellen t large-scale ilhu:Mations from photographs
and drawings. In the commercial vehicle Rect.ion
thet·e a.•·e chap ter;:; on pla tform lol'l'ies. b ox vans,
t.ipping wagons, t.railers, omnibu;:;es. " taxi -cabs "
and (·ha•·s-8.-bancs. T h ere seems t.o h a. howf'Vet', on o
s t.riking omission from the contents of 1his othenvise
mos t. <·ompreh ensive t.n'\a til-lo. Wf'i reffll· t.o t he most
t'f"<len t. df»velopmentl-l in <·onned ion wi th t.he con sf.t·udion of silent. C1lost"d h ocliE>s of lt"athf'l' fabric.
'l'ltt'l Inst. 1.wf'lva month1-1 ltas wit nf'SsC'cl t.he adopt ion
of this <·la1-1s of ho<ly. known ns th<' '\'f'ymann. b~·
Jl \tl n y of t.he tnost. impor·tont. ma l<f'IJ's, lntt. we have
look«>d in va in t hrough a ll 1ho l;f'<:t ions o f t.h ~ book
for sorno r('l ference to fa hric body con:"~tl'uction.
P twhaps the book wa;:; complet.ecl b efore t.hat <'la;:;;:; of
work had reach ed such importa nt, dimensions. In
Kpito of t.his omission. ev~ry b od y who is intere;:;t.ed
in the OOilJ truction of motor vehicle· will find all
t hat h e is likely to need in t.he way of informat.ion and
sugge1-1tions. down t.o t he smallest it.em.<: of <~a•·•·iage
fumi t.ure a.ncl fittings, in Mr. Hut.ler 's wor-k.
THE
•
The only serious a ccident of the year occW'red on
June 30th at P ortadown when , in a derailment caused
b y t he t rack being distorted b y an abnormal temp erature, six passengers lost their lives.
1887.--N either in 1886 n or I R87 ..vas t hero any
public legislation regar·cling railway~ or local Acts of
note. There was, again, only o ne serious accid ent.,
but it wa.<: the tl isastr·ous on e at H ex t ho1'po on
~ep tembot· l Gth, whon 26 passenger~ were killfltl.
To
cop e with additional tt'affi c in connection with race!:!
at Donc~tor. t he Manchester, :::>heffield and L incolns hire s us pended t.h e block system and p rotected the
trains b y hancl ~ignal s. The drive r of one of that
company':; tl'ains ign ol'ecl a red flag and t'an into a
Midland excnrsi on t.•·ai n.
The outst.anding event wa~ t h e opening. on .Tune
20t.h. of t.he n ew T ay B ridge. That struct.Hrf' i;:;
l 0,527ft.. long. ca rries n d ouble linA of t·ai lwa~r:-~ . and
it.s s t.ra ight. port.ion of '7397ft.. lies parallel t.o t.h ~
~ traight, port.ion of t h P N\ rli ~•· lwidgl\ bill· f\Oft .. i\way
f•·omit .
Of t.he new line:. n.nd f\x t.onl'l ions br·o ~tgh t. int.o use
t.hcwe wa•·e: -. King's Nnt.t.on C'hippin~ Nol'l.on . on
Apri l Gt.h : t.he 1-l a ls t.on brauc·h , May 9th ; t he fi rs t.
:.:ec:tion- t.o ~wi n ton- o f t.he P endleton - H indley line,
June I at.h ; H o I 't·omer, June l 6t.h ; t.he We~'!I. 'I are
from Enni:; to Miltown Malhay, July 2nd; Pinne•·Rickmao:.wol'th, , 'eptember ·l !'l t. ; Alnwick- Cold·
s tt·eam, •'ep tember 5th : Meols Cop- H ill hou<>e J unction, A ltcar, Octobet• ls t.
1888.- In many respect:; Lho year 1888 was eventful , but in no re~pect more so than hy the p assage
of the Railway and Canal Traffic Act, 51 & 1)2 Vie.,
and Canal Commisc. 25. which m ade t he R ailwav
•
sion a p erma n en t bod y , called for a revision of ra,tes
and t.heir publication , and invested certain p owers in
t he B oard of Tr·acle. An Act of the same session ,
u nder which, ins taad of under t.he R egulation of the
Forces Act , 187 1, t.he railways could h ave b een cont•·olled during t he la te war, was the Nat ional D efence
Act. 5 1 & 52 Vie., c. :31. Among the local Acts were
those g iving power!'! to t he L ondon and Nort.h -W estern
and L anca:;hir·e a ncl Yorkshire jomtly t o ac:qui•·e
the North U n ion and t.he Preston and 'Wy re, a ncl to
the Midland Great We-<;tem to absorb thf' D ublin aad
Meath and the Navan and Kingscourt.
The op enings of t.he year included :- The Birken h ead Par·k branch o£ the Mersey, and thence on what
b ecame the Wirr·al, to vVallasey, on January 2nd ,
and forward to New Brighton on March 30th ; from
Hurst Green J unction to Edenbt·ioge, Januar·y 2nd,
and forwar·d to Ashurs t Jun ct.ion, October l s t ;
Brocl<cnhurs t t o B oW'nem outh direct, March 5th ;
P endleton- Hindley, continued from Swinton to ALherton on July 1s t, and completed on October 1 ~t:
B odmin- Wadebridge, • eptoE<mb et· :3rcl ; Hat·millArdrossan , g iving the Caledonian ncce::;s t o the lat.t.er
pot·t. and a llowing for a fast s t.eamship service to
B elfas t , on , ept.emher 4t h .
During t he year the reconstt·uction , at a lower
level, of the Tithebarn-street Station, Liverpool. and
its re-naming as the Exchange Station , was <'Ompleted.
The rebuilding of t.he same company's- t.he Lanoashi•·e and Y orks hire-st.at.ion in Blaokbmn and the
Exf'hange Station, Bradford- jointly owned with the
Great Northern- was also finished.
A " race t o Edinburgh " took place in Angur;t.. On
June ls t the W est 'oast reduced its t.iming f1·om
Euston to Edinburgh to 9 hours, t he same as from
King 's Cross by the Ea t Coas t. The Great Northern
replied by reducing the timing to 8! h out·R, and when
the W est Coas t said it would do t he same as from
Augu st 1s t the Eas t Coast went six m inu tes better.
A truce was then called. bnt to t he end of the mont.h
the timings remained a t 7 ~ h OUJ's for t.he East Coas t
a nd 8 honrs for the West Coast. The East Coast
sig na lised t.he end of t.he t.ruce by making t he jomn~y
in 7 h out·s 27 minutes, d e;:;pitC\ a wait of 26i minutes
for luncheon at York and d elays at ~e lhy and Ferryhill. Reference may be m ad e to n leading art.icle
hereon in TRE ENOINEER of August ~Oth , 1888.
On Jnly 2nd the important n orth-west express
Hervice of the L ondon and North-W estern and Great
W estern jointly b etween Manchester, Liverpool and
Birkenhead and Bl'is t.ol and the W est. of England
via the Severn Tunnel. wa~ opened. It brought
Liverpool and Bris tol within 4 hours 50 minutes of
each ot her ins tead of at least 6 hours by the Midland
ronte.
•
A broken axle on t he Manchester, Sh effi eld
and Lincolns hire one in a pa!>sen ger vehicle at H yde
J unction on July 14th--ca used five pas,-en gers to b e
killed. whilst two l o~t t.heir liYes at Hampton Wick
on Augns t 6t.h, when a light engine sAt bac·k on the
faC'ing road in t.he da rk and m et a p A.;;senger Lrain.
1889.- The wot·st RC'C'iden t on Br·it.is h •·a.i l wa~·:. .
exC'ept. t.hat of May 22nd, 191!), at. Quintin.c;hill.
occnr•·ed near A1·mag h . Ureat Northern of I t·eland ,
on June J 2t.h . 1889. wh('ln a t.J'ain, <·Rrrying a Knndayseh ool exC'lll'Sion, m ostly rhi ldren , "stalled " on a
riRing gradient of 1 in 75. Jt, was divided between t.he
fifth a nd sixt.h vehicle to allow it t o proceed in two
portion.c;. and in t.he engine set.t.ing hack to get a ~t.art
the rear portion wa.<~ set. in mot.ion a.nd could n ot. be
s topped. The l'unaway veh icles met a n otho1· pa.~ ­
Sf'lnger· train ' ' head -on," and 80 pa~sengerR were
killed. Tho t.min wM equipped with the va<'utml
brake, but it was non-aut.omatic. and the b lock
system wa~ not in opAration. Thf'l disas tflt' furni shed
tho B oard of Trade with t.he long -dN>i•·rd opp o rt.unit.y
67~
of securing legislation to make concen tration and
interlocking of points and signals, the employment
of the block system, an d the use of automatic continuous brakes compulsory, and that was d one b y the
R-egulation of Railways Act, 52 & 53 Vif' .. <'. 57.. I n
view of the pre<:ont ::;mall numbet' of cas ualties about t.hree fatal accidents a year- calliled b y coupling Mc:idents, it is significant. that but for the oppo:.ition of the t raders the B oard of T rade's further p roposals t o make a utomatic couplings also compu~ory
mig h t have been carried. The only other senous
accident of the year· was at L ongsight on October 4th.
when two light engines, whi ch the si~nalman thought
he had shunted. were run into hy a passenger train ,
causing six p assengers to be killed . In th is instance.
t he B oard of Trade report drew attention to excessive
hours having been worked. That was a matter v ery
much to t he fore at t hat t ime.
On January 1st the Great Ea;:;tern line from :-ihen field nnd Hutton wa;:; opened t o Wi<'kford and was
carried on to Ronthminqter on ,July l st. ' ehe branch
from Wi<'kford to 1 'out.hend and t ha t. froru \.Yoodhallt
F cn·is t.o M aiel on were brought. into llHe on O C' I obar· 1s t .
The {Jaledonian oxtt'lndf'C l its C reenof'k bmnr h to
Co lll·ock on June l st. and as thA.t point, wns furt.her
from ( :lasgow than P rince's Pier, Green oek , the oompn.ny secW'ecl a greater part of t he Clyde steamboat
t •·affi<', of which t h e Glasgow and South-\i\7estern
had h ad the greater s ha re. But t he mos t important
opening was that o£ the Ardwick Curve on .July 1s t.
as it allowed the Midland to enter Manr hest.er. Vict oria, from the south , and to work its own trains with
vehicles from St . Pancras to B olton and Blackburn .
On t h e same date the Midland also worked its own
train.<: between H ellifield and Manchester and L iverpool.
Among the local Act s obtain ed in 1889 were thol'l e
for the acquisition of the Cornwall and the L lanelly
b y the Great. W estern, the B allymenn. ancl Larne by
the Belfast a nd Northem Counties, a.nd for t he amalgamntion of t.h e Wirral and t he Heacombe, HoyJA.ke
and D eeside as t he Wirral.
The question of railway charges was again vMy
much in evidence during t h e year. The companies,
in order to be on the safe sid e, pnt. t.he maxima in t h e
new charges t hey h a d to lodge hy l<'ebruary, 1880,
unreasonably high. These charges were r eferred to
Lord B a.lfour of Bmleigb. the P arliamen tary ~Pc t·etary
to the B oard of Trade, and Mr.- Jater 'ir- Courtenay
Boy le, Assistant SecretA.ry, Railway D epartment, who
inquired into them in public. The sittings occupied
n o less than 85 days, and the evidence filled more t.han
3700 pages. The report was issu ed on August 18th.
1890, and contained a s uggested classifica,tion and
schedules of maximum rates.
Mention was made, in Article No. XXIII. , when
d ealing with the events of 1879, of the introdu<'tion of
Tyer's electt·ical tablet system for controlling single
lines. That invent.ion was followed by the electrical
t rain s taff of Messrs. F. W. W ebb and A. M. Thomp son of t he London and Nort,h -W estern. which was
first tried on t he B edford a nd Sandy bmnch of tha t
sy st.em in • 1889.
1890.- The leading engineering event. of the year
1890 was the formal opening on March 5t.h of t.h o
F orth Bridge, q mile long,- the main ft"at.u •·e of whi<'11
is t he t.wo great central spans of 1710(t. each .
This great. wor k was the s ubject of a ~ upple­
ment to THE ENGINEER o£ F ebruary 28th. The
new railways t hat joined up t he bridge were br ought
into us e on June 2nd. Ot h er openings wore :Chester-Dee Bridge, on March 31s t ; BclingtonBridgewater, July 17th ; Halifax, High L evel, Railway, September oth . In view of its recent reopening after reconstruct.ion. it wi ll be inter<'s ting to
recall t hat t he City and Sou t h L ondon wa...; lwough t
into use, as between King \.Yilliam-s t.rf'et and • 'tock well, on D ecember 18th, 1890. It was t.hp first e lectric
railway in L ondon. The L ondon and 1 'ou th-Vvestern
ran over its own m etals from L yclford t,o Ply mouth
from June 1s t.
There were two a ccidents dnring 1890 whi<'h may b e
regarded as classic. The firs t, at Carli.<:le, on March
4th, was due to mishandling of the vacuum brake by
the driver of the 8 p.m. from Euston; who, further·,
when h e found his vacuum exhausted , changed it
from automatic to simple vacuum. and so took the
brakes off and los t control of t.he t rain. A collision
with a light engine in Carlisle Station res ulted, and
foW' p assengers were killed. It was said at t h e t ime.
and the impression still prevails, t hat the v acuum
brake was frozen, but contribution s by Messrs . R . M .
D eeley and L . Arch butt to THE E NGINRER of .) une
27t.h and .J uly 11th, 1890, proved that it, could not
have been. The other accident wa.s at N ort.on F itzwarr·en on N ovember 11 t h, when. t.on passengers lost.
their lives. A goods train had b een shunted from the
down to t he up line, and the signalman , forgetful o£
this fa<'t. lowE:'red his signals for a s pecial up pa.:;;sengflt'
t 1·ain. The accident wa." classic in that it lf'd to in .
numerab le invent.ion;:; for prote<'ting train.~ '' s hnntl'!cl
a croRs. "
The ul'(~at E a.~tern obtained power'S to a cquit'e t.\1('
Hunstanton and W est Norfolk, and the Midland Great.
W estern powers t.o ahRorb t.he Gt·E>at. Not·them and
Wes tern of Ireland .
1891.- 0n May 1s t., 1891, there wM open ed t.he City
of Dublin R.ailway , which gave arcess between ·w est.land-row ' t.ation, Dublin, of t.he Dublin, Wicklow
and W exford ond t.ll<' (:reat, Nol'them of Irehmd n.t
•
•
0
•
67 4
THE ENGINEER
-
--
..
_
D ec 12, 1924
Amiens-street. N o other work of importance wa any further 1egislat.ion n ece. sary in res pE"ct of tho was that of JunE> 11th at W elshampton, when an
excursion train wa~ det·ai led owing to wE"ak trac·k.
hrought into u se during the year, and there was only controlling of railway charges.
The main opening of the year was that, on Auglll$L Eleven passengers were killed.
one serious accident.. It happflned at Facit on August
The Manchester, Hheffi eld and Lincolnshir<', undrt·
29th , when a stqne train descending the heavy gradi- 7th, of t.he West Highland Railway from Craigenon ts from Bacup got out of contr·ol, rnn f01·ward, and dor·an to .Fort William, a. distan<·e of 99~ miles. powers obtained rlnring t h<' Y<'llr, a I terecl its name to
caught up a passenger train. Three passengers lost Mo. t of the big mileage about this tim e was in lreland, C: l'eat Central.
That little but valuable railway, the P ort, Ta1bot,
their lives in consequen ce. The total- five- of where many railways were built, wit.h • 'tate aid, under
passenger killed in railway a ccidents during 189 1 the Balfom· administration. Two s uch lines, as constituted in 1894, opened its first section- from
s how<>d the best record for any y N ll' up to t.hat time. ment ionecl above, were openE'cl in J 93, whilst during P01·t Talbot to P ontycymmer- on February 14t h .
The failme. on May l. t, of a ca:.t iron gi t·der under 1894 two others were partly completed. They were : 1898; the Lynton and Harn. taple, a 2ft. gauge ruil a pasRen~er tJ·ain at N orwoocl Junction , led t o all the - ( 1) The Tuam- Collooney, opened to ( 'laremorris, on wny, was opened on 1\fay 16th ; t.he ·waterloo and Cit~·
corn panies ov erhauling thoso of t hei ,. unde~:bricl~es April 30th; ond (2) the Westp ort- Achill, brought, on August 8th; the London and • outh-\Vestcm
" l1ic·h had caM iron girdt>rs. There wet·e e i~hty s uch into use a far a s Newport o n Februa r·y l st, and reached Dude from H 61Rworthy on August 12th :
l)J'id_ges on tht> London , Bri~hton and :-iouth Coa. t Mallaranny on Augw t 1st. In England, the l::>axby- and the Aviemot·e direC't line, by the comp letion of
Hail way, and their renewal eo. ·t. tho.t company £35,000. B o\U·ne was opened May l st, and the Parsley Hay- the Daviot-Inverness so<"tion , was opened throughout
Moreoveto, tho company had to pay £20,000 in com - Buxton on .June 1st.
on November 11th.
1H98.- The Deal-street widening of the I.ancaRh iro
p~>nsati on for personal injuries.
During a. severe gale on D ecember 22nd a wagon
The various r ai lway companies s ubmitted the ir was blown out of a siding at Chelfot·d , the points being and Yorkshire was finish ed dW"ing this y eat•. IL
py·o 1>osals as to charges, based on the recommendation s openC'd, on t o the down main line, nncl was run into gave four, instead of two, approach lines into Victoria
of L ord Balfour of Burleigh and Mr. Courtenay Boy le, b y a goods train and thrown foul of the up linE'. :-;tation. Manchester, from t.he w est.
1\fent ion wa>; made 11 bove, when dealing with t ho
And each sch edule b ecame that particular company's An up expres.q wa appt·on.c·hing at the time, and in t he
HatE'S and Charges Confirmation Act . Nine of these res ultant derailment fourt een pn ·sen{.!Prs were killed. events of 1892, of the two a ccidents caused by imW<'re sanctioned in 1891 and the rcmainclet· in 1 92.
l 95.- Except that the \\'est Hig hland ·w as ex- prop et· use of the ' ·warning arrangement " at con The op ening weeks of the yea r w<.'t'e darkened hy tended on June l. t from F ort Will iam to Banavie, ver{.!ing junction. . A sorious accident of that cha.rac·tho :-icottish railway strike, which arose out of the and on the sam e day the L ond on a nd :-iouth-\Vestern tf\r occurred at Bat·a .. ie on F ebruary 4th, 189
A
long hO\Il'S and the comparatively p oor condition s of reached \\' adebridge, a nd , a t long lAst, was connected passen gol' train had to ct·oss the path of a goods t r·ain.
the rni lwaymen in ,_cot land. The Englil"h railwayf; to the isola ted B odmin and Wadebriclge, all the The driver of the latter· was warned bnt overran
had n lt'Nl.dy awakeneil t o theit• rE"s ponsibilities, and important n ew lines op ened in 1895 were in Ir·eland . his signal, and the two f'n~ines met almost head-on.
hA.d rE"cluccd the hours ancl inct·eased the pay of their The C:alwa.y- Clifden reached Oughtorrard on Janu - F our passengers w ero killed. The accident WIHI remf\n. At the half-yea~rl y meet.ing of t.he Great'"' estern a t'Y 1st, an cl. was completed on .July l st ; the W est- markable for the way in which the wreckage wa.<>
in l!"ebruar~·, 1891, for inRtan <'e, it was ~tated that that. port-Achill was carried on from Ma.llaranny and com- piled up. There were four other bad accidents that
company wa paying £100,000 a year more than pleted on May 13 t h ; the Htranorlar- Glenties was yeat, a nd the total killed ro. e to 25. Irregulat· block
before. So strong was the public fe<>lin~ on the opened on June 3rcl ; and the Tna m- Collooney working during fog led to a collision at St . .John.'~,
mat.ter that a elect Committee, under the pre. iclency reached the latter place from Claromorris on October • 'outh-Ens tern R ai lway, when three p assenget·s lost.
of ~ir 1\lichael Hi,..l<s-Bf'arh, was appointed on F ebru- l. t.
their· lives. On June 2nd a driver overran the signals
at·v
3rd.
The railway accident figut'es for 1895, like th ose for at L eyland and allowed his t t·ain t o run into anothe r·.
•
. 1 92.- The principnl orE"nin g~ of the yoar 1892 1891 , indicated that, Bt· iti ~h railway travel wal'! he- causing two pa engers to be killed. A luggage t.ruck
were :- From }'airfield t o Fallowfield , on May 2nd ; c·oming remarkably F;n.fA. Only five passengers wet·e falling on the r ails in fl'ont of a pa'!senget· train n L
Beighton- 'tfweley, on June l st, and Rtaveley- killed that y!'ar, two of whmn wt"re in t.h e n otewort.hy W ellingb orough on Heptemhee 2nd C'aused five pasCh esterfielcl, on June 4t.h ; Aviemor&-Can Bridge, d erailm ~nt, of November lOt.h, cau::~ed by a b r·oken sen gers to lose their li v~s, whilst. a clet·ai lerl wRgon of
.July 8th ; Launceston- Tresmerc, ,Jtlly 28t.h ~ C..'hal- 1·ail o.t :-;t•. N eots. This led to the appointment in t.imber at Wrawby on Or tob e1· 17t.h led to eight. he i11g
font -road- AylPsbury, September l st. During t.he May, 1 96. of a clepart.m ental committeof' t o inquit'f' killed.
The 'vork of enla rging C'rewe pa.-;senger ~tati o n.
ReC'ond half of the precE"din{.! year the widening into t.he question of the l o~R of Rtren~th in steel rail..
b etween Clapham Junction and 'Vaterloo was com- l\Iany te. ts and chemic·al analyses werE" made on behalf carrying the goods lines under the main line and pt·op leted. This work n ecessitated the erection of a new of the C'ommittee wh ose report~Cd . 174 appear·ecl v iding vast marshalling sidings, was put in hand
dnring this year. In one of the new b oxes-Grestysignal box at the entrance to the laUet· station. 'l' he in 1\Iat·ch. 1900.
Tho " race to Aberdeen " occurred in Aug us t. lane electrical operation of the p oints and signal.;
s i~alling there both m echanical and electt·icalwas of a. mo t complete characte1·. H was brought On the morning of t he 2 J ~t the 8 p.m. Ea::;t Coast was tt·ied. The appara tns was another of the inv<>ninto u se gradually, in pa.rtic·ular on May 1st a nd 15th. train fr·om King's Cross art·ived in Aberdeen at 4.40, tions of Messrs. \\i ebb and A . M. Thompson, and tho
Of greater general interest was the abolition b etween having covered t he 523! miles in 520 minutes. The methocl is known as the Crewe sy stem. I t parEast (;oast remained satisfied with that, but t.he \Vest ticularly deserves m ention as being the first p O\VN'
May 20th and 23rd of the last of the broad gauge.
Two of the nccident!'i of tho yeAr drew at.tention to Coast made a final supreme effOt"t and, the foll owing s ignalling system to be adopted in this country.
tho ~rowing u se of what was ca ll<'d the " warning night, made t.he journey of iHO miles in 512 minntes.
l 99.- The noteworthy events of the yea r· 1 99 8.1'0
The
late
Mr.
Rous-Ma.rten
contributed
two
at'
ticles
o.rr·angemcnt," whereby t'he pt·inciples of th e block
few in number but big in importance.
The ~outh­
sy tflm were ht·oken, provided the clt-iver wa. warned h ereon , one to THE ENonm r.m. of August 23rcl and £ a.qtern and the London, Cho.tham and D over , u.ftet·
that the line at the n ext sig nal -box wa obstructed. tho other a week later.
years of antagonism that now seems p etty and L-;
1 96.- The Light Railways AcL--59 & 60, c. 4 OnP of thC'se mishaps occurred at Derby Junction,
certainly wearisome to the historian, made a working
Birmin~ham , on May 27th, when a pa senger and a was pa ed in 1896 as a resul t of t lee recommenda- agreement which was sanctioned by Parliament and
servant were killed. The other happened at E sholt tions of a commit tee appointed in the preceding year. received the R oyal Asl' ent on August 1st. On March
.Junction, where five pas enger:i Jogt their lives. H ow the h opes of those who looked t o light rl:l.ilways 21 t the Great Central opened its line from NottingIrregulat· hlock working at Bish opsgate on June 14th to asHisli agriculture, for instance. have failed to be ham to Quainton-road, a distance of 91! miles, whence,
caused a. collision, which killed four passengers, and realil'!ecl may be judged ftoom the following quotation b y running over the Mekopolitan to Canfield-place,
ten were killed on November 2nd in a collision at from a leading article in THF: ENOrNEER of • eptember it entered its own termi nus at Marylebone. F omThit·sk , when an up Scotch train was accepted although 1st, 1922 :- " In 1896 the L ig ht R ailway Commis- teen pa~sengers were killed in train a ccidents dming
sioners dealt with 256 applications for 2656 miles a nd the year.
1t goods train occupied the line.
I n ea ch of three cac;P-s one pa.'3senger loc;L
The principal local legislat.ion of the ~'E' ar was t.he nn estimated expenditure of eighteen million. in less hil'l life and in each of three other accidents two Wf't'O
granting of powers to the London and :-iouth· \Vest ern than fout• years ; but during the next twenty odd killed. The worst accident involved five lives and
to ac·quire, as from N ovembet· l ~ t , the d ock. at years only 456 applications, proposing the con.c;truc- that was b y a collision in a dense fog at \Vivelsfield
tion of 2495 miles and an expenditme of twentyon D e<'ember 23rd .
Xoutham plon.
•
fou r million., were received. Of t he total of 7 12
The number of accidents to railway servant::; led
1893.- Rnilway char~es W<'t'e again much in appli<'a.tion.<; for the twenty-five years 4 2 wem apevidence during 1893, considerable di satisfaction pt·oved , 124 were rejected, !.l7 wet'e withdrawn, and to the appointment, in May, 1 99, of a. R oyal ComwAS bei n~ shown b y traderR "ith the revised rates 9 were defert·ecl. F rom ! he annual report, of t.he mis ion, 1wesided over by Lord James of H el'efot·cl.
The repOt't , Cd. 41 , re~ommenlled automatic couptnacle under the Acts of 1891 92, and another Select
'ommission for 10 18 we team t hat up to th a t. time lingR, eithet·-side b rake..,, the abolition of " pt·op Commit.tee WRS appointed in May. In the same session.
only 900 miles l1ad been c·onst.t·ucted. of whi ch 550 ping" wagons, the fitt.ing of p ower brakes on. all
as a t'(,'!Klilt of the report, pre:o;ented in June, I 892, of
wet·e light railways a;; us ually known , and iL is s ig- eng ines, b etter lighting or yat·d , cov ering in of rods
the H out'l'; of Duty Committee, the Railway Regulanificant that :325 of the 550 wer·e made b y rai lway and wires, a nd protecti on of p et·ma.nent way m en.
tion Act -56 & 57 Vi<'. , c. 29- which gave the Board
The ope•·ation of sig nals and p oints by power 0 11 tho
of Trade powet·,; to call for schedules as to h ours of companies. or the one million J>01 tnds at t he cli::;p osal
dut y of railway servants, waR passed. The only local of tho Commission for advances, only £203,000 hacl \VestinghoUJ e electro-pneumatic system wa.'i aclopte<l
Ac·t of note was that setting up the Mid land and then heen advanced ancl £ 17 ,000 promised." FurthC'r in the box opened at Bish opsgate in January, 1 99.
legislation in aiel of his h l'ailways was given by c. :34
1900.- In the Se~::;ion of 1900 p ower. were givon
Gt·eat Not·thenl Joint Committee. on the two c·omof
the
same
se~sion.
P
owet·s
were
g
iven
for
tho
panies taking over the Ea t~m and Midlands Rail way.
to the Great • 'ou them and \\' a~ tern to absorb the
a bsorption of the Cornwa ll Min<>,·al R ailway hy 1ho 'Vaterford and Central I relan<l and the 'Vat<'l'l'ot·d ,
The new lines and extensions o f existing lines (: t'ea~ \ \' estern.
'
L imerick an<l Western.
ht·ou~ht into u::;e during t he year included the
T he line ft•om H awat·clon flt·id ~e to Bidston wa-;
:-iorne important lines wet•e opened dUt·ing tho yettr.
:-it.nveloy 'I'own- Annesley, on .Januat·y 2nd, which t ook op ened on May 18th ; the .Lun arks hir·e a nd Dwnlau-ton
tho Manc·hester, :-iheffi elcl and Lincolnshire into ft om Pat·ti,..k t.o Du mbal't.on , Oc·~ob<.w l st; and tlto Jn<> luclNl am ongst them wero : -'rht~ City and :-iout.h
Nottingham; t.be Liverpool Overhead from Alexandra fi1·st po rt ion- from LinC'oln t.o Eclwinstow--of t.h () L ondon extension n orthwa t·ds from the Bol'ough t.o
1o H et·C'ulaneum , April 7t.h : 'J'resmer·&-Camelforcl, La n<·as hi t'<', D E"rbyshit·<' a n cl East Cousl on D<'N'Il1· Moot·gato on Februat'y 25th, and · southwal'ds from
,'tockwell t o Clapham on .July Jst; ."toats N est Augus t 14th. a nd ('amelforrl-·D elabole, 0 <'tober 18th : bet· l !'it h.
DonPgai- Kill ibeg;;, August 1 t h ; J{ illot·gl in-ValE~ntia.
Again, the number or pAsseng('t'S killed in railwav Eat·lswood, on April l st : :-iheflield DL'Strict. R ai lwav
Septfl mhot· 12th ; D or0-Chinley, November 6th ; accidflnts wa.~ only five. The mo:o~t. Rerious a,·cich-•n t, on May 2 1st; the Centml London on .Tuly 30th' :
the • pen Valley line from Huddei"Sfield t o Leed ~ an·l
Low 1\foot·- Pudsey, DeC'emher l ~o~t.
as r<'gards pE-rsonal dutni\~E", happened at L i t t.l<'
Again, t here were only t wo set·ious aC'c·ident s. '[' he By tham on )larc~h 7th , when two passenger;; lost t he fir. t Rtage from P atney and Ch ir ton t o \VeRL·
drivflt' of an excurs ion t.rain ft'om HlaC'kpool on the t hei t· .li vE's in ~ derailment. C'aused by a flagman, aftet' hury-of t he Great \YeRte•·n. quicker route to Taunton.
There. were two Rerious a N•idents dut·ing the yE" at·.
uight of .July Jst evidently reached thE> very s harp relay mg, hav mg been pt·ematut'cly withdrawn. Tho
c:urv o then exil'ting at P oulton sooner t.han b e ex- ~ ~ ?st. serious accident, re~ni'CII E'ss of t ho p ersonal At Cha r·mg Ct'OSR, Ul a.<~gow, on March 2 th, it•t•egu lat·
p ec·ted, and his tt·ain was derailed , c·MIHin,f! the d Aat,h tnjUJ'IPs. O<'C'III'red at Pl'eston on ,July l3t.h , when ono bl ock working caused a collision in which sevon pn,..,.
of two passenger.~ . On the 12th of Lhe fo llowing mont.h of t.he night. d own W est Coast. expt·osHes attempte<l to Ron.g ers wet'e killed , w hilst 1.ho , 'lough collision, in
1ho S})l'ing of an enS?ine tend et· broke at Llantl'issanL, take tho curve under li'is het'gal e Ht' id~Ye at, a.hout wh1ch five lives were lost, OCCltrt·ed on Jlllle 1ULh.
. tC'ad of th(' preset·ibed
"
nncl in tlto derailment which followE'CI thirteen r:o
o)
ml' Ies pet· I10Ul' ms
LO mi les The httt.et· wal'! m em orable because, in his ropOI'L
passengers were l<illed.
per hottt'. \Vhilst the tt·ain was wrc<·ked onl y ono t~let'Ntpo n , :-;it· Arthnr Yorko pointed out how obj ('(·ttonahle aut omatic train c·ontro l would be.
·
1 94.- The question of railway charges was la id paqseng-e•· was killed.
T ho sequel t o the L ord ,J ames R oyal Commis.., ion
to rest in J 894 by the Railway ancl Canal Tra ffic Act,
1 97. I n this year the L nnca.-;hire, Dorby;;h it·e and of 189.9 wa · the R ai h, ay Employment. (Prevention
!)7 & !) ViC'., c. 54. '1 he m a in feature of t his Act was East COEu;t , on )~arch t.h, completed i t ~ thE-n prothat even although an increa.qe in a. rate kept it within gra.mmo by . r·each.mg Chesttwfielcl. On July 19t h the of Aectdents) Act, 6:1 & 64, c. 27, w h ich is n otewort.h\•
the maxim11m , the increase could h e chaUenged nnd Avtemo.t·e dll'E'Ct lme was E"x tond<>d from ( 'al'l' Ht·idge in t.hat by i t the B oat'd of T l'ade wM empowerE"Ii.
woulrl have to be justified. I t is significant to n ote t~ Do.v tot.. an~l on NovembN· Jst Lhe Din ~wall Ancl unless 1he railway compa.nios C'O n v inced t he Railwtw
t.haL n oL until t.he changes brought about by the ~kyo was c·atTtfld on from ::-it.romo l<'<'l'ry t.o the K y lo and Uana.l Commi s~i on of tho unt·ea!>onabl enA~o;s (;r
R n.ilways Act--a. periou of n ead y t.hit·t.y yearf.-was of Looh ttl :~h. The only n<·cidC'n t demanding mention ~u ch act.ion, t.o ordC'I· n. rR.ihvRy company t.o 11~-<0 01'
C<'nqo t o use a n y applinnl'o,
I ) M'.
J~ ~
l !>~4
TH E
67 ,)
gNU I N J1~E H
•
British Wire-drawing and Wireworking Machinery.
~o.
XIX
\IIS('I·.LJ.\:SEOL' S \ I \( '111::\Es.•
~o
fur iu tl11:. :-ene-. of nr t tclP-., l here ha,.~ been
de c nbcd m o:.t. of tlto princtpal Brithh machine-.
<'tJJployed in t ho \\ tr<• indu.stry of t hi >~ countn·.
There at·t•, hO\\ <'VI.)r, many factol'le:., :-.pectally rotuid
about Bimti niZham , , .. here \\ire i:. worked up into
u. h o:-.t. of u~eful 111'lides, b y means of quite
:-.pccial madtincry. l\Iany o f these indu ·tries have
hC'en built. up on the in genuity of some member
o f the !inn in clevi~ing a ppliances to produce
tho d osirc<l result, ancl only nat w·ally these })eoplo
do n ot a lways cat·o t o disclo::~e their methods. The
majority o f thC'so !!~pecial machines are, h owever,
very simple and comprise a series o f cam. opemtod
tools or fingers working in conjunc tion with f ormers,
r ound whic•h tho "ire is bent. ~omo of them also are
vct y old tlwre at'<' sti ll at \\c>1·k in Birmingham tho
machines whid1 \\ ero used to form the wir e shank"
of thC' Army butt o n ..., ut.ed dur·ing th<' C'rimea. \Yarhu t I it tlo u :-.1:' would b e sct·,·ed in describing the ·o
nuwhiut-s, ('\'t'n if the owner::~ were willing that it
~hou Id ho don<'. as their nppl ication ;.._ Ii mited. a n cl
<'V<'ry cn J!ill<'<'l' \\ill npprecmtl' that hy ar1·anging for
the mov<'mcnt of tlw tool" in :-.c v<>ra I plane", pnw·
t i<-ttlly any s lmpe of "If(' art i<·h• <·nn be pmdm·<'<L
There at·(', h o\\ ('\' C l', :-.cveral minCJr \\ ire-wor·k m "
"'
mttelune and muler 1\\ o paW, B B , which are prc:>:>cd
clo" n to gr1p at. by 111eaus o f tho le,·cr C, and a ~am
on the tl'lut. \ 't' r"<' :-.lutft D ttt the end of the maclune.
A~ :-.oon tts tlw \\ 1re ' " h eltl by the pacb, it is cut. oft
hy n 1Clol op emt t•d h~ a cam on the back end of tho
;;haft D.
The pnd-. 13 B tll'<' thcu m o v ed fon\ard h y tlw
r·am E. '' hl<'h b ear,., again t. a. roller on tlw ;;hdt)
c·a.tT)'Il\1-' I h e fulcrum of tho lc \'Ct' C. The cmbe<tueneo
i,.., tlmL the \\ in' ' at·e rolled on the ir O\\rl axe:; 11-"> they
move for\\ ani alon~ th<' table, and a -; they f.(O they
tnw<> l a c t·o:-.-; the fac·e'l of a pair of mills, ono of\\ hich
is s hown at. F in Fig. 149- the other is, of c·ollr:-.c•,
hiddNt hchirul tho machine. Thf'se milL" have' fih··
c·ut toot h. ;;imilnt' to those used in ordinary pin making,
and are dt·iven nt n. ve>ry high s p eed by belts from tlm
b o t.t o m s haft . The h earings of the mill:; aro fittt•d
in adjustnblo hraC'kets, so th11t they can be set to
::~u it the length o( pin b e ing made.
The angl(} at.
whic·h the wires are prc,.;Pnled lo the mill" i.-; :su<·h that.
the- a n ·is l<'f t hv
t ho c·ult ing-off t ools is r<'lnovcd a11c L
•
a hlunt c·oni<·ttl point is produced. There is, o f cour:.<',
noll<'<·cssity to ~ivt' the '' ii·es a fin<' point.
The• \\it'<'" <·ontinu<' to mll fon\ ard ancl finall y
drop ov<'l' the Nul o f tho tahl<' 011 t o ~uide,.;. At t111-.
m om t>nt the pluu$(cr c: 1" pulled d o\nl by the c r·a11k
on the e nd of till' bottom ... haft. A nib on tlw plung<•r
ong.lgC"~ the \\ II'C at the c·entJ·o and pulls it do'' n
b et\\('CI\ tlw two guide~. so that tho wire go<'-. do\\11 ·
\\ani " it h tho h\O t•nd-. pointing up and the' bN1cl
is ftll'lll<'d about. the l'otmdecl ftt<:o o f the nib. A plum
All tho::.o op el'lltiou d m·o l'ffct·tcll by m oatts of ca111s
ou t lto :-.mgle 1111\111 " ha ft nmning t\C'I'O"" the machine,
aiHl the pt<><''"<' fol'lu of the dip t-.naturally d ependent.
upon t h<.• :-.hapo o f the t.ool-1 und th~ ::.equem·o of theit·
o p <>ntt ion. Th<' n tt o of 1u·od11<·t io n is ,.;omo nine ty
cltp:-. per minute.
A t-irnplt• litt lt• Hltu-hiu<• fur mu<'h the :-am o JllU'J>O"t',
but \\hich is \\orked by hawl. is r<.>prc;;ented hy tho
engnwin g, l•'il-'. 1:) 1. In th i, ca:.c th<' principal forming
t ool is <·ntTied hy the vertical ;;p indle, rot11tcd by a
h a nd lc\'Cr tht·ough toothed g<>tu-:;. The "it·o is bent
b y this tool I'Otmd a fo 1·me~· fhed on the h ttsc, and a
s ubsidiat·y slide, \\ Orkecl by 11 cam on tho \'ertical
s pintllo provido.-; an o pportw1it.y fo t· making cOil\·
pomul bond-;. Sul'i1 o bjec·ts as skewet·s, butto n hookl:i
and so fort.h n1·e commonly produced on machines of
this t y pe whith are ma.do to hamlle wire up to so
la t·go a,._; No. 6 gu.ugc.
H All't·PIN )I AC lUNJ<;S.
Tlw actual o p eration of bE>nding hair-pin-; i:-: t'Ntlly
a. \'OI'Y simpl~ IIHttte1·, as it is e ffected by lllE'I·ely
pulling a.lcni(th of "ire by tho m iddlo bet"een two
::~top,.;, so that th<' t\\o endti a1·e fo lde d t ogetlt<>r, but
tho machine used fot· the purpose is of a. fair·ly compltc·ate<l nat uro, a it ha~ t o p<>rfonn several other
oper ations. That shown in l.<'ig. 149. which is capable
o f prochH'ing ::>om o ei~hty pins tt minute, is made by
)fto. K \\' hitc, o f R eddi tch .
'J'hc "iro i'l taker1 f1·om a. eoil on a"" ift nnd drt\\\ 11
t hmugh t\ ;;<' t. of peg,.., " h idt <·an he st•cn on the 1·igh I
•
•
FIG. 148- PAPER CLIP
MAKING MACHINE
E.
WHITE
FIG. 149
lllttdtirl<.'s :-.till to bt• tll-alt \uth, and they
N il\ he
"' the i llu-.tl'llt wn. l o :-t rlltgltt t•u Jt. The fc.•<.>d i:•
Hpproptlatc ly grouped t oget her. The 1ir t o f thclll i:- <•ffe<:tod b •v t.hc• Jo, c•r ,\ , \\ hich is driven oli the l)()lt om
illus lnlti\ o of tho b<.'nd111g PI'Ol'<.>-.:- ju-.e refct-n•d t u .
s httft o f tho m tw hint•, ttnd Ls :-.lo ttccl at the end :.o thal
}J ,\l'l•;lt
( ' l, li'S.
'J'l11· lll.u·lllll<' riJu.,tntll•d in Ft !!. I -I H. \\ h wh h h\•
)11·. E. \\'lut<·, o f H edtlit <·h, i,., " "l'd prima rtl,v f tll'
I I )
lllllliJIIg lho fullltfttH' <·lip-. u-.ed fo r holdiug ;;he<>t s o f
<·orre:-pondt•n<·t• l o!!el h<' l. n11d th al'lwn <·ttn lw
follcm<•d "ith liH• ll""l" tHIH'O o f the diagnun, Fig. l.'iU.
T hl' \\11'(' is dnt\\ll ofT n. :-o\\ift , lhrotu~h a :-.cl 11f
:- lnu~lrl.t•Jllll~ pc•gs. nnd llu·ou~h n t llllll<.'l <·11t t illg·llfl
•
dH•, hy n <'Hill II<'Ht' tlw dr1vi1tg pull<>~ , o u tho lt•fl ,
"l11d1 i~ not vc•t·y <·lc11.-ly visihk in tlw illustration.
(2
'l'lto \\n·e i ~ c·ut oft lo leng th a1Hl immedi11t!'ly t\\o <•f
IIH' slid<•:-., ~o~ccn in tbo <.'l'ntrc of tlto machiJH', d e~c·(• nd
uud hcml tho "ire into tho form shown in J. Fig. HiO,
rotu1d u. pair of pi'Ojel't iug p eg:'. The sec·ond o p cnt·
t ion is to lwnd tho lcft ·hand t'tl<l r o und again, by
m ean s of a h orizontally moving t ool, us s h o\Hl ut 2,
Fig. 150. 'J'Itis s lido then rec·eclc« and another uf tlto
(~
'C!'lteal too l" comes do" n t o mako the bend sho\\ u
h.'· 3. I n t ho intet·val, the peg on the left, rouwl
\\ludt tho \\ire was fiJ·st bent. htts, o f <·ourse, re<:ctlcd .
•\nother mo\'ement. o f the le ft h orizontal s lide pro thtt·<.s tho form a t ion ;;1.<>" n at 4 , u111l a s t-roke of the
t·o1t·c~ponding h ort:wnlul ,.,Jide on the right cont pl<'l es tho coi lmg of tlw c lip t o th<' l'hape t;h own at 5.
(4
ln some t·usc::. tho c lip l!'; then cou ...idcretl as be m~
<·omplctc, and tho peg~>, t ·ound "lm·h it ha" been
fonned, recede, bO that it may fall c·lear. The better
dass of clip·, h o\\ ever, ha' e the end of the fir:.t loop
(
)
bent slightly o ut of plane, to gtve the :,.bp a. free leud
T
l
on the edge o f tho paper, aud thi:. bend b effected. b)
a tran::;vcrtSel) moving ~hdo m the front o f tho ma.cluue,
FIG. 150 STAGES IN TH E MAKING OF PAPER CLIPS
\\ hich cun n o pluiuly seen in Fig. 148, antl "hich com·
plctos its l:ILI'Ok O ju.st. uoforo lho bt•nding pegs roloa:>O
t lto l<•ngth of \\ in• fl'd fot'\\ anl ttt caclt slroko <·on
tho clip.
h o ttll01·ed to s uit. tho kize of pin required. T ht'
s truightoned \\ il'o i::~ pro j ected across the table of tho
• No. X\'111. o.ppuared D ocoml>or 6th.
)
- -
HAIRPIN
MAKING
MACiliNE-E.
WHI'IE
thu-. fo rulc( l, hut no\\ adtl~ .... the) arc alnw:-l
1\ h \tl)'S 11\lldt.} \\ith <·rimps tll' \\11\'C-. to itl<'l'C!l.':IO thCil'
holding lli'OJWI t i<•,.,, 'l'h<•..,o t·rimp-. arc )H'O<ht(·cd 1)~
l\ pttit· of le\ e r,.,, om• of" hidt is ~hown at J I , thtlt ro<·k
fun\ ttrd l1Jl}li'OJH·itttel~ for111 <l t ool:; ut .} . Tht•..,<·
t<Jols pmc·h tht' \\ 1rc agttiu... t tlw cont>-.ptmdmgl~
fot·tuecl "'eh•-. nf t.lw hcncling ntb. The <·rimp-. \\ oulcl
l'I'I' H' tll tll(' t'OIIIl'lct ed piu from fulliug denr of llto
•
ltttii')Hil
1-.
•
flG . 151
BARD
BOWING
MACHINE
maclun''• ~o the hentlmg tool 1::. ~ul'anged to be H '·
tracted into the plw1gcr G when it has petfonnod ih
tuncttOn:o~, and for tht::. purpose a little trigger a:mounted on tho upright rod K, whtle tho ctuil und
l<'\'<'r :-.ec•11 JUs t bolow the letter D withdra\\ the t o ol
r o un<l wlH<.·h tho pill 1::. b ent . The pin::; a re tht'tl
freo t o full out. and1llo deh,·cred by the :-;hoot bclo'\.
•
FL.\TTE~l
c: \\'mE.
. The pr·oct•ss
!lttttoning ro\lncl "i1·o b) pu~Nng
1t. bet.wcou 11 pntr of roll:. would nppear to lho wliniti.
.or
1'H~
fi76
•
a led to lw tl \cry ~>i ll tpk• nutll <'r, hut. a s u. mu.Ue r of
fact. tL as H <liffi('ult op('t'ttlion l'<'CJllit·ing spedal
machtnOI'V.
An illustration o f I ho wire flattening
<lepadmt,·n L ut ~lossr::>. R y lancl'ti \Varriugton "orl<s
appottrocl o n pago 259 ante.
i\ plain pu.it· of rolls. geut·ed l ol.(oLh l'l' u11d n wunt.ed
in tt \'01') s uhs ltlntial h o u sing, iH u sod. tlnd tho w tre
is ll'd Uu·ough gu ides l o preven t it moving act'Ol'll:l
tho fu<·o of tho rolls. ln tho <·ttso of ::-.tMI wiro it is
lubri<·aled befo ro its pas,.;agC'. lt might b e thought
that. wct\1' o £ the roll::; <·ou ld b <' equaliRed b~· a llowing
tlw '' 1re t o t ravt'L ba<·k and forth a<·t·oss; them, hut
if it "t-rc nllowed to do so llw Aat tc n <.'d wiro would
ho "tlV\' and o u t of :-;hap<.'. lt. must thore £ore b <'
r igidly ~·on fined t o ono placo 011 t.h e rolls unti l t h e <·oi l
has bet'll <·ompleted, and it. is o nl y w h en tho faco o f
t.hc rolls hus '' 0 1'1\ thaL tho working pla<'O is alt.orod.
_gNUlNBEH
t ol-(<•lltt'r '' ith onlintu·~ s lr11igi.•L tooth ::-.pur "h<.'cls,
and if l h t,so gear::; are n o t mucluno t·ut and made vor~
lit·c·unllel)' an itTegular adion iH i1~pa.~·ted t o t.l~e r olls.
w hic h is relleeted in u11 iiTegulan Ly m the thwkno:-;s
o f t.h o wi re pro duced. J\1 ossJ's. At·mKtro n g h~vc, ho\\ ·
ovor, l'<.'ctmtly d esign<·d a p11-i r o f d o ublc-h e h cfl:l gc.tu:s
as s h O\\ 11 in Fig. X 4 whic·h O\'('I'!'Oli i<'S thas dlfl• ·
<· ull y. Ono o f t h o '' heels is of st e<.'l tmd l he other
bt·ot;zc, a nd tho centres t'tlll b o displaced consider·
abl y in tho \)rocC'ss o f aclju:;ting the •·oils fo r the
Lhicknc:-.s of t h<' "ire. '' hil<• maint aining <'ontinuo u::-.
t ooth c·ontac t , :-::o that a \'<'1') ' s m ooth m ovcm~nL ~s
givt~n to tho r olls, imd tho t hic·km•ss of tho \\ 11'0 JS
l<<'pt c·onstant.
0
'
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.
.
.
.
.
I
I
Tot.,/ .:onlacl oli
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I
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- .-----.1.'
I
I
'~
/•
I
'
.
l'fllxtmum workmg
..I
....
I
I'
•
/.. \ .I
I
I •
•
•
--
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centres
\
\
-
;t.
"'~Postt1on of Tooth at
I
'·
Cclltr D•stanct
J
.~ I \ \.
-r ..............
•··
FIG. 16~ DOUBLE
HELICAL
GEAR
F or tht::; r ca l)OH the dt·wn ou "hich the flatt ened
w iro is wou n d, is arranged to m ove s ideways, l;O that
tho wiro is w o und on evenly ilt."'lcad of tra vers ing
the wiro acroHs the d t•unL
Tho roll;; geuot·a lly u ::;od fo •· t his c las:-4 of work aro
6in. in diameter b y 2in. w ido, and aro made b y c·o tn ·
pat·ativoly fow engineering fi t·ms, among ·which S it·
\V. G. A rm s t.ron g, vVhitwot·th and ( 'o., of Open ·
l; htt\\ , Mun<·h ester, must h<' m <.'n l ioned.
Tho principal requirements <}f 1t sat isf acLOI'Y ro 11
Hl'l' us fo llows:
{l ) Tho r o ll inl{ s u1·faccs mus t lw
" gltt~s · h ttnl " nod of a miri'Ol'· liko finis h ; (2) t lwn•
11111s t Ill' 1111 c·n t i1·c nhsi' IIC<' of C'\ ('11 1 h e 111os l ll lllll lll'
FOR
WIRE
spr ing i~:~, of courHo, s ubsuqu c ntly c ut. up into t ho
required Jength ti.
.
.
. .
The p eculiarly ::-.hapod s prmg::-., '' tth n \Hust 111. l 1.10
centre and wide fhu·ocl on ch!, used by ~ 1ph? h:.Le1 01"•
a re made b y a r olling proces~:~. The w.n'e Jl'i passed
between three g r ooved rolls. soL nt, a s lagi~L a ng lo Lo
givo tho pitc h to the s pring. The contt·c r o l.J U:l '.u o nnLed
in tt s lide tl nd is m oved up and d own Lhts ~ ltd~ by 11.
<'l\lrl so that the c m ·va Lurc given t o tho wu·o JS l<•ss
al the b eginning and ond t.han it il'i at tho c·ent.ro <?f
tho ::-.pt·inp-. In :-.om o s h o p s the end o[ Lho wt r~ 1s
" knotted " r o w1d tho pt•t•vious turn by a mach•n.<•.
b ut m o re gen e rally thi" opot·at ion is <I on o hy l uw ~ l Il l
t\, s imple press, wbid1 firsL b onds lll~ tho en d at n g h L
nnl(l<'s a nd t.he n fo lds it ovor tho " 1rc.
]'lt1 N(: M AK lNt:.
'J'h<• 111111\llfU('( \11'0 uf coih•d :-~prin gs CUHHIIIIHlS Vl'I'Y
•
I h;c. I ~. I ~)24
•
FLATTENING
MACHINES
ltll'ge quanttties of wire, ami altho ug h the proces::; is
very ~:~imple, this series of a t'licles would b o incomple t••
wi tho ut s ome re ference to the s ubject.
Ono of the largest firm!'\ l>p ocialising in the produ C'·
t ion o f sp ring:; is H e rborL TetTy and Son s, of R ed ·
ditch , and the two v iews given in Figl'l. 153 and 154
woro taken in their ~:~h o ps. H olical springs aro coiled
on o Kimplo mandre l c huC'kcd in a lathe. The wire is
lod t.ht·ough a. g uide fixed in tho s lido rc>st and s lipped
und01· t\. s top on the nu md rol. T ho pitch of the <·oi I
i:-; det<•t·minc>d by t h o tn\\'t' l of the s lido 1'<'~ 1. "hic·lt is
lc•nd Sl' l'l' \\ : hut. in t lw <·tt:-1'
"tll'k<•d h\• 11n or·dimu ·v
•
of s pring .... i11 "hid • son tl' <·oils Hl'l' 111orc upcn I !tun the
v\' uu•;
~ ~ A'I"I'H I•:SS I•:<.;.
Tlto production of tho ('O IIIItiO il ''it'<' s pring umt I! '''~'~~'~
i11 voho::; tho collSUIIIJ>tion of H lt~rg<' ~~lll ouuL of In~) , .
c·lnsH :.toe! wire ov<'r.Y yoar , Httd il-l c·ai'I'ICd o ut ." Y <il~lt< ·
~· lurge number of firm s; but it. is tl p~·<·ll lu\r lhm~
l hat it is vct·y ditlk uiL t o I(Ol tu.ty Jll:t:n:-;e d c•t nt!"'. ~ "'
t 0 1 h e com.;t ruction of the muc huws IH\'Oived . I l11s
rctic·on ce is all the m o t·o l'Ollltlrkablo in view of tllo fac·Lt
1hat tho mechanis m involved is oxtr e m oly s implo
in p r inciple. The a rTan~C'mont can , h owever , b e do
sct·ibcd iu a ver y few wol'<k
'rho wire, whic h m us t inc·idc•nt.ally ltavo h ccn. d1·~" n
to t l•e e xact t.empe •· noc·ossnry , i ~; pus hod by apn 11· o f
fc•t•d rolls into a spin"llly (h olica lly) sh aped t unne l.
This t nnne l is fo rmed hy c·u t t.ing a groove ro und t~
s p indlo and s ut'I'Ounding h hy A- close ly ~tt.in~ ;;[povc .
Tlw sl~·ovo is free t o 1·ot a t <'. s o that the WII'C t!; •·ctan l<•d
M little a~:> p o:»ible, and tho e nd tht·w .. t on th~ s lc•cw<' i-;
sometime:; taken b v a hall wa~h o t·. Tho s pmd lc• tllul
;;)t•eve are hoth s;IITOIIIHlo<l h y a <·a~ing \\ hil"lt i~-;
bruugh l t o a flat t ape r so that it may p i'Oj<:r·t right.
np b~twc<'n the feccl rol1~ atul pn•vont, tlw '' tr<' fro 111
··~" P i ll in~{ " out 11;; ilt is puslu.•d fo~· ,, ani.
.
'l'ho pi td 1 of t h o spiral groov<• m the ~ ~Lnd lo :;(lu·t s
, ory s t eeply and is gru.dually reduced , .wtLh Lh o J'(IKUil
tt m t the ,, iro c•met'(.(CS from Lho d evace, commo nl y
k n O\\ n as a •· gir11ffe." i11 the form o f a rotaLin g s pin.d .
\\"hen :>ufficient s piral hali b oon made fo r the le ngl,h
of a ma.ttt·ess the feed is s t opped and the w ire c ut off,
gen e rall y by a tt·ead lo operated s h ear. ~o!ueti mcs
the feed is stopped b y tlll'owing off the d n v m g bell.
but in oth e 1· mac hu1<'s thc t" o feed •·oils are septHa.tc<l
so tlutt Lhov lo e theit· g t·ip on the wire.
Tile s p iral fo rmed is pt·ojecte d a lo ng a tablo h ohin<l
t h e mach ine, a.nd a >J soon tts it i::; c ut o ff ft·orn t h e :o>t.o c·k
it is pu lle d sideway~S by t.h o att en dant. T h en a not h o1·
s piral is made, a nd a s it;; oncl worms forward it m osh es
into th<' coi ls of t h o previo us s piral. The pt·ocol"s is
I'<'IH'tllt•d until suf'fiC'ie nL width ha.<; b een p ro duc·ed I o
llltlk<• o tnatlres.-;. Tlwn' tll"<' a few machincs in ' 'h ic·h
tl w t l'tliiHV<'I">'C fc>c>d o f tlw spin1ls i~ c ffN·l ecl nulo·
mnt ic·nlly, but they do n ot appcnr to b o vory p o pultLr
•
FI GS. 163 AND 164
:o.ptTk:,o or s<·r ulc h c::. on tho :,ul'fucc:-.; ( 3) a })1111" o f
roll:-. must bo ab::;olut clv
idenhcul 111 diameter wit hin
•
a ft'" t <'n t hou sandth::. o f an im·h , Ill'! they at·e geared
togellw•· p ost l ively b y equ al '' h eols; (4) t h e ro ll in g
~~~~·faces tnus t be' ab:~olute l y 1·i rcu lat· and con cent1·i<·
'' ith tho ~:~xc•s of rot11tion of Lh o !.ip indl&~; (5)
I ho r oll in$ s urfuces must maintain ::.tra.ight line con tac t..
lf con dition ( J ) is n ot fulfill<.'d, t.ho r olll:l will have
o n ly a t!liOrt lifo and soon bccomo ::;cored or g rooved .
In the case o f condition (2 ) the p resen ce o f a minute
~ pec k or <·avity on the ::.urfaco m oans that a con ·e::.·
ponding ~l ight projection o r po111t "ill be rai::;ed Oil
tho surf~tco o f the ''ire, and thi~; is fatal. If con ·
d ition s (3) and (4 ) a 1·o n ot fuJflllc<l, the ro lls "i ll
}) rodu<·o ' ' i1·o of n w y ing llti<·kn c•;;s. D oviation ft·om
condit iou (5) n •sul1 s in'' ir<' of itTCj.!lllnr sectio n .
l n many fa ctories t ho pairs of rolls are geared
SPRING COJ LIN G SHOPS
OF
BERBERT
TERRY
AND
oth ers, speciRlly :-.hapc<l gca•· whet•l:, arc u.scd iu tlto
t rain of geat'l3 chi v ing l he leucl H T O\\. H eavy ~twi ngs
arc gcn et·ally made individually a u d cut o ff on o at~ a
time ; but Hg hte r ~or·tK two often made lievel'lll
logcLh ot· unci sep arut<>d uftol"\va nls. J n eit.her cuso
t h o end:> of the ::;prings havo oft e n to b o g 1·olmd t o make
Lh om ::;qua1·e with tho nxi~:~, and thi::; g rinding is d on e
by h und o n faco wheel~S.
~ome lig ht sprin~ 9.1"0 r oqu ired in s uc h large qunn·
LiLies t hat the method just del.icribed w ould be> t oo
s low and an overhung mandrel il> then u sed. Ttle wire
is coiled o n at the h eadl.it ock end , and when the
man drel i::. filled the spring is roloased and pu~hed o ff
into a pipe. The winding is <:ont mued and a ::.pring il)
t h us pt·od u c:cd which tn8 } b o 150ft. o r so lon g. T ho
pi po "hi<·h acconunodut C's the c·omplctccl purl of t h o
s p r ing is gonor a lly led h<' low t.lto fl oor a n d may muko
a complot o circuit o f t ho s h op bolow tho boards . T h e
SONS
un ac·<·o unl <A l hc g rl•ul \"ut·icty of :,izc:. o f Jtullt re:-s
rcquit·ed by tho lt·ad e ttnd lho consequent n cccs....lty
for a djusting t h e mct·hani:-.m.
lt is common fo r each s p iral t o bo form ed b y more~
t l1un one wire a nd l hNI t h ~ gt'(lOV<'s in t h o s pind le u nci
feed r o ll::; have. n atumll~ . lo ho (·orros poudingl~
enlarged . Up to within quite roceut t imes iL hul:! boe11
Lho pntetice to provido Lho extra a ccommodation fot·
adcliti o n~tl wit·es b y wideni n g Lho gt·ooves in tho feed
ro lls ; but the al'l'ungemenL had the objection that
even the s lig htest variation in the gauge of tho wires
re~u lt ed in one or tho othor n ot b oing gripped proper!~
and fed fon' ani. )lr. H orman K e rshaw . of Lin•t ·
sedge, York:, .. ha:-., h o\\ 0\(H". overcome the ditlicult~
b y the simple exp edient o f pilin g the '' ires, on e on till'
top o f tho o the r , in d<•t•p g t·oov('s. Then n o t onl y
d ocs tho lu,w o f a.vtWUf.t<.'S lwlp mttltc rs, but the wit't''i
grip ono anoth er and con ::;o{luontly all arc p ositively
,
•
IJ t.: ·. l ~~ L9~4
TH~
fed forward. ln<:idcnhtUy it i~:> u otoworll1y lhat the
nuwufacturo of thc:;e feed rolb i)o, a hig hly skilled twt ,
a s tbeit· condition s of t.et·vice arc very severe.
By d evelopin~ tho principle of the "giraffe " in the
"ay of vat·ying the <:ross·sectional sht~.pe of the s pindlo
und lo(iving it a pos itive rotary drive, the form of tho
Kpintl 111ay bo ltd apted to a vtu·iet.y of ptu·poses, ~;; ucl1 ,
for i n~ tarwc. tl.s tho produ ct ion o f the flat m eshed
fen cing w hi<·h looks mther liko a "ir·o door mat, but.
tltl' majo1·ity of t he m achin es u~od in that indu..;;tt·y
tu •c o f <.:('t'llllll\ o r igin and con~cq u ent ly do n ot co111e
under our J)['Cscnt p tu·view.
Internal Combustion Marine
E ngine Trials.
I ~:-i'l ' l ' l' U'J'JO ~ U 1•' .MB(' ILA ~ l <', \1 , J.:~ta N I~ E 1{:-i
( ~O in' fl . \\' E TJo; l{ ~ BHAN<: II ).
.\ Tu lltccliug of the Nort h - Wet~t~m H nl.llch of the
J n ,.t itution of Mechanical Engi n een;, h e ld on ThUt'li·
day, D c<·ember 4th. tho .First. R epo1·t o f t h e Marin e
Oil Bng ino T t·ia ll'> Committee, which was road in
L ondon on N ovember 21st, was pro ·cnted by MJ.'.
:-\. B . Freeman . A written communicat.ion by 1\lr.
Cha...,. Day was read by t h e h on . socr·eta1·y. Mr. D ay
:,~ttitl l10 noted fr-om the partic ular!'! given that tho fuel
o il u::sNI was of ver y excelle n t. q ualit.y and had a good
t·alo t·ifk vnluc ; it was t.h erefot·o in every r esp ect an
oil "it h '"hicll good fue l coru;um_ptions m ight b e
obtttincd. But it wa.;; to b e r·cgretted that the t~e1·ies
of test::~ for any given t ontuo wa."! mado over
)o,m ·h t~ limited range, a.-; ~hown in Fig. 20 o f tho
papel'. l •'or instanc<'. the t <'>~t at full ·p ccd ''a"
lituited to full torque.
W ith land en gin es w hich
•·un at tt con ::.-tan t ·p ecd it \Ht."', of cow'l!e, n ecessary
t o tako t ests from zero up to full torque ltt full
::speed . Had that b een d one in tho p re en t caso
comparison ;; with land e ngines could have b een
very full y made. The indicato 1· diagrams showed
t h at the fue l settings h ad b een inten t ionally made
to g ive a r ise o £ pressure d uring combustion, and in
T est A . 15 th at rise w as given as from 461 lb. t o
606 lb . per squ are inc h . A rise of pressw·e su ch as
that. ''a very be n eficial' fro m tho point of v iew o f
fue l ceon omy, but it meant that all parts o f t he e ngine
mui>t be mado much h eavier than if the rise of pre ·suro
wer·o avoided. The outlet temperature of t h e cooling
w ater a.t full load was abou t J 28 deg. Fah. That
hjg h t emperature was favo m·ablo ft·om t h e. p o int of
view of fuel consumption , but with certain watet'S
wa...,; liable t o cause d eposits in water jack e ts. The
inle1·est of tho thermal balnnco ~h oet would b e
i n<:t'l•ast•d if t lto figm·e::; we1·o ex pre>~~C'd tt." p er·ceut ugcs.
Tho _pC'I'CNtl ttg <'l:> for 1\•,.,l A . I :, '' ul'kl·d o ut app1·ox i ·
Jnttlt•ly as fo iiO\\ s : llrttko hol'l>O·powcr
( 'tuuprcs~or
J•'ru·t tOn
.J1\C'ki.'I H
~lnntrohJ
..
..
..
•
..
..
• •
••
• •
•
•
f>i~l 011>'
.\ir ('OiliJll'l'>~~or jt\<:kOI >'
l•:, h t\IH'It
••
..
• •
• •
..
• •
~·en t.
. . .. 31..
..
.. .. ·>
.. •
. . .. . .
• •
ll c~d" • •
l'or
• •
..
• •
• •
• •
• •
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•
•
• •
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..
•
•
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JI 1
HI
t
:~s
3
·>
2-l
2!
-
l\Jr. U y l'llo said it would bo n o titcd t h at a very ltiKh
rmtxiuwm pressure wtt."i obt ain ed on T est. l G, namely,
ti06 lb. p e r t~quaro inch . B e fore that the max immn
pre~u ro had been abo\tt 5 90 lb., and it. h ad been fo und
tlt ut t h e fue l coru;u.mption thN\ was v e1·y b i~h­
abo ut . 45 lb. p e r brake hon:.e-power . P e rmi ·ion
ltad been obtained from tho l M titutio n of ;)lechanical
l~ugin eet·s t o raise the p r esstu·o. und t h e res ult wa.'! that
the fuel c onsumption immediate ly fell to . 425 lb.
A c tua lly the i'ycamot·e wa~ n ow running at about.
550 lb. nulxiJl)um IJr e. s w ·o. It wou ld bo n oticed t h ut
1 h e tna<"hinery w eigh t and t h o general s p ecification of
the :-\ycam o t·o were very Ku bs tan t ial. His fit·m had
mude ccr·tain that the t'E•Iiabili ty o f those fi rst. two
Vt'""<'ls s h o uld b e t~.b:-.ol ut c l y untt.~"ailabl c.
With
t'\•gard to t ho had fue l con,..,umption. the muke rs ht~.d
t t'if'd to low(•r it. Th<'y h t~.d h·ied a ll ."'lll'l~ of t hi11gs :
C'ltu ll.f(t'd pi."'t o n r·i 11.1(1', ."~lucke ned he~u·ings. tHid a lle n •d
the fttf' l val ve>~. hut tlwv
c·cHtld not wi th lo " muxiHHtlll
•
pre..,btll't•s rt.>dtH·t· tit<• ht<•l Ctllt.."::tllltptio ll below that
:-.ho" 11 • 4;U;. Thc·y lend n o" t ricd fou r· c ugi n es of
that I,\ po ami wore t'o n v itwod t h at lhtet.. wtts t.h o fu t>l
t·onxtllnpt io n of t h o e ngin e. l nt·id onhtlly. lh tll'O were
ut h er builc.Jcn; on tlto North - J~a~t 'oru:.t w h o had
though t that, they got . 4 3 1, bul actua lly foLmd that
t hey got lc:;s when t h ey u nalyscc.J very carefully.
Tho mah.cr'li had ·t arted t h e:.o engi n e.-; w ith a lapped
form o f pi)o,ton ring, and tho ught t h ey C'ould improve
mall<'r-::. b~· h aving diagonal j oin t..<;, but they had
obtuin<'cl n o b<'t t er t·e:-.ult s. They h ad , h o" evot·,
obtuin ctlno " o t-so result s. 'l'hl',\ f(lund out th t~t they
hud tu !tu',. til l U111pll' tl ~lltl t·lt•tt t'IUH' of f ho l'i.n15.
They lu rd al~u fotutd that it tlulnot t·call.) mt.Llter wht.Lt
J•)lllt they h ad. ; they could not get a t~crap of differ~>nce in the fuel com.umption . They gave t h e ring
ttbo ut 4000th::; inch clearance. The , 'ycamore had
t·omplot ed t wo r ound trip ::.- t.L drbtau ce of ubout 2500
HHieh- and the fuel couswupt ion "a::. 1 1 ~ ton.;;. T he
fue l con ::.wnpt ion o f t he mam c ng m es was c::-..act ly
us 1t wah in the ~hop~. a nd that "u,., " it h a fully
loaded ~-ohip.
Pro fc ... )o,or :-itoncy mado compat·i,.,ons of the I'C$ lllt "
obtained ftoom the 'ycamoro "ith tests of a linor o f
16, 400 t o m;, 17 knots, and 12,500 horse-_power with
ENGl
677
EER
doublo-geured tw·bino...,;. The ::.let\111 tn·e::....,m·o " a-.
220 lb. and the s uperh eat "as 100 d cg. Fah. -about.
n ot·tmtl. , 'h e t ook 10. Ori lb. of st<'lttn p e r :;haft h ortiep ower und . 876 lb. o f o il. The oil had a (~alorific v a luo
of Hl,OOO B.Th.U. 'fho ovel'tl.IL e ffic ien cy of the
ltu·bincs was on.ly 67 pet· cent. a n d of lho b oiler s onl y
157 pflr cont.. '\' hat wore t h o t·casou s of that ? lr'it·st ,
t h ey had only a vacuum of 28. :}in. with a ."'ea. t.empet·u·
t ut·o o f 57 deg. On lantl, "ith that. wt.Lte t· tempe ru ·
tw·o, t hey s h o uld get 2 '. 9in .. anc.J Profes:;or S t o n ey
tho ug h t that if t h ey had not tho very wasteful ~ t et~.m ­
dl'iven t\u x iliar·ies which wea·o gen erally fotm cl on
boanl, and had e lectrically dt·ivcm auxi liaries, they
should get, 7:J per cent. ut..;toad of (i7 p e l' <'ent . 'fhe ro
\\' 8." a l"'o no l'ea,;on why 1 h o ~o~upot·heat ."'hould not be
nti."'<'U l o 200 deg. Tbat would rodut·o t h o c·otu;u mp liotl of oil u1. tl1e boilers Lo . 73 lb. At sea , by pt'OlH~t·
ltt'l'ttngom •nt.s, they sh o uld got b o ilors o f 80 p e r cont.
officioncy. '!'hut would t'E'duto l !to oil por shaft h o t-sopower lo . 6 1 lb. A notltN· t hiug wa:; inte nuedinte
food h eating: that Kh ou ld, in fact., l ako off unothe t·
5 pet· cent. , w h ich "ould mnko tho oil p e t· s haft hot">~C·
powe1· . :38 lb., compared" ith . !).") lb. o n the. 'yca.rooro.
That \\'1:\"i t o say, that a st eam im1talla t ion p 1·op el'ly
put in would have on.ly 5 per· ccn.t. more o il con s umptio n than the l:)ycarnore. Tlto woights on b oar·d
t.h e Sycamot·o wer o very largo. Tho t o tal amounted
to undot· 3 h o t·so-p ower p er ton . A very rn u ch b et.tcr
figur·o could b e secu1·od wiLh s uitably comit,·u<·l od
marino ongi.n es and boi let·~, a nd Pro fe."'SOL' Stoney
wru:; of o pinion that if the oxtra weight:; neces~at·y
woro e mployed. to got real economy, r e nlt.s cou ld be
attained by a s team i.Ju<tallation , ·cr y do o to thO."'O
obtain ed o n the , 'n·am
o •·c .
•
M t·. Orlon . refol'l'in g t o tlto high maximum IH'e,.;m ·c,
said t.ht~.t. it had alway:; bcf'n taken u1 Diesel en gine
prac t ico that no in<·r·ctt."io of pi'C:-Hltt'O occtut-ed dm·i.n g
combustion , and that <:ondition had always b een
thoug ht idea I. Dtu-ing t.lto la~ t fow years , h owever·,
t.here ~:~eemed to havo b oon a t enden cy to t ry to get,
UlC1'08SOO m axitnunl presSUI'O frOtll the b egum ing Of
co mbU~:~tion, a u d t h ere was no d o ubt at a ll that d o ing
t hat did bru1g d own the fuel constunption. In that
part icular ea ·e to which ~k B y rne had r e ferred, he
(Mr. O rton) tho ug ht that it would have been bet,u:n·
to havo the compression pressure hig h e r . H e n o t iced
it wa rather lower than that W!ually adopted o n
n o r·mal Die ·el e ngine ·. lf they were going t o h ave
higher pressurl* at a ll . w hy n ot put t h em on to com p t·ession Y In that way they cou ld get equally good
fue l consump t ions. A p oint o f interest about the
diagl'am fo r fuel constunptions was that the lin e o f
fue l consumption p er indicated horse-power had a.
v ery con sider·able cul'lnp at tho low torque en d. T h at
wa.-; r a t.h e r· c m·iow;. D iesel t'ngi nc~ o n land wit.h fue l
c·mt.."i\llllption tt n d low load,., p er indicated h o t·sc- p u" <'~'
wtwo u lways
b t.t e t· thttn tll h igh lot\C~ owing t o \'l'ry
•
m m·h g t·t~t~.t cr CXt'Css of ox.' g('n a ml h otle t· c·ondit io ns
fo r comhu~t ion.
i\lt·. \\'t·igh t Baker said there \Ill" o n e m ctt.-..Ltr'('tllt•nt
lto w o u ld lik<' to query, and tht~.t wa.o; the m ca;;m •etlle nt
of the t'x haus t g ns tcmp<'mturo.
In sOiliO cxpcri mt> nt ~ on p etro l engine~ fi ll<•d '""it h t he rmo-<·ou pies
und wit.lt exh aust gal-! columt\ t h o oxh aw;t gas cohmm
t\ lwHys gave ex haust ga." lontptwt~. t\ u ·es hig h o•· tltun
t.hoso given by t h e t..h erii \O·(·ouplo. At. the samo t.ime,
whet\ the exh aust gas column sh owed the tempera·
tlii'C t o bo f a lJ utg. t ho lltt'rmO· ·oup)e ."~ho wed 1 h e
l e mJJoratu re t o b o ris ing. H o did n o t know whetlrl'J'
thor·o wel'o a n y similar <·omparat ivc results on u
lar·get· e ngine, but it would b o interestu\g to know.
1\f r·. B evan said that the mechanic·al efli<·ic.>m·y
whic h on o would expect ft·om t.he nmning down t c-..t
wou ld b o highe r than the n ormal. because in the
cylinclN' in whic h t.lto fu e l was n ot injected t.ho <'0111 ·
preRsion pt·es~ uro w o uld s till b o act,ing on the l o p of
tho pis t on , and a <·et·tain amount o f indi<:ntot· wNk
wou ld b o d o ne by that <·mnprossed ai t·. thus lcadin ~
to a higher m e('hanical c ffi c·ictl<'.\' t hnn fo r thc en~in e
nm nin~ unde r n o rmal con dition..,, That fact in dicated
that t h o indic·atcd t ltermal c fli<·i<>n<·y os given fot· m o:-t
o f the t r· ial ~ fron• lite t\Ot'rllal in di<·atm· d ingt·ant-. \\ t\'4
loo high . nntl po inted to tltt• ft~.l'l tltttt l h c indic·N i tll'
g<'llt' \HI S n ot of the h<':-t. If t lw ligun·~ "t't'<' t t\kcn
a~ gtV<'Il. !):J lb. l'er ~<ptan · itll'lt fot' t lw n o rma l ittcli ·
<·at cn· gNll' and 11) 1 lh. pc·•· )o,lf\IUI'<' in<"h fo r tit<.' tlllll'l'
C'lahol'tlt l' get~.r. and " (' I'O t·ompnrC'd "ith lh o~c fell'
T rittl I (;, t ho c·otTCC'tion . tnk in$( into lll'l'Ott llt th<' H O\\
gct.Lr , " o uld bring tho figure to nho ut 911 lb. )10 1' squtll'('
iu('h , ttnd givo a m echunil·ul o fli<·ict w~· o f 73. fi u)o,
agttin)o,l 7!) . , 73.5 comparing voty well with tho
73 . 2 obt a ined by the cutting-out t est.
l\lr. Har r itlon, speaking of the relati ve mCJ·it:; of the
common s uppl y sy::.t em and the i.J1de pendent pwnp
~ystem , )o,aid t h at undo ubtedly the Ru cce ful w o rkinsz
o f t h o mutt.i-cylin clt> t' 111'11' y oi l <'ngin e d epended
t.o n o " mall d E'gre<' o n the t•n:-t' "it h "hi<·h t h o aotowtt
o f fuel t·ould b <' di"'t t·ibut l'd t o t ho vurio us tyli11d er::;,
1:!0 that t h e p ower deve loped in Oli.Ch cy linder b o re
a cor toct relation to tho total powel' develop ed by
the engine, but his e xpe rien ce was that the common
t~ u p ply syst em lent itself much more readily t o t hat
dis tribution than the independent pump ::;yst em . H o
had been fortunate enough t o take t o ~et.L o n o o f the
fir t boat · that was ever fitted with the common
s uppl y t.ysl cm. That b oat's ongmc:) wore made "ilh
a pump of s uffi<:iont C'apa<·ity t o )o,u pply to the engine
ubout dou ble tho amo unt of fuel that. it. "ould over
rcquit·o, and the s urplu )o, fu ('l "a-; nllowod to d i~c hat·go.
whilAt. the r e lief valvo disch arged tho pressure. That.
u mb::.t. tmforlunli.lo an·llngollleul , and g a vo Nil ~ ·
thing but 'ati...,fadion . _Tho pr·c....... u t·o ~u<'l uated :-.o
mu<'h that mo>~l tur..-..att)o,fa c t.o t·y ruruung rc..,ulted.
But w h en that d ifficulty had been o vercom e tho
eng ines in ser vico pt·ovcd the tm;elve,; to be o f t.hcf b :-.t
ty p o that was e ve•· put into a ;;uhn1al'iue, and all bot~.f "
that wer e fitted the n wi th iudependent l>liiiiJ>S w e •·o
Lo som e oxt en t con verted. H e did n o t think thcro
wa,; any quE'>~tion a;; t o w h idt )o,y/'lt c n~ w8.tl tl~ o l~ctt c r
on o in practiec- it Wtt."i so muc h c~ ter to dt.Htt·thuto
t h o power equally b etw een tho variow; cylindon;.
\Ill..'>
Australian Engineering Notes.
I N n •ply t o a quo.~tion in thtl Vidor·ian ~'ad iu.r uu ut ,
lho )lini~<t ot· for \\'at er· Supply ~<aid t.hat t ho c,t.tutl\tod c·o"'t.
of making a vailable at. tho ~uga rloaf \\'eir, _o n tho c:o ul ·
l.mr11 River, a uni t, of 300,000 a<'t"O·fe(IL c·apa.cll )', ~ ottld ho
.l: l ,2UO,OOO, but. that that ~;um indurled much \\OI'k COli ·
nO<'t ed "ith the ~ooecoll(l unit. A~oo~>wning that. by MX:on d
tUiit ''"'" mea.nt a t>l oral-(O with all additional (·apa.crt y of
UOO.OOO t\C're.fcet , tho adrl•t ionnl co... t wottld ho ahcmt
£1 ,:mo,ooo.
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'l'.tn: WarTuarobool (\'ictoria) Cit y Eng ineer h~ p •·epMcd
a rt'pO rt. on the pro po~<al to pro,·ido a dock ha r bour by
<h odg inJ.( out Lake P<.'rt obc. PrE~I imitHWY 01<1 imnt e>. ~ivor•
t'<.'c·cntly to the Out«"•' Port>~ C'omm il'~<ion put tho I'O>~t of
the work a t. bot.weon .l: I :;o,ooo tt.nd £2.j0,000.
Cairn.8 (Quoonshmd) H srbour Hoa rd re<:e ~ttly plsc·cll
beforo the , tale Premier a plan for w harf a.ml port.
impro,·enu•nt$ at 'airnt;. 'J'ho plan ernbra.co'' lho <·on "'l r u('t ion of an addit ions! l liOft. of con<·roto "ha ..r a t t~
c·o.,t of ahout .£6.>.000 , snd t ho n x:lamation a11d re:-.wnpt io n
of "" amp la ncL" at a c·o:-.t of nbout .l: 141.000. Tho JII'Oll<'"ul
is being <'On ... ider<.'<L
'l'Jtt-:
'f H t-: llrisbt~ono
(Quoons lu.ml) <Jout.ml 'l'elephollo E~ch.u.ngo
is to be con verted into t.ho o.utoma.t.ic ~:~y... t ern. Tho equip ment, Lo bo insta lled , will cost. a bout. .C44-7,Gi0.
New South Wo.IOI! P ublic \ Vorks D epartment ts
inquiring into the proposa l t.o construct. two bridges ac ro~oo..,
the Richmond River at a. t otal cost of .£73,0 00. Ono
bridge, it is proposed. will be built, at L ismore a.t a. <:o.,t o[
.£35,000 a.nd the other a t Woodburn at a <'OSt of £3 ,0 00 .
'l'H t-:
M~-:s RS.
GABLICK AND JACKMAN, of Adela ide, ha' o
secured a. cont1·act. t o build a new ra ilway station at
Adelaide at a proposed cost of £250,000. The station will
comprise Lhree floors, and it, i!! stat.od that when complete<!
it will constitute tho 11\0I!t. modem railway building in
Australia .
A t> ambit iou.« sd \omo to <·on ne<· I. H obtu·t with the \\\• ... t,
t'o•l~t minerstl ti~ldl' or 'l'a..,mania hy mean.>< of an oloct• t t•
ra il"ay wa.~ outlin<:'d •·ocently hy Mr. A. H . A.«hbolt , <'' ·
.\ $:ent ·C:enl'lral fot· 'fu....,m \Il ia. lt i.; propo"'ed thnt . t~t t lto
lfohart e nd, tho lino ~">h o u.lcl 1-'I ML from ( :te nonl. antl thut
t ho "l''ilcrn t ermi.tttU> t< honld boat Ho"ebcry. That." oul tl
he in the hen rt of the potential mineral region o£ tho \Vc.,t,
Coa~t. and in the ,-ery ~opot "hero t he n\Ol>l importan t part,
of tho de,·olopment or the fut tu·e of the great ZU\C', lead,
and ~<tllphide branch of the mining indw<try of tho f;tst o
would take place. The •·ail way, when c·on...,tt·tldod. wuuld h o
140 m iles in lengt h , and tho <·apilt\ lrcquirecl would ho n ot.
loss than .£ l ,OOO.OOO.
TH t; T~u nco:;ton ('l'o'< mt\1\ ia ) l\(arinl.' Boa.l'(l i:s couhillc•··
in~ the provil'ion of a. dr:.• dock a.t Launce::.ton to t aku
vessel u p to :l.)()ft . in lon~ t h . Tho eng-ineer has reiJOrtcfl
favourably on the propo:;al. The d ock. which will probahly
boor roncrl't o, is o.«timat od t o ro-:t from £.>0.1l(I(J to ti ii, OIIII.
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BIG RAILWAY DEVELOPMENT IN SOUTHEAST AFRICA.
Owwo to the lack of a. bridge a cross the Zambo:-.i
R iver, the railway journey from B eira to Blantyre take~
about two days-the distance being 350 miles- and pa~­
sengers sp end the night on the ferry boat, which hs..,
cabin and saloon a.ccommodat ion. \ Vhon the proposecl
bridge over t h e r iver at. • eua ltas been built it ::.houltl
oa.~:~ily be possible, according to the S A . M inimt oml
Engineering J ournol. t o trOo\'Cl from the p ort to Blnnt~ fl'
or vice versa in le 1:1 than 2 1 h ours a rcductiou of .ill pr •·
cont. on the present timing. A point \\Orth not iug abo ut
t he r ollin g stock u sed on this southern section o f tho trunk
route from Beira to Nyasa.land is that the ·• Garratt. "
type articulated engines are used. .\n extension o f thtl
railway from Bbmty ro t,o the south end of L a ke Ny&&t ,
about. 140 milel!, will complete the trunk rou t.o from lloim
t o tho southerrunost of the great. African lakes. .\nothl'r
ro.ilwlly project in cotmection with the B eira- N yl\h8land
route is the construction o f a branch o f 115 ruileb from
near Chiromo to the .Benga colliery , near Tete, which will
give a through line 385 miles long from the coalfield to
lloira. It. is hoped to d evelop a coal traffic o r 750,000
t.or\.11 per annum within a few yeal'li of the completion
of the b ridge and tho coal brsJw h . B eira. is much u earer·
to East Africa and Al!iatic markets for coal than either
Lourenoo Marques or Durban, so t hat., provided the coal
is of good quality, there are excellent prospect s of develop .
ing o. large export t rade, while bunkering requirements
at lleit·a and t.he needs of t.ho Beir~-Nyasaland r ailways,
wltiC'h uow u::.o \voud [ uol, will ~b.>ol'b largo qWlntttlos of
Zarobu:.~ coal.
Tm; \\' ebh Htghlallll Rath' a y. wllll:h is a rc~:onl umu.\~u ·
11\t~t ion of new and old hnc ... tn the Xnowdon d '"t ril'l . \HII
('<'6~0 t o Ct\rry pu.-.M'ngN· trnflit•, nt all e'cntl:l for tho '~'"t or
mo11t h ... to-morro". 1 h<' 131h. Th<' n0w line. op enC'd in
J uno, l923, h a.s not paid.
I
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G7 H
A New Centrifugal Pump.
A l>EW form of centnfugal pmup, which is prmumly
mtended f01· handling liquids hc~wily charged with solid
matter, ::.urh :-:os ~:;e" age, has t•ecently been brought out by
the \Vallwin Company. of Ralti..ford Ironworks, Warwick.
This pump, of which \\'\) gi,·e an illustration with the
suction cover removed, is of the ~:;ingle inlet type w;th an
o\·erhung impellN·. Tho impellcr is quite distin<·ti,·o and
•
THE
WALLWIN
CENTRIFUGAL PIJMP
lm,... t~- ..,lugle \ 't\Jie of tlw foJJn ~>hvWH iu tlto t.•ugraviug. 1l
i>- of the ~rune width l:ll:l the ch..:..meter of the t>uction branC'h,
;.o that ~:my I:!Ol&d S\lb,...hmce which c·aH pa 't> the suction inlet
<·an al::.o go throu~h the impeiJer. The inlet i:!, of course.
in the cent re of ll1e cas11lg, opposite the ~;weeping cun·e of
the impellot· \ 't\1\(1.
ln order to minimi,..o the liubilit) for !-(rit to get. into the
stuffing-box and ;,core the shaft, a deep helical groove i::.
c·ut in the bot>::! of the impeller and by producing t\ eoru,iant
flow away from the ::.tuffiJlg· box tmck::~ away the grit. As
l'ln added precaution the shaft. is protectE:d by a phosphorbronze sleeve, which is forced up against a shoulder on
the shaft when the impeller is screwed on. The thread on
1 he shaft iK left-handed, of fairly coarse pitch, nnd es the
impeller rotates clocb.wi::.e it always tends to tighten itt>elf
on the shaft. It is, nevertheless, a comparatively simple
matter to remove the impeller for the renewal of the
bronze t>leeve. T he end thrust on the shaft is taken by a.
btlll Wt\sher, while the bearings a.r.e ring lubricated.
It might be thought. that such a. pump would be very
extravagant. of power, but the makers assure us that it
will g ive a higher efficiency than the average clear water
pump, while it will deal with solids and semi-solids. In
any case the principal object aimed at. is to handle liquids
tarrying large masses of solid matter, and that it apparently
does quite offec1ivoly. Somo tests carried out by the
makers showed t hat a 3in. pwnp running at. 1150 revolutions v e1· minuto would deliver 300 gallons a roinnw
ogain::.t a head of GOft. on a consumption of 12 horse-power,
nod would produce n ''aeuwu of 26in. The aame pump,
deli,·ering 100 gallons against GOfL head, required 6 horsepowe.r t\t !!70 revolutions per· minute, and when pwnping
:100 go.llou"' againot. 20ft. heod <·on~>\uned 8 horse-power at
!15\1 re' olut i on~ pN' minute.
The::~e pumps me heiJJg wudo in fh·o ~>landard sizes
with inlet braudte::~ 2in., 3i.n., lin., 5iu., and 6ii1. in
diumoter.
Electrification of the Natal
Railway.
'l'.H.,; olectriuca.Lion of tho 1\laritzbw·g.Ulencoe porlion
or the Nuta.l lllt~ill lino is now }Wactically complotecl.
1'\ucces~;ful t.e~:;l::~ of t~.n oloctric tr~in wero made early in
October on the ptwt of tho liuo belwce1r Ladyt>mit.h and
l~stcow·L.
'J'he tn1ill, whic·h comprit>ed t 1·uc·k~> and
<·art·iages, t:~tarwd from Lad~ t~mith with a t:~Leatn locomotive and two el'lct.ric locomotives, the former being
eJUployed to draw the tt·ain on the down jowney. ,\•hile
on t.he ret.um journey the electric locomotives alone were
w,ed.
The portion of line olectrilicd, whith it! 170 miles in Ienath
0
po.:;ses th rough some of the mot!t difficult. cow1try in So utl;
•Vrica. The power station it! s1tuated ut. Colenso, ou the
nght bank of the Tugela River. The boiler-house contains
eight Babcock and \\'ilcox boilet-s, each unit consisting of
boiler, superheater and ah· heater, and is capable of producing 60,000 lb. of steam per hour f't a pressure of 270 lb.
per square inch superheated to 700 dog. Fah. The engineroom equipment consists of five turbo-alternator sets,
Bupplied by C. A. Parsons and Co., Limited, each designed
to give continuously an output of 12,000 kilowatts at
6600 volts t.hree-pha::.e, and an output of 20,000 kilowo.t.ts
for two n~il~utes. Tho condoru;ers are of the twin type,
oach comw:~Lmg of two condenser shells connected together
in parallel. Thoro are Live ch·culat.ing water pumpii of the
vertical centrifugal typo driven through Bexible couplings
and vertical s~1afts by motors situated in the pump house
casement. F1vo step-up t.mnsforrnors two armnged in an
'L' l f E
"B~NU I NE~R
outdoor sub-slution along::.ide the power btat.ion. T l•e::.e
t-ransformers raille the voltage from 6600 t.o 88,000 for
transmission purpot.e:.. 'fhere are twelve sub-station s
along the electrified route. The motor generator in each
of the::.e compri;,o~ an o.ltentat.ing-current motor of the
.,.~ nC'Iu-onout. type, direct. <:oupletl to two direct-current.
1500-volt. generators, together with a direct coupled
exc•iter for the motor and a direct. coupled exciter for tho
d irect-curTen t generators. The generators are coupled
elect ri<·ally in >-eriet> and !!upply direct. current to the overhead I ines on t ho track at. u. pressm·e of 3000 volt . The
t otul weight. of the motor generator sot ill
uO tolU!. 'l'wo 8 ,000·\'0lt. tratU!mission lines
run from the btep-up station o.t Colenso t.o
l'ntpply the step-down sub-stations along the
1·outo.
'fhe leugt.h of the transmission
JineK i::~ about 130 miles each. Each transmiHsion line carries a single circuit, the
t.hreo wires being ar-re.nged horizontally wit.h
provision for transposition of the conduct o1·s nt. suitable intervals. Two earth con d uctot·s, consisting of galvanised steel w ires,
nre cat·ried on the towers, arranged in a
Jto1·izont.al plane above the plane of the line
c·onductors.
'l'he towers are of llteel
:st.ruct.uro t:~po.ced fl'om 550ft.. to OOft.. apart
1\l\d are of sufficient height to pemut of
the conductors boing erected with a clearance above grow1d of 20ft.
Tho route mileage compri::.es 168 miles of
lSingle truck 14 miles of double track, and
4 miles of t>idings, the total single track
cqlllvo.lent. being 245 miles. The overhead
equipment of the track consists of a copper
ratenary cable supporting a solid g rooved
C'Opper contact wire by means of droppers .
The rwming rails serve as a return track,
the joint::~ being blidg~d with two copper
bonds.
The seventy-eight locomotives, supplied
l1y the
Metropolitan- Vicker~> E lectrical
('o•npauy, Limited, a re of the double bogia
nrl iculatod type dri , ·en by four motot·s
<·twried on the bogie~>. The one-hour •·at-ing
of etLCh traction motor· is 300 horse-power .
The locomotive is capable of exerting 1200
ltorso- powo1·, whidt col'l'e!>ponds t,o a t ra<··
tive offorL of 23,200 lb. at. one-hout· rating,
nu<I n lratti vo cffot·t of l 6,400 lb. <:onl inuouxly.
T he c·ontrol sy~>tem i~> electrol'llO\lllltl.lie unci is w-ra.nged so that. t l1e locomoti vas can
•·eturn rw..-ont. to the overhead line when 1·unnin~ on clown
gracltent.s. A ~wtUuary of the leading parlicuhuil of the
lotomotive,; it> a'l follow,:
\\'cJJ.(ht in "ork111g ot•dcr . . . .
,\bout 6.3 tuu ...
\\'Nght of lllO<'huuicul purl lVII'
.. ,\bout a7l tons
Weight of eloct r11:al por1 1011" ..
.\bout :n l tout~
Type o£ locomoti\O . . . . . . • • H- 1 4-0<:uugo . .
.. .. ..
:lft. 6iu.
,Motor 1•quipuwu1
.. ..
. . Four :300 H. P. motor:;
Total motor rut 111g ..
.. 1 hour, 1200 H.P.
• •
'l'racth·o effortOne hour. . . . . . . .
:!3,200 lb.
Continuou>< .. . . . .
16,400 lb.
('ont rol ClJ Ul J>IIWIIt . . . .
Jo~lectro-pnculllnt ic
Tract ion ~:~ystem .. . .
3000-volt D.<.:.
Current collector"
. . . . . . . . Pantograph trollt•y
llrukc~<. dul.\1 fit toc.l ; u1r p1'C<>::suro for locomotive, vacuum for
train~'!
J.ongth or body . . . . . .
Ovorull height of lotomotivo ..
Overall width or locomotive ..
Diumett'r of driving wheels ..
Wheel bu>~o of bogie . . . . . .
Wei~ht. per driving u~lo . .
..
llhlxtmum snfo locomoti vo llpcod
. . 40ft. Sin.
. . 13ft.
. . 9ft. :.lli n.
• •
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1h:c.
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1'"'I l !)~ 4
zero to 120 revolutions in either dir·ection. 'l' he wheel
marked "Fore 'fower· "'was !'let at 40 re,·olutions in one
direction and, o.ccordingly, that tower w~s r otating at.
40 revolutiontl in that direction. I should say a novit·o
would soon learn to roanO"uvre tlte ship, on ce told that
all h is force::~ are at right angle:. to the wind and t o revolve
the tower tio that. that side of it which lies t ow!lrd::. tJw
direction in ·wh ich he wants to go, with the wind. A fe"'
more int~truments, such as wind sp eed gauge and wind
direction indicator and a " speedomet er " for lho :.hip
would be useful for getting best results.
Arriving at the fore towe1· and putting my lumd clot.O
t.o itK llurface, I only felt a vet·y small draught. •'moke,
from the nearby galley fwmel was caught and turned rotu\d
but. not at. all violently. The towers are quite smooth
wit.h a merely pau1ted surface.
The rotuting part. of each tower weighs 1 ton and eac·h
tower has a "hub " or diaphragm one-third way down
il\l:!ide, revolving on forced lub•·ication bearings (n ot ball
boaJ'ing!!), ono hori:wnta.I to take the ton weight and one
vertical to take the heavier side propelling thrust. Thet>o
bearingti a re sot on top of a strong hollow steel matit.
stepped on the keel. Thus both the weight and propellin;.{
t·hrust come on t.op o f the fLxed mast, though there is a.h;o
t\ bearing round tlte lower edge of the tower near dock
level, mo::~tly as a steady.
In the fore deck house I saw through a big manholo in
the side of the hollow steel mast. a reversible motor capt~.bl o
of developing 15 horse-power witJ1 a vortical shaft up in::.ido
the most. to the " h ub " with a small pinion and a 6 to l
~earing to the " hub." No •· brake " is used to slow d own
the towers. The weight of aU this gear is only one-fifth
that of the three ma~:;t s and their :;ails which it replaced.
The centre of g ravity o f the whole is lower and llO give::.
inerca ed s tability.
Herr Flat tnet·, que::.tio11ed by the llriti:.h shipbuildm·:;
at. tho hotel, t>aid the lluckau could s~\il several d egree.,
do::~er to a l10ad wind thu.n a t:~chooner; but, like a t>choono•·,
l'lhe must bring o. following wind on one q uar ter. H e said
a towe1· could be put outside a Diesel funnel if desired.
The projoctutg caps are very important to confine tho
w ind whirl. H e intends to lecture in England duriHg
l>'olJI'uary ancl to bring the roto•· ship to England.
1n '" pomphlet shown to us t\nd nearly roady for publit·a·
t ion it is l:ltat.od t luJ.t., t:~ince the pressure on t.he mast i>~
g reat.ot>L w hen the lower speed ill four times that. of the
wind, 1'1. t>uclden t~quall tictually 1·educes th e prot:~~>uro IJy
red uciug this relat i vo ~>peed from fouL· times to thrice o•·
twice. Thus shorte11U1g sail is automatic and if< doue by
the squ~ll it:lel£. The ves:.(ll <'all lie ''hove to" in o. g~lo
l>y slowly rot.atiug the towet's in opposite dircctionJ>, ttl l
t\l'rongement. wlti<'h is llnnlogou~> to leavi11g a ~>tay::.ail
aback in a t~choone1·. H en l<~let.tner has been waiting a
month for n gale in the Haiti<·. Three towers could bo
fitted, especially os, there being no ::.t.ays, the mat>t~> call
be stepped further forw~rd and hu·ther aft than in a saili.nJ!
ship. They c-ould be made t.ele::.copic if required for passing
under bridges, but it it> not neces:>ary to shorten thelll
when meeting gales, because their resistance i:! tnuch leS::I
than that. of ordumry mat>tt> and rigging, when not.
rotating.
My own pet't.onal opinion, fot' what it is worth, is that
wherevet' sails a re W>ed these tower:> WOllld probably he
bot.ter. L\ fact, they are good for auxiliary ship.;. 'l'ho
im·entor himself does not claim more for them.
PERSONAL AND BUSINESS ANNOUNCEMENTS.
4ft,.
9ft. 3in.
16l tom1
-1.3 ruiles por Lour
Tut: Wt:Lol, t:!:IS ::;TEt:L T uBil: COMPA~Y. Limited, of \Vednl'><·
fio!d! ut~k u1:1 Lo nrlnounco thnt owing to reasons of health Mr.
WJU1a1n U. Jaek11oll h!l.ll been obliged to retire from his position
n:~ ~huirman and managing director of that c·ompany, but. hM
dcctdo_d to remain a dll'octor. Arising out of tho foregoing, the
followmg new appointments have bl'on made :-To be chairman,
~I r. D. C. Lloyd ; to bo managing director, Mr. R. E. 1\loyuihnn.
\\' Y. tH·o u"kod to ~<tate that Charles Churchill and <.:o., Limited,
ut 9- 15, Loonot·d-Mtrcet, Fin~bury. London, E.C. 2, havo ce~d
to roprc::~cut, . the Norlon <.:ompnuy, nud havo entered into an
(Jt'rum a C'urn.•pundc.nl al the 'l'rial~.)
ll!)'l'OOmont "1th the Carborundum Company, Limited, of Trafford Park. :\ltmchl',tcr, \\hereby the two organisations will now
(h \\'t•dn<!,duy, Dot·emhcr 3rd, a public delllon,.,lt·ation co-opcn1tc iu mootinl( tho grinding roquiromeuts of Briti.;h maml ·
of the Budn\u Wth mu de in Kiolllay. The wind Wd!'l \'Ol'Y f uc·lurel':l Wll h t ho Brit i.. h -mudo " C11rboruudum " nud " .\loxito ''
light tind thoro w.,~ no ~>OtL. l\1anu•uv1·e:s t·ould 011ly be grinding "hcl.)l .
~>een through gla ...,.,o, between the heach; of ~eYeral hun.dred
1noro o1· IC'N> mteresled bpectator::~ 011 board t\ crowded
>.tottJI\01'. It was more of a " hunah party '' thau a t>Cient ific doJIIOII::-lru.t ion. 'J'he steamer lay !ilatiouary whilo
CONTRACTS.
t lt<> roto1· ;.hip d<'sl·•·•hed an oblong round her.
\\'ith h(IJ ~<<TOW propeller ~>lopped and using tlto J..'Iettuor
\'~<.hhliS ,,., I Vl'l;.III\ATl0~·..\1, (.;Q)!Ul STl0 '
1.!;:-c.I,J;l;.JIII\1:,
tO\\ Or~> alone l·h<' Huc•kau Htarted with the wind abeam
and t ho t 0\\"l'l'K rot at i11g at ~ome 120 re,·olution.ll a minute. Lun~tt>u, ol fVr•cn ~lou:ie, Kiug"""Y• Lvndvn, \\',(.'., hu" l'econLI,\
Tho revolutions t·oultl bo c·ow1ted by watching a broken roc01vcd tho folio" 111g order<' :-F1•om tho Ht. Paucru:-c electt·idt v
bltwk 11piral painted on oad1 tower, a very good arrange- Aupply depu_rtmout for two Vicker~·Rpearing boilers. wit it
L?p~lco oqtupment.; from Synthetic Ammonia uud Nitrato><,
ment fot· onlook<ws. Sho passed I:!Ome 400 yard~> aw~c\y !·l ffil~d, for two wa.tor-tube boiler~!. fired with pulveriHed ful.'l,
at. about ·~ knob;, whic·h il'l approxima.wly the speed ~:~he mcludutg coul-huudlwg pla1\t and other accessorii"M : and fot· t\
would l•twe ottainod with het· ol'igull.\1 th1·ee-maswd new cement 11\tlnu!tlclory tH H olboi'Ollllh in K ent. for l\1 o I'Otnr\'
t opKnil t~<· hoon(lr 1•ig. \Vl•Nt haJ£ t\ mile astern ~>he wot'e ldl1!1!: 9ft. t\nd HHt. iu dia111oter by 200ft. long,' with t·vtd·puiship by :slopping the nfle•· t.owor, whieh came to rest. \'('1'1~<11.11( piu ut , u_nd t\11 equipment for dealing with tho ntw
gnldutllly, uud, when pusl the wind, t:~Lat·ting it agaut in mnt<mal,. ami hm~:~hod product.
tho opposito direl'lion, finull y reversing the aftet· tower
to ~et both t•otnting in the !:lame sOn!:ie. \Vith the wind
now on the other benlll she sailed clo~>er past the other side
of the ::.teumer ~~:gain a_n d _tacked ahea<~ by stopping the
H.u•w ::>·n..\)1 PI•.\:>T ERJ:.CTto:> \'1' B .HH.- .\ notuble n ·hto\ O·
foi'Cmtot.t lower hrt~t 1hu; tune aud passmg head to wind. mout in rnp1d boiler contltrudton and in,.tallaliou has ju::.t been
All lh•t. munU!uwiJlg it:~ analogous to t:~pi lling bui l~> and complete~ by Rttb<'ock and \\'ilcox, Lirnited, for tho Buth
~!u ·o" .ng th~m ~~atk in u,:suiliHg ~;h ip. 'ho then pas::.ed Corporation. .\L the begiruung o£ la11t. October tho l~IIX'tnci t v
WilJUn a btt>CUll t> th..·ow
o£ the t>teame1· 011 het· Origins! Depnrtmo~1t found '.tl:IO_lf in difficulties owing to dol.~yll iu co1;.
w1th lt':l bUJidmg work, and consequently now t>Lellm
tout·..e, t hue; t·omplet mg t ho oblong. The towers were necttou
plonL wluch Jt hac\ nrranged for t·ould not be in..talled. I t "a"
re\ oh·ing yuite noi:;olessly, though the •· ~;cream " of the ~een thot uulc-~ auxiliary tsteam power could be prodded tht>
motor:> could be faintly heard .
wo~ktl '~·ould l~u,·u the greato::~t dtfficulty in coping with the1r
These sailing m~noouvre::~ of wearing aud tacking may rup~dly mcrea::!mg \\ mter load. Under these ctrcumstances tbo
or may not have been helped by the rudder. No spectators ongmeer, l\lr. ~roncu~ Teague, bought the assistance of )lessr~>.
were on boat·d the rotor s~ip, so I cannot verify this. In Babcock and Wtlcox, who prepared a scheme showin~ the po:.sible
reply to ::.ubsequent questrons, Herr Flettner stated that m:~tallahon of a 25,000 lb. botler in a corner of the e:u::.ting boilerIt. " 11>1 1:1uggesLed that the plant should be arranged for
tho t~hip c·an wet~~r nnd stay without. a ruddet·. That may hous~.
b~m11 ng 011 f_
uol, and a. complete equipment of burner:~, tank!,
perfectly well ho so. ~he t:~eemed to wear and tack slowly J~tpe .connecl!OIII! ond othor details wll>! included in the scheme.
but, theu the wul(l was vot·y light and she mi.,ht
ho.n~ bee 1~ :-ipo<·tul mceltng,., or the ElOctrtcity Commit.tee and Corporatiot\
0
as slow in her or·iginnl rig.
"ore held .. nt, "hi<·h tho propo~<als wore approved, tmtl the no..·o~­
On I'Olu•·nillg to the• quay l w,mt on board wit,h n crowd "llry ~:~uncttou for the work to be proceeded ,~itb wa'lnlso obtained
nnd !iliW tho ono-nuut t•ontrol on tho bl'idge. 1t con.~ists fro111 the Elol'tricity Conunit~.~ionors. The order "M phu·od on
morely of t.wo whool::~, lil<o stenm valve wheels on which O~to~er 20th ond tho cont.J't\('tors rompletod the in><hlllntion by
mtdllll(ht. on December 4th. 'l'he following d t\y t.ho now unit
a.re O.ITOWs work i11g over horizontal scales ro~rked from took
ovo•· tho town load and i::1 now in rl'gulnr ,..en·icc.
The Flettner Rotor Ship.
•
D Ec. 12, 1924
•
Provincial Letters.
679
THE ENGINEER
ing a nominal figw·o. Business has been withheld by pros·
pective buyer~, who were not d isposed to go beyond
£17 Ss. A few or·dors have been put tlll'oug h at £17 7s. 6d.
LANCASIDRE.
(I<'rom our own Corrupomk1tbl.)
THE MIDLANDS AND STAFFORDSHIRE.
(From our own Corrt.tpondenl. )
Improved Prospects.
.
•
. TIIOL'Oil bOr!lO\\ hut. quieter c·ond itions pro,·ail
m tho u·on und llteol mdustnes of the Midlands there are
indication~:~ of a decided improvement in the New Year.
December is nominally a poor buying month, consumers
hav.ing in view t.ho closing of the yoat·'s accounts, and the
t~kmg of stock; consequently, apart from price considera.trons, users are buying li t tle mor·e than for current need,
so as not. to add t o stock. Thor·e are, however, numbers of
buy~rs who a ro t?'king no risks, and aro covering their
requ~rements wellmto t!re New Year. Pa1·ticularly is that
so wrth regard to raw 1ron, many furnaces having three
months' orders on t.hoir b ooks. Tho placing of some of
the biggest orders over t'(WOived by rolling stock makers
from h omo ndhn~ys is welcome news, for these large
t·equirements will ~ivo considerable help to t he tafford·
shire iron and steel industry in many of its ramifications.
Among manufacturers who will be direct pat·ticipants are
the makers of sections, mild steel bars, s pecial welding
steel, ~u ts and bolts, wheels and axles, springs, &c.
A certam amount of high-grade bar iron will be required,
but the proportion is s mall in. comparison. with steel.
Buying of materials has alread y begun., and although there
is as yet but little disposition shown, either on the part of
buyer or sellet·, t o muke lons;t-date contracts. there are
p rospects of a sub-,tuntial c·all for iron and steel in the
New Year· in tho ~fid l anch;.
Big Rolling Stock Orders.
)[idhulCI rolling stock firm ~:~ htwo secured a very
welcome and sub•tantia l shar·e of the big contracts,
uggr·egating something liko 5000 wugons, just given out
by the homo railwayl!. Tho la r·gor proportion is required
for augmenting tho rc~ou r·t·os of tho London, Midland and
'cotthsh R ilway, tho balan<'o being a furth er instalment
of tho London 1<\nd No 1·t h - l~astor· n 's programme. Complete
particulars are not, a t. t ho t.irne of wr it ing, ava ilable, but.
infot·mation gathered from various sources as to the a llotment. of wagons, &<·., to tho principal Midland firms
i,; :- Metropolitan Company, Birmingham, 1250; Midland \Vagon. Company, Birmingham, 750: Birmingham
Wagon Company. :HO; Ve1·hyshire W agon Company, 100.
The orders indude mer<·handisc, mineral and covered
goods wagons, cattle truc·ks, and brake vans. All-steel
construction. is not specified in any <·ase. B odies of wood,
with steel underframe ' , are tho common type, with neces·
sary adaptations t o the class of traffic they are required
to car·r·y. The B irm ing ham R ailway Carriage and \Vagon
Company at met hwick gets 190 bra ke vans for the
London. and North-Ea tern and 150 wagons for the London,
Midland and <'Ottish ; the Midland R ailway Carriage
and Wagon Company's allocation from the former group is
250 covered goods wagons and for the L ondon, Midland
and cottish 500 of unspecified clas . Of the Metro·
politan Carriage Wagon and Fina n<·e Company's big
contracts, 500 minerul wagons and 2.30 me rchandise
wagons aro for· tho L ondon, Midland and 'cot.tish and
500 wagons fo1· the Lo11don and N orth-Eastern. Most of
the ot.her rolling totk detailed above is fo r the L ond on,
Midland and t·ot tish system .
Steel.
Steel IJusi n(ls:; t·ontinue:; to provo moderately
st~.tisfactory, o.nd a fair volume of business in the New Yeat·
is looked for ft·om Midland t•olling stock firms, which now
have some excellen t orders on hand. Greatet· steadiness
charactot·ises the trade as o. whole, and pri ces have changed
very little since la-;t week. Bit·ming ham me1·chants report.
that. the ouMook i-. disti nctly bettor than it recently was.
Internal competition continues very keen , howeve1·,
and p r ices are cut very fine in order to secure any contracts
worth having. Fig ure:; much b elow the nominal market
rates are mentioned in connect ion. with some classes of
·tructural material. Steel bars a re readily obtainable at
£9 5s., and ordinary tube strip a t £9 10s. Some orders
have been. taken at the easier prices ruling for continental
steel. There is no freed om of buying in any direction,
though structural mater ial is in better inquiry. Production
of joists, sec·tions , &c., at the mills continues over a wide
range, enabling constructional engineers to obtain prompt
supplies. T ho weak place in the steel business is the poor
demand for shipbuilding m R.teria.l. Steel billets continue
to find only a modet·ate salo at £7 l Os., but some producers
are keeping up their quotations to £7 12s. Gd., and even
£7 l 5s.
Staffordshire Bar Iron.
U:;or:; of Staffordshire fi1tishod ix·on have shown
u11 om·oUI·agi ng int CI'Ost i 1\ their f u t.ure requirements,
in many instances plaring ot·det·s well into the New Yeat·,
especially for best. quality bars. This is some encouragement, for lhe fin ished iron tmde has been, and is, far from
bt·iek. 'J'he marked bar mills are working fairl y regularly,
and no difficully is experienced in maintaining the basis
rate of £ 15. Other grades of manufactured iron are,
however, less easy to !!ell. notwithstanding that imported
material is clearer. The demand is, as yet, very uncertain,
and many of the large users o f nut. and bolt iron a re re·
ported to havf' ~;ti ll on hand fairl y liberal stocks, which
months ago were obtained at ve1·y low prices from the
Antwerp shippers. Unmarked bars of Cr·own quality
command £ 12 15s., a nd nut and bolt iron is offered at
£ 11 15s. The wagon works are buyin g rather more medium
grade iron as well ns iron. plates. Iron strip is in fair
demand at £13 5s. The taffordsh ire tube makers are
moderately well occupied, though steel strip being so much
cheaper than iron strip rt>r!'ivrs rhicf attention.
.M.uiClillb'l'ER.
The Manufacture of Malleable Iron.
Thoro was t\ large n ttendan.ce of ~Iid land il'On·
founder,; at a meeting of the ins titute of Briti h Fowldt·y·
men in Birmingham on , 'aturday last, when Dr. D .
\Villcinson read a paper on" The Manufacture of Malleable
I ron." The lecturer stated thf\t the successful manufacture of malleable iron cast.ings involved two distinct
processes. First, tho product ion. of a casting which was
hard, brittle and white in fract.uro; secondly, the modi·
fication by heat t reatment of thi s ha rd and brittle casting
until it b ecame soft, tough and ductile. If the final product was to b e of n. good gr·ado, the requirements of the
second Pl'OCoss called for definite limitations in the first.
Details of cupola working, annealing, and grading of pig
iron woro g iven.
Pig Iron.
The l\Iidland pig iron situa tion remain~> fairly
sat isfactory from tho trade point of view, and smelters,
no longer under c·ompulsion t o liquidate, have settled
down to await developments. Though demand is not
qui to so brisk a it was a weok or two ago, prices are upheld
on the strength of salos already made.
ome of the furnaces have sold a la rgo pnrt. of their output over the next
three months, and are not pt·epared to commit themselves
further forward . They a ro under no g rea t. anxiety as to
the disposal of the unsold b a lance, the expectation being
that consumpt.ive requirements will broaden. Already
preparations arc in. hand for restarting several idle fu rnaces. Whet her they will be actually commission ed
depends upon fulfilment of tho sa11guine forecasts with
regard to 1925. P1·esent market c·onditions do not throw
much light on th<1 futuro, but thoro is a general impression
that another buying movement may be expected at. the
b eginning o ft he yoar. Midland foundries have b een. taking
rather moro raw iron. of lato, but that is pt·obably partly
clue to user·s hav ing c·omo t o t ho ton.clusion that they aro
not likely to got a more favourable opportunity of
strengt.hening doplotod stoc·ks. l''orge iron. is still a very
minor featur·e. The pric·es <'lll'l'Onl on 'Change in Bu·mingham to-day- Thursday- were :- North, ta ffordshire No. :i
foundry . .£4 7s. Ucl.; Northamptonshire, £3 17s.; Derby·
shire, £4 2~;. lid . For·go sorts wore quoted respeetively
£3 17,;. Ud ., £3 12:;., and £3 17s. Ud. 'teadier conditions
a re maintained in the coke ma rket , but smelters are urging
the necessity for reduecd fuel pl'i<·cs.
Blast-furnace Coke.
Midland blast-f umacemen aro still without any
assurance as t o the pr·ice they will have to pay for their
coke after this month. A conference with the ovenmen
has proved abortive, and no a rrangements ha ve been made
as to the renewal of negotiations. There is no question of
the p r ice being raised. Current market condition g ive
no warrant for an. upward movement. The point on. which
negotiations have broken down is whether there should be
a reduction. Producers of pig iron hold strongly that a
further· con cession is d\lo to them.
North Sea to Midlands.
The completion of tllo scl•emo, upon which the
Nottingham Corporation and the Trent Navigation Corn·
pany have spont .£500,000, and which will provide t.h rough
water -borne traffic from the N01·th Sea to the Midlands, is
now within sight. One of the la-st important contract:::
has just been placod. J t. relat.es to the reconstruction of
the Nether Lock t\t Newark, and has been. entrusted to a
Doncastor firm.
.
Cannock Chase Miners' Wages.
Cannoek Cltn<;e miners' wages have b een :,lightly
increa:,ed fot· December, t ho advance ranging fr·om Id. to
2d. per shift (minimtun wage for· stallmen), compared with
the r·ates for November. Last Dccomber the stallmen were
receiving only 9s. d. per shift, while in July the figure was
li s. l Od. Under the pro cnt rates, pikemen receive 10s.
per shift, rippers 9s. 7d., loaders s. 9d. , datallers . 6d. ,
di r t. emptiors Si!.; while youths are boing paid from 7s. ?d.
down to 3s. 2d. (fourteen ~rears of age). Surface workers'
wages range from 6s. llcl . to Ss. 9d., with youth.~>' in proportion. These intrcascs in wages are governed by tbo
output, costs of produc·tion and prices for the months of
August, Septembor tl nd Oct.obcl·.
Notts. and Derby Miners' Wages.
General Outlook.
'l'uE markets here a re all quiet and fairly steady ;
bu t. 100 fur as n ew businesB is conrerned, the inftuencee
of the near approac·h t o the ond of tbe year and to the
st orktakin~ po1·iod are being felt, and but little inclination is show11 b y buyers to do anyt.hing seriou s. .T horo
seems to bo A. very general opinion here, not only m .the
iron and 1:1teel section, but also in the non-ferrous sectiOn,
that much more a ctive b usiness may be expected b efore
tl1e end of J anuMy, and probably soon aftet· the Binning·
ham quarterly meeting. Certainly people are prepared
to see c on.sidert~.ble general improvemen t next year, and
1t is pof<s ible that tho large schomes for fresh expenditure
on tho milwnys will give the necessary fillip to the iron
and stool ma1·kets, so far as the home t rade is con cerned .
As t.o the foreign trade there are serious difficulties in
the way of any very great extension, the principal of theso
boing the hig h overhead uost s of British manulacture.
Metals.
The failure of copper to continue the advan ce
which seemed probable at the end of November has, of
coursf', been a disappointment in this market; but one
ought n ot t o expect any steady and continuous rise in
copper yet.. The general situation is g radually getting
b etter, and it. seom <> p robable t.hA.t we have seen the lowest
pl'ices of tho timo of depression. So far as the price here
is concerned, I he appreciation of British currency in
relation t o the American dollar of cou rse tends to disguise
nny advance. The bot.ter rate of exchange must be taken
into a<:count. Ther·o have b een reports of an. improvemen t
in the Amer i('an d omestic demand, and that is of importance in the present situation. In Manchester there is a
little m ore <·onfidence, and t he consumer is rather more
inclined to buy, but of course a good many people will
now postpone buying until a fter the New Year holidays.
La.rge consumers, ltowovet·, will do well to watch th e
mat·ket, for it is quite possible that a 1·ise may occur in
anticipation of the buy ing fo r the New Year. Manufacturers luwe advanced the price of sheet copper to £95
pet· ton. There is still a beliof in America that the European
demand for copper will expand to a. large extent dW'ing
the coming year. It may be based on th e better buying
power of Germany, and the genera l, although very slow,
improvement in rommf"rcial conditione; throughout Europe.
In the market fo1· tin here there has not been any very
serious movement. Of lato the fluctuations have been
confined to a few pounds per ton, either up or down; but
English tin has not been. sold here at under £ 260 per t on.
for some time. There is only a small demand here for
consumptive purposes ; and the extreme slackness of the
tin-plate trade at the moment suggests that we may h ave
to wait a little for the next advance in prices. The market
for lead has been a little uncertain. A good many people
think that it is dangerously high, but perhaps not suffi ·
cient account is taken of Ure extraordinary increase in
consumption.
pelter is n quiet market and rat..her easy.
Pig Iron.
T he market. hero for· foundry iron is consid ered
to b o in quite o. sat. i ~>factory condit.ion, alt.hougll thoro
is not vet·y much now business passing at present. Tl1is,
of course, is not now expected ; and the small t.ramactions
wltic·h take place satis fy sellers, for lhere is a fairly largo
delivery of iron going on under· tho con tracts made in.
the first fortnight. of November . One not ices a very confident feeling amongst makers and selling agents of Derby·
shire fotmdry iron. ond with some of them there is a tend ·
cncy to ask a p remium of l s. per ton upon sales for delivery
t1J'tf'r Janua r·y, although otlters will soli modera tely.
at the current price, up to the end of March. The lookout for coko price after the close of this year is uncer tain ;
but so far as ono <·an. understand the coke industry is n ot
yet. in a condition to dic·tate higher p r ices for furnace
t·oke. and may not be until a good many m ore furnaces
a re blowing.
Jt is said that in Clo,·eland there is to b e an
in.crca ·o in the number of furnac·es, and recent. sales of
Cleveland iron l:>eem to have reduced the reserves very
consid erably ; but in the Midlands there is as yet no
positive information ~ to the re-starting of the idJo fur ·
nace , although it is thought that two of the Lincolnshire
furnac·cs may be started again ear ly in t.he New Year.
The fact is that Lincolnshire ir on is rather scarce her·c.
and a lthough nine out of ten ironfounde1·s d o not care :;o
long as t hero is plenty of Derbyshire, the ten th will some·
times 'want. a lit.tle Lincolnshire, and recently from 3s. t o
:Js. Gel. por· ton more than the price of Derbyshire was paid
for it. l!'Ol' Dorby~:~hire No. 3 the u sual p t·ice h ere is 90s.
delivered, nnd perhaps a fraction less may bo taken for
Northamptons hir·e. ~cotch iron remains very stead y ttt.
107s. 6<.1. dolivored h oro and the d emand for it. is not
g reat.
The Coun<·il of t.ho IJerbyshit·o Miue1·~:~' Associa·
tion has, I loam, this week decided to ba llot the 20,000
miners in the soft coal seams as to enforc·ing the restort~.tion
of the 7t por cent. takon off wages by the owners irt 1922.
suel.
'l'be coalownet·s have so fat· resisted the demand. , hould
The feeling in tho market for steel i perhaps
the ballot be favourable. the usual notices will b e served
not so confident as that in the cntde iron market, but
t.o terminate wot·k. Nottinghamshire i also involved.
eller·s here are fully expecting that trade will improve
in the New Year. Meanwhile many of the steel works
Unemployment.
are t>h ort of specifications, e\'Cn. where they have contracts
to fulfil, and the result is an eagerness to pick up orders
'!'hero is a furth er d ecline in the nun1be1· of and a disposition to cut tho price, especially for straight
per· on unemployed in the ~Iidland s. The late t stat istic' lots of 50 to lOO ton of one section. For thcso lots in
show 139,539 persons out of work for the week ended angles or joists possibly under £9 per ton would bo quoted
Dc<·ember l st , as compared with 140,332 the previous in 1\Ianchebt.er. F or plate tho quotation is 'till £9 H ):..
week. The figures are made up a!) follows : -l\Ien, 99,0 15; to £10, and for round bars £10 Ss. to £ 10 7s. Ud.
boys, 163 ; women, 36,249 : a nd girls, 2637. The returns l\Ianufactu1·ed i1·on is rather dull and neglected, and the
for some of the principal towns are as follows :- Birming- high price stands in the way of much busirtess.
ham area, 31,202 ; Bilston, 2935 ; Coventry, 2073 ;
CradJey Heath , 4570; Derby, 2113 ; Dudley, 4334 ;
Scrap.
Hanley, 354 ; Leamington and Warwit k, 616; Leicester,
39 2; Longton, 2919; N orthampton, 1953; NottingThere is little mo\·ement i11 the scrap iron market
Sheet Values.
ham, 8934; Oldbury, 165 1 ; P etetbOI'ough, 524 ; Smetl• · yot,, btll tho fooling amongst dealers seems to be ra t.h er
Galvanised ~;heels h tWC' nol maintained t.he wick, 4651 ; Stourb1·idge and Brierley Hill, 4241 ; Tipton, more cheerful. '£he Sheffield buyers of steel scrap {or
recent appreciation. While many of t lte mills still quote 2290 ; W alsall, 5063 ; West Bromwich, 3339 ; \Volver· melting purposes still stand ou t against paying more th a11
£.17 10s. for corrugated sheots of 24 jlauge, this is becom· harnpton, 5387; Worcester, 1874; and R edditch, 1302.
75s. per t.on delivered, tmd dealers her e a.re not sat isfied
•
680
THE ENGINEER
"rth tho figurt>, althoulo(h some of them twcopt it. Tho
utmot~t bu~ in~ pri<·o fot· this r la s of t-emp at a L ancashit·o
station it-{ UGs., and sorno dealers do not offer rnoro thnn
62~:~. lid.
Thoso ironfoundors who make a practice of
mixing much $mall stc<'l scrap with their metal in. tho
cupola ought to bo satisfied with the price at which they
('an buy it. \V rought scrap i dull a nd no~lec ted at about
~o.,., all hough fqr r('nlly good lot ., deale rs try to ~cl
t{.iH. per t on, dolivea·ed o.t the for~es. In cast scrap t h<wo
iH '" sthall busine 'I passing ut 80s. fot· ordinary qualities,
tmd up to Sus. fo r text ilo. Tho ironfounders arc, how<'' i.'l', not buyinE!: very freely. l n this d epartment o f the
~<<· rap trade hopes arc built upon the pt•obabl(' irnpr·o, ·o·
m t•nt in the d om Rnd fot· coo;t ings next ycnr.
Oil versus Steam Engines.
The in tornal <·om bu t ion enp;mo hRs been vur·y
much to the foro in diA<·uAsions which hM o taken ploto
in Man chester duri ng the last few days . The repot·t of
the joint committee of the I nstitutions of Mechanical
E ngineers and Naval Architects on. tho ycamore trials,
which "·as read in abs tract bv Mr. • . B. F reeman at tiro
meeti ng of the North· \V est ern B a·anch of the first mentioned
society, gave rise t o nn oxcollent debate. The Manchester
und D i->trict Association of the lnslttut 1on of Civil Engi·
net'rs Allowed its interest. in the subjcl't when a pa per
hy Mr·. J. A. Chippindale, Student. Inst. C.E., was given
on W ednesday la;;t on this type of pr·ime mover· app lied
to (•i,•il onginecl'ing ronstr·uctio11. 'l'ho author pointt>d
out the advantage~:~ of t he oil engine for supplying the
rnotivo power for the many kinds of a p pliances used b y rivi l
('ngineers, such a cranes, winches, pwnps, air compre"sors,
pile drivers, excavators, &c. H omphasisrd t h ;, fuel that.
"ith the internal combustion engine stand -b y losses were
Pliminatod and no cal'l'yi ng had to be done for the removnl of
r·ind ers, as w;tiJ the w;ual steam plants, whi le both in s impli ·
<·i t y and first cost the oi l engine scored ovot• that using steam.
Jlo said that under pmctical work ing conditions it had b een
c·onclusi,·ely proved that the attention required by tho
heavy oil engine wa<J onl y one· third of that required by
.. team plan ts, which item alone was s uffic ient to roduc·o
materially the contractor '6 power r C'sl s.
BAllRO\\' . (N . f<'p R . £SS.
Bematite.
The condition of the hematito pig iron ti·ado
, lowly improves, and ru; evid en ce of this the 1\Iillom nnd
Askom Company h ru, put in another furnace. Thoro
are now fourteen in blaHt in the dist r ict, which sh ows that
some of the maker·s have practically cleared the stocks
they had in hand. Uarrow and W orkingt.on r a il mills
ore n ow taking more iron, Barrow par ticulal'ly. Thoro
is a. tendency to place orders for· d elivery well into next.
yen r· a nd there tu·e more inquiries. Tho p resen t tr·ndo is
not heavy b y any mean!:!, but it is shaping towards a better·
('Ondit ion, a nd it. is no worse for developing slowly. It
wiU last all the longer. Business in better qualities of
ir·on p romises to bo bel.ter. The trade with the Continent
d oe!:! not bulk largely at pre!:!ent, and the Amer ican busineN:I
il:1 not extensive, but thoro arc posf!ibilitie:; af! regards t ho
lntt(lr.
Iron Ore.
Ullf'ient m o nument. The new brid ge wi.ll bo of <·~JU·ret o,
Railway MateriaL
with an Oft. clea r s pan ; wi ll be 60ft. wado, nnd \~I ll I HW<'
a 36ft. caa·riagowo.y. I t wi ll cost .£90,000, of w luc·h hulf
Many good ordon; foa· railway matoa·iul wea·o will be contcibuted by the M ini~>Lr·y of Transport and the
oaU\ounced la-.t wcok·end bv the L ondon and N odh· Unemployntent Grants Commit tee.
Eastern and the London , Midlnnd a nd eottish compan ies,
nnd a fair propor tion of them will come to Sheffield or to
Vickers' Ainhip Order.
firms <·onnerted with the cit y. T he L 011don and NorthE a. tern R oilwuy Company programme for l ~25 will
Tho preparationtJ for the .bu lding .or a g ao~lt .a •r·
involve an expenditure of 6 millions on. new raals, loc·o
motives, <·arriagoH, and wagonH, nnd
hoffield H!lou ld ~:~hip of 5,000,000 cu l:ric foot l'aprt<'at y b y VIC·k~r·., L 1mrted
benefit. in ea<·h of these sections. 'L'Ito t\r tual a llocnt ron of a a·e proteed in~. Officials of ~h o ~rm h ave ,<iur mg the l.aKt
c·onta·octs, us puhlil!hed at p roHont , r.olates n:tainly to few dayt~ visttod H owdcn am:tltap base, Ea~t Y ork!:!h1rc,
wa~ons, of\\ ltich good quant,ities aro to he obtaancd fr·om where the huge ves el is t o bo assembled. It 1s undorbtood
fi nn~ in • heflield , Rot her ham, Linc·ol n , Chesterfield and that arrangements lun ·e been prac~ i<:all y <'"mplotcd l~ t a~e
other places in tho dit>tri rt, n~ well M from Birmingham 0 ,·er the neces ary land in the vic·amty of tho t" m aJrilup
woa·ks which a rc amalgamated with lending •'heffiold ... hed and that the Airship Guarantee Company-an
companies. The programme s hould a lso bring a welcome ~so~ial-e company of Messrs . . Vi cke rs-t~ok formal
amount of work to the Sheffield lllanufacturers of lo('O· possession o f the base on tho 1~t m st. P ract!colly ever~
motive tubof!, who nro a lread y well employed. Fltl'thOI', other building with the excop~1on of the t wan ~h od htt 'l
it. may b e osswncd that t he a xle, tire and s pring d epart - b een demolil!hod. The exton'laon of the s h ed 111 unde r
m ent , which arc omong the m ost impot-tant in t he heavy considemt ion , and the construction of new buildin~t! and
will be s tarted, it is expected, in t ho early
steel trade, will ro<'ei,·e considerable new orders a s a workehopA
.
result of the polic·y of s tork renewa l. These brnn<·hes Hprmg.
have been beltPr o'f fo r work during the pa t year than
they were in the preceding twelve monthfl, but they hn,·o
no t' been full y employed , and their c·apac·it y is so great
th nt a vast amount of wol'l< is rcquia·cd t o keep thom in
•
NORTH OF ENGLAND .
c·oi1st an t opomt ion.
The Lighter Side.
l\Iuny of t ho mukcr.. of tool steel nro onl~ tLIJie to
rep or t un indifferent trade, but on the whole the year has
shown an impro' em ent , and Jaas been the best sinc·o 192 I .
Orders aro comi n ~ in from a wider range of markets, and
somo of the largor· fit'lns. whit h aro <:lo!!ely in touch with
ovor·soas buy erR, have been doing better lately. Trade
with the C.:ontinent is on a limited scale, but. is showing
expansion. On a ll hands, there a t·e evidences of the desire
of E uropean en~ineors t o return t o the use of hig h -class
' heffi(lld steel, but financia l difficulties prevent a. rapid
g rowth of the demand. H ack saw s heets made of crucib le
steel ure in good request, and there is a lso a healthy sale
for manufactured ha<·k saws. The magnet trade is in a
brisk st.ato, and is sec·uring much now business h·om the
m a nufactut·ors of wireless appliances. A good d em and
for machine lm ivos is rep orted , but. the general stale of
the engineers' t ools tr·ade is quiet , although a row fit•mll
ha,·e good order b ooks. For joiners' and some other
' ·ariet ies of edge tools, there is a demand j u t ab ou t
Hufficient to meet the output, but increase of production is
impeded by the s<·ar·city of skilled m en. The saw tro.do
continues well employed. lt is not so b usy a s it was earl y
in the year, whon boom conditions p revailed, but it has
shown an incrensing tendency recently. Aust ralia, Scandinavia and othot· markets are taking large quantit ies of
.'heffie.ld-mad o circular saws for· wood cutting. A good
home demand exibts fo1· m etal and wood-cutting circular
!laws, a s well as band saws. A lecturer before the , heffield
T ool Trades' Technical ociety In t week appealed t o the
trade to take up the manufactmo o f the wide band saw ,
w hich, h o said , hod a great futur·o. The use of s uch sawi!
in the timbor industr~' i~; r·ap idl~' extN\rling.
Cutlery and Plate.
The po~ition in tbe iron ore t rude has impro,·od
to bome extent, the putting in of more furnaces naturall ~
helping the posit ion. 1'he d em and for na ti ve ores from
outsido the district is not great, but there are hopes of
it. increasing in the futur·o.
F'oroign ores nre in slightly
hetlea· demand and will improve 11s the iron tmde onlaa·ges.
Steel.
The steel ta·ado remains the sam e. There is no
11ewb yet of any fresh orders for either Cwnberland or
Harrow, but the outlook is not so bleak as it has been.
The W orkington rail mills are working this week, and the
B turow ra il mills a re likely to run into next year with
1 ho or·ders at present held. The wire and small sections
departments are fairly well situated for orders. Foundt·ies
are experiencing slightly b etter business.
Shipbuilding and Engineering.
A d eputatioa1 which waited upon :\h. NevJIIe
Chamberlain regarding the repayment. of loans b y the
Uarrow Board of Guardians got very little comfor t out of
the Minister n~:~ regards the repaymon ~. but he nssurt>d
them tha t Harrow wa~:~ in for better times, and there ut'<'
tho;,e in Barrow who deduce that the Government will
not forget t hem when the ordera for· the new cru i on; ur·o
1-{iven oul. l3a a·a·ow i6 also hoping tlmt it anay get the
order for one of the .\u~t rll.lian Cl'llibOI'6 wh ich were refencd
t o In t \\eok .
SHEFFI ELD.
(From our own Corrupondent.)
The Heavy Steel Trade.
A s the year d raws
DEc. 12, 1924
towtwd ~:~
a doRe, thoro i1:1 a
quietening down of several branc·lacs of t ho st eel trade.
'L'Itis does n ot necossaa·i ly indirate (~ falling off in work tu
be placed, but may be t o a larJ!e extent c·onne('tcd wi tla
t~tocktaking. 'fhero is a good deol of c·onfid en c·e in wltnt
the New Yea r lllay h ring forth , 1111d <''en at. p•·ol<Cnt
nu m bcro of firm >. u a·o boo kin~ ord er;, on on iJwr·casin~
-.(·tile. The !<la<'kness is mo~l uppon•nt Oil the scrn ifinished side of the tr·adc, wl)i<·h i1:1 finding a red u<·cd tnlt
for billets. Tlao st eel foundries a nd forges have not much
heavy work on hand, but there is a m oderate d emand for
cMt ings and forgings of medium weight. Tht>re has latcl)
hcen a considerable in crea o in the ,•olumo of ordPrR fron•
I ho engineering and shipbuilding hra nch e~; in Cact, thf'
q uantity of heffiold m a terial going into ongine<>ring at
pro<~ont is hig her than at any time during the yea r . Th<'
ngricultural se<'tion i'i un,.,ati fa<'tory, however, and 'ltcom
engine builders arc only doing fairly well. The marhinP
tool trnd<- is quiet.
The ;,eta-.on n1 ordertl for cutlery and p late have
tapered of£ conside rably, and several firm s rept>rt that
they havo finished their !<pecial Chr istm as work. In case
goods and cheap lines genera lly, h owever , thoro is still a
large amount of activity, with orders continuing t.o come
in, and fu·m s who s pecialise in these r espects will be b usy
for another· week or· two. There is a continued large demand
for· stainless steel cutlery, but. it is to s uch a great extent
foa· the cheap ar·t iclo that. m a ny of the old-established
house will not entertain the business. everal of the goodsized firms a re, h oweve1·, now entering into compet ition
with the little m asters, and a re offer ing the goods at very
low prices. A good quantity of· first-class h ollow-waro is
being produced fot· hotel and steamship equipment, but
the trade gonei'OIIy, upurt from lhoso ord er·s, is quiet.
Trackless Trams for Chesterfield.
I lau,·o p reviously refened to the probability
of a l·hange in the Ryst.em of publ ic trans por t at Chester·
field, and n ow tho T own Council has d ecided to make that
ch an ge by adopting trackless trolley vehicles in place of
the p r·esen t t rnmcars.
The T ramways Committee
brought up a nwornmendation t o this effect at last week 's
C.:ouncil meeting, and it wa carried against an amendment
to refer the matter bnc·k- by 24 'otes to 20. A s ub·
torn m it teo wtts t\ppoi nted to prepare a schem e. The
<·hairman of t ho Tramways C.:ommitteo, in introducing I he
recommendation , said that, it wnt~ in accordance with t ho
report of Mr. A. Baker·, manager of the Birmingham
1r am\\'t\;1!!, oft<'t' int>pocting the p1·et>ent system.
The
C.:ommittee felt. that roilless vehicles would give t he best
transport system. 1\tr·. B a ker reported that the t r·amways
were worn out, and that, although they could be giv<'n o
further three or four y~ars' life by on expenditure of
£4000, the outlay would be bad econ omy. I t would cost
£50,300 to reconstruct the present track, while to double
it \vould mean on outlay of £100,000. The Committee
did not favour any such expenditure, but recommended
trolley omnibuseR ns being safer, quirkor and ch eaper.
Pointing to tho oxitilem·e of tho overhead tmm equip·
nwnt os being Ruituhlo to trolley \'{cllti<·ICis, ho said tlt nl thut
Ntuipmcnt wat~ in n vcay j;!Oild ;,lttl <' tLnd was lt\rgely paid
for·. E,·id<'ncc ;,hO\\ ed th11t tr·olley omn ibu-;es were run at
:?d . less per mile than petrol omn ibubE',... The pre~ent traHl
m ilea~c wa~ 300.000 per year, \\hill' mill~"" vchit·lel:l wou ld
mn 37;).000 mal<'>~ JWI' ~·car.
Two New Schemes.
Tlw \\" a tN' Commit tee of 'hollield t:ity C.:ouncil
tt•t·m Hu wnfl>~ tltr oxp<'ncl iture of £70,070 on t hP pro,·i .. ion
of a l2iu. duplit·at<' mnin from Hingin~low to \\'oorlhou so
,\fill, a di .... t Ulll<' of l :l mil<>s, for a Mtpply of water to K iveton
l'ork und Rotht>dwrn Rural DiRt a·ict C.:ou nc·il. Rotherharn
Corporation ha;; derided upon th(l IJuilding of a new b ridge
0\'01' the river Don, close t o the hi~>toric C'hantry Uridgo,
wlti<·h rnrrirl! Ull old t'lua.pel and hus been scheduled OR a n
( Jt'rom our own
•
Corr~potulent.)
•
Cleveland Iron Trade.
'l' HE C.: le' ol11nrl pig iron market ha::. U'-~u mcd u
quieter tu rn, a nd business ~ 11 J,'OIInd is slowm·. l t iH no
umtSual p henomenon at t h 11:1 t uno of the year, and the
feeling of confidence which ente red the m a rk?t. o. wo~k. or
two ago is well m a intain ed . I ndeed, the p rovarlmg opuuon
is that there is more reason than over to expect gradua l
development towards rP·O ta blishment of n ormal con·
dition.s. But until the Christmas h olidays a re over work ':!
are not dis posod to commit. themselves further,. b einc:
already well covered for imm edtato nreds. ) [ ost contanental
producers maintain their quotations, but one or two firms
are unrlet·stood to have made p r ice con cessions to secut·o
orders, o.nd doubt is expressed i11 this districL of manu ·
facturers ab road continuing to quote as a.t present. Thuli
there is som e th reat of continental competition agai11
becom ing rathea· keen. \ Yith regard to the ~xpo a t trade,
there has been no expallSaon as the firmer priCes a~:~ked b y
continental producers are not. expected, ~o endu~e •..a~d
buyers a re consequently holdang ofT. I ho posbabtlrt ac~
of t h e United States as an outlet. for any s urplus i1·on arc
distinct ly hopeful, h owever. No more local i.J·on ha~:~ b een
sold for 'l'raMatlantic shipment, l>ut there h ave boon
inquiries for both foundry tmd East Coast hemtLti~o p i~
iron a nd some of them moy mat ure. H opeful fcoluag u ...
rega'rd.s the fu turo is emphasised ~y the disin~lination of
makers to commit themselves hcavaly ahead, w lulo prepara·
tion.s arc p roceed ing for the ro-l<tArting of one or two id l('
blnst-furnacei! but. there seems lit tlo likelihood of plant
being rekindl~d unti l the N ew Year. Prices aro Nlsicr.
ln some ca ses 82s. per ton is s till a sked for No. :3 C.M.B.
Clovelnnd pig ir·on, b ut business has ~lso been done ut
Is. 6d. N o. 1 is firm a t 87s.. but. possably 8 l o. fot· N o. !
foundry and Os. for N o. 4 forgo mig ht also be shaded .
Bematite Pig Iron.
Thoro are n o new feature'! of moment Ill tho Eu::ot
C.:oast homatit o pig iron t rade. l\Ia ko•·s have fuia·ly good
order books, but new businesR is (·oming forward ver~
slowly. Mixed number~:~ ra.r:tg<' fa·om 8 s. ~o S~tJ. por· ton,
according to b rand. No. L m all <·l\Scs bemg tid. per tou
more.
lronmaking Materials.
Another quiet period h b been entered upon hy
the fol'eign oro trade. \V orkt~ seem t.o have all the supplie>~
they need, am\ onl y com e on to ~he mark~~ for o~d cargoel!
to mako up theia· accustomed mrxtures. I.he pnce of best
Rubio ore is nominally 22s. 6d. pox· ton c. d. T oes. Good
D urham flLTOace coke is st ill kept at z5s. per ton clolivcred
a t tht> wo rks.
Manufactured Iron and Steel.
AI though business has im pa·o,·ed con sidet·ably
in the manufo.ctt.uod iron a nd st.eel trade, Lhe works are
not numing at full pressua·e, a nd further orders would bo
wel<·ome. Con t inental bny ing i,; little heard of, but ratht' t'
good colon ial inquiries are coming forward, a nd ono o a
two contracts have been arnt.np:ed. \Vith few orders
coming forward for· steamerl:l, shipbuilding requi-.itcb aro
only in moderuto request , but r·u ilway matel'ial tlnd con ·
btruction11l material uro ~:~oil i n g ft~il'ly well. Pa·i<·es t\1'0
unchanged .
The Coal Trade.
There is no g reat. altoa·a t ion appllront in any
direction in the N orthern coal t rade. The d"mand as a
rul~ is only quiet, and though there are said to be a nwnbor
of inquiries in circulation, they are more or le s in the
nature of feelers, a s the t rade in hand or in prospect is
as yet not nearl y sufficient to absorb the output of the
collier ies, t:\nd thoug h som9 o[ the N orthumberland steam
coul pa·oducea·s ure well stemmed for the pr<'~ent, otltcr·
fitters in Durham arc noL so well situated . 'l'ho I!UCCel>.i
of German tencler6 to tho F a·cnd1 'late Railway"
rather
•
disturb s tlw forward outlook. us morcham~:~ realibc tl1111
for a l'Olliidol'llble time llacy \\ill htwo to meet ' Cl') keeu
corn pot it ion fi'Om that sotuce, l:IO th nt the outlook for· tlH:
winte1· months is not regarded with any great confid ence.
Americans uro also competing kol:'nly, and ha ,·e s ucceeded
in securin~ on e or two orders from I taly during tho past
few days by under-cutting D urham coal pr'ces. There is
still consid erable divergence in the ideas of buyers a nd
collieries as to pr·ices. Buyers state thnt ult ima t<'IY prices
will yield somewhat, but many <•ollier ies seem determined,
rather than risk furt her loss, t o close d own. Ma.ny of the
collieries have been \VOrking at a loss for some months, aqd
when p resent contracts have fu1ished t hey may, in faco
of the current quotations, com e to a stoppage. B est s teams
•
•
•
arc qu oted from 1 ~- 6d. to Hl1.1. Gel., and from 22s. to 23s.
for Durham scrc<'ned steam~. Gas <'oal prices nre un c h anged. nnd rans;(e at about. 22s. to 22-;. Ud. a nd l 8s. for
>~ccond £u.v sorts. Col<ing c·onl11 arc s tea dier at from 1 8~.
to 1 s. (id . fo r the ut<ual well-known brands. The cok e
po it ion i>~ n trifle firme r , and a 11 the demand is som ewhat
nccelornted, the pric·rs h ave lit ifTened for patent oven
foundry. wh ic·h is nt a b o ut 2:ls. to 2Gs .. a nd 30s. to 3Gt>.
f 0 1' b~3h i vo.
SCOTLAND.
for ten days as fr·om the 3rd ir\Jlt. , o that something hould
be known befor e the end of this wcok . It will be a big
s urprise if on the bas is o f tho quotationH put. in the busin.eS!I
does n o t come to this distr·ic·t. A litllo more contractlllg
hM been done over next ) cor on th e part o f ox porters
with the rollie ries, apart fro m whic h thc Frendl tate
Railways have pmchased about 50,000 tons o £ smalls
for d e liver y ovor tho firs t fow months o f n e xt year nt. t_ho
price of 17s. 6cl. r .i.f. North Frenc h p o rts ar1d 18s. c. r.f.
Frenc h Bay ports. The e are regarded a -, ver·y low prices,
invoh ing m ore risk than th e average expo rter is pre pared
to faco, esperially as sollorH have to ~ivo t;uarnnteed
nnalys il! n nd nro l!ubjeC'l t o pcmaltirN, which muko tlt o
bu t~in<>ss t~o rnow hnl o n er o u N.
( From our OWl\ Oorrespo11dt11 l .)
P RA(;TI C'ALLY 1\0thin~ or a fr•oslt nuturo hul! be<~n
ror><H' t rrl rluring th e past week. A little m or e a c tivity
h os been rep orted lror e nnrl thcr <'. whic·h is c hiefly duo t o
the appr·oaf'h of th e h o lidnys. L'nlc~<s something unfo re·
~C('n oc·c·u rs no ch an~<' in gener a l condition s will take place
until o.ft or lho tmn o f t h o y<'nr.
•
\V itl tin re<·N \1 ;-. eur>4 the p ol!rtro n at a t;imilur
p Priotl hu!:l so o ft on hccn m; i L is lo-do.y that. forecas ting
t~ccmtS ulm oRt futil o. On this occasion, however·, it. may
be auid th nt the " h o peful feolin~ " is ve ry s trong. The
t o n e in th e var ious JTiarket s continues to irnpro\'e, and a
broad e ning out in bw~inesq generally is ant ic·ipa t ed early
in th e New Y ea r. MukE'r s appear m o re confident that
c·ontin(lntnl compe tition can be s u ccessfull y m e t , and hope
t o gain n c·onside rablo proportio n o f the o t·clers whic·h rnu ~:~t
0\'entuall;-.• emanuto from s hipyards and e ngineer ing s h o ps.
Tn som e directions, too, the ox port o utlook is b elt e r. , 'om e
produc t s which have long cea sed to have inte r est. t o oxportc r·s are a gai n b r ing inqui r·ecl fo r , and while n o thing
mu<' h in th o wa y or busines<~ ma y materia lise ju'it immcdi ·
ntely, 1h o fact is (' r,c·ouraging.
Anthrnc·ite miner'K nl o. ru l'ctinl( at ::)warboa on
Saturday last passed a t·esohrtion tlrnl no collier· l!h ou ld
w o rk overtime on th e coal during th e W<'ek or the week·
e nd. W ork ceased o n
aturday lns t at th e Graham
Navigat ion Colliory, irbowy, the no tices to the workmen
having e xpired on th e previous Thursday. There a ppears
to bono prosp ect. of the collie ry resuming in the immediate
futuro. Th is m oans an addition C1f about UOO m en t o the
unemployed lis t. A ban on overtime has also b een placed
on rollier ies by a m eeting of I he 1\fonmo uths hire \\1estern
Vall ~;~ys Miners' Council. It was expected th at. o. r el!ump·
tion o f w o rlc wou ld ttike plo.f'o in the e a rl y port of this week
at; th e B eyn on pit, Blair1o., which is own r d b y the Ebbw
Vale Co mpany. 'J'ho pit ha11 b een idle som e time, hut h i\S
boon k e pt in (.(OOd orde r. so that it i t~ hoped that abo ut
1500 m e n would flnrl e mployment al onC'c. • inking opera·
tio n tS nt. the 8te~;~r pit, Gwll.un-cae-Ou rwon , have now bee n
comple t ed by Messrs. Cucst, Keen ond Nettlcfolds, Lh~
b ein g wher e 'the t!eam known a t! th o 1\liddlo Ve in has b~en
s t nu·k. This is t ho first o f n num bE'r of lower ~:~earns winch
the rompany p r oposes to work a t th e pit , and whic h it is
hoped to d e v e lop, so aq t o o btain an o ut put. of 4000 tons
p e r week. The present produc·tion of the l~ast and Maord y
pi t ~. Owaun-co.c-Curwen, ill round about UOOO t ontl weekly.
Miners' Wages.
Pig Iron.
Tho pi~ iron marl-ot rornninl:l fnirl y a,. lcndy. The
d emand from s t ool work:! il! l\ t l'ifl;;l tSiow, but fo undry
~c~h ow~:~ som e imprO\ em ent.
Pr·iccs are firm, without any
indiNl.l ion of apprcc·iat ing meantime. The ex port inquiry
hill! h l'<'ll a s h ade more active of late. The output iK n o t
yot tl~xod, hut t~t od<H o.r e g r·adtmll y docron~i ng.
Steel and Iron.
'l'ho rntu·kot holds little o f fresh inte rest. £0 fnr· U'i
l! t col plnle!! and sec tion~; u,r·o ('On cerned. As h a!! b een
lllrcud y m e ntio ned above, s hipya rd o rde rs ore botmd t o
h e in C'irculation soon, and if makers could only reduce
the m a r(.( in betweNl the ir O\\ n and cortt ine ntal prit·('s still
ftu·ther, th e futuro w o uld b e q lite p r omising.
Quo ta·
tions for loca l delivery are unc· hanged. Ma.kers of thin
s h eets arc securing all the bus iness they can tac kle, and
in some cases arc sold well ahead. Galvanised s h cotq are
very firm, .£1 lOi!. p e r· ton f.o. b . Glasgow being men·
tioned for 24 b .g. H eavy s heet s improve s lowly. l3or
ir·on r emains rather· pool'ly s upported. Aptwt from some
small lo t s for en gineers and wagon builde rs very lilt lo
bus iness is passing, and plants move very s lowly. The same
may b e said o f r o- r o lle rl s tee l produc t s. M o re movement
in scrap mate riol is roport rd, n ot only fo r imme diat e
over· t.he n ext three months.
u se but olso for d oli vcwy
•
Coal.
'fho £iltrl~tiou in tho coal trade i~ unulto rcd.
L a.mwks hire s plints maintain a. firm attitude due to recent
buying fo r· s hipment to Italy and the Rive r· Plato, but. t he
little incr ease in busin ess n oticeable in other descriptions
is chie fly due to consumer s making provision over th e
holidays. L anarkshire ells are a shade firmer, and s teams
from b oth Fifeshiro and t he L othians find a b etter outlet.
l-3ingle nuts, peads, and to a lesser degr·oe double nut~>,
in all dis tric t s move freely, but treble nuts two b a 1·oly
s teady. A firme1· tono in prices is lar~ely accounted for
ov t ho oversold nature of the collierio con equent. on
gi·eatly redu ced o utputs . .\~gregate shipments for the
past. week amounted to 275,449 tons, against. 263, 98 ton s
in tho p r·ect'ding yoa1·, and 292,346 toOA in I he sam e w eek
las t y Par. Prac tically a ll business is for· immediate de·
live r y, forward transaction s b e ing s till conspicuou <ily
absent.
The lro rno market is only modera tely a c tive.
Irtdust.t·ial d emands c·ontimro below normal , w hile miltl
woo.t he r C\trtai 1-. lt ou~-.o hold r·equ i romonll:t.
WALES AND ADJOINING COUNTIEt:;.
(From our own Oorruponder1t. )
Coal Trade Outlook.
'
TuE bel!t that can be !lU.id of th e l! team coul trade
i'l that th e market is well maintained, nnd promi Me~ to
<·ontinuc t!O to the end of the yra r at lca-.t. • 'omr o r th e
s prrinl f.(mde~:~ o ( ~o~u per·ior qualities nro s tro nger. ond o.re
wor·th n H rnu c·h n~ !.>.7s. 9d ., but there is vMy litt lo C' han~o
in ot hN dir·ec tion~ 110 fa•· n~:~ pri<'CII arc ro nc·C'rn<'<l. On t hC'
"Jw ll•, mo~;t of th o <'O IIierie~:~ nro rathe r bcttor o iT f or prornpt
oi'<ICrMtltnn they '\Cro recentl y , but at. th e Hr\Jl\0 timo they
IH'O n ot pressed cM·c pt. in i ~:~olat cd c·ai'!NI.
Tho foreign
ir1quit·y does not. givo a g reat d eal of en~oura.gcmont, so
ftlr a -. th o futw·o i~ con cerned, and there rs no doubL thut
quite £~number of o rders w o uld have come to this district.
hut for the sevoro German compe tition whi<·h is boin~
cxpori cnccd. ]n ~ton c·e~ hnvr hC'Cil known of lato ill\\ hit·lt
\'ery lo" pricr11 qu(J tNl for· \\'!'IHh roal R hav<> h :ll'll t·ut o 11t
bv 'l:t-rman.s t o thtl t•xtNit of Kovcr·o l Hhilling~:~ pM ton .
fnr-, no d efinitt• newt~ ho ~ been rec•civcd r·r~ardinJ< the
plac rng of the E $Z) ptian Htnto R a ih\ays' contrt\C't fot·
200,000 tons of lnrgo quu.litieR. •'ome of the pricct~ Hcnt
in W<'I'O known Jnqt Wf'Clk, but. tho tondor·t~ Jmcl t o h o ld ~ood
.·o
Tin-plate Trade.
On l!'r·idav of this week tho Stabilisation ( Pricol:i)
Uommit.tce again mee ts, u,nd it!! proceedings arc inves ted
,\ it h more than ordinary interest, as apart fro m the ques·
tio n of the m erchant~' commission being down fo~ <'Oil·
sideration. it is understood that. the wh_o_le ~uestron of
th o rontinmuwe or o therwise of tho t~tabJiu:mtr on sch eme
it11~lf will b o r·eviowed.
Pits to Re-open.
11 iK tmderKl ood that tltl'l'(l i'! u j.(Ood pro:<pl'<'t
of th o I•:IJbw Vole ('ompnny r o-oponing ill! Vi viun and
' l' ill<'r'.V pit'i ut Abe rl ilh.•r·y \' cr y s hortly. 'l'hoy wore C'l~sct.l
clo wn about t \\ o mont Its ngo on a ccount or trade depressrou.
Coalfield I tems.
Markets Quiet.
Brighter Outlook .
68 1
THE ENGINEER
DKu. 12, 1924
Catalogues.
Jt ~;:- rw I( Kt!EJ.LA..'II) C:o., Limi ted, \\'1WI.'rley \\'orkll, Shl'llil'ld .
~l'W
milling cutter priro list.
fh:~::cno.-r •" I) -PAnT:.~;ns. Limited. 1\t. PrlN'~ tlo~c. l;hl'f ·
flctd. -Booktl't cnt itiNI " ('hcmist ond l"oundrr.'
E\\ART """ So._., Limited. 346-350, Eu t~ton-roud . ~.\\' . l.Brorhuro on Ewnrt '~ Emperor cowl.
Hnoo't ANO ,V,\t>J::, Li111it()d, H i,:ch \\'ycornbo. B rorhuro 011
tho " .Uroomo ~t l'r " p ortnble compN'~t~or.
)lA' LO\ t., ALLIOTT "~ o (.;o., Limitl'd, Not t anjitham.- J.;hcet.
~o. 5579 on Manlovo's lt1\tndry requi><ito11.
H ,, YWAJlt> C0:\1 rAN\". 02. Hod Lion-11treot, Cll.'rke uwl'll·roud ,
E.C. 1.- Brodn•ro on lho ·• Hoolhnl\dy " clip.
NoRTO-< CoMPi\NY, \\'orcr~tcr. MMH., U ..'. A. Booktot 011
" Fnctors Aflcctin~ Grinding Whee l .'oloct ion."
l•;o. Br,;s::o.r'! ;~.No Co., L imit ed , Little H ultun. B olton. - .\
dt'ACripti vo (•otolog uo Ol\ th CI Bonn it~ choin grnte t~tokor.
.DowoJsos' ~L\CUINJ:: To or. Co}JP,, :s Y, 1htl!h H oul!(', Aid" yell,
W.C. 2. -Two leaflets on the Dowdin~11 ' mnchino tool rogi,.try.
0£NERAI. ELt.CTRIC COMP \:SY. Limited, .Mn~nct. H C?liM.',
J(in~l!wny, \\' C. :?.- .\now HWitchbonrd cutnloguc, ~l.'rtron X ( I ).
1\!woLEY AND SuTCLi t' PE, " Richmond " T ool Works, Brnd •
fot·d.- i\ now list or tho " Ri chmond" univer!ialmillil\jit mnchinl.'ll.
WESTEU'< .ELt::CTlUC Co~tPANY, Limited. Co nnn\tf.(ht H ouse.
.\ldwyC'h , W.C. 2.- B ookiN entitled " Tho World 's Mt>~senger·x."
HruTt~n HTt.KL Pn.uw l'O\IPA:SY, J,irnilcd, 5 1A, Purliamout ·
t~tl'oo t, :), W . I.- A cutologuo 0 11 lho Vibro cost-in situ con creto
pi I(Ill.
FOKTEn l•><u l'~>t::nr:s o Co,tr,\NV, Limited, Mordcn " 'ork,.,
H. \\'. 10.- ltlul!trato<.t leollct L 60, on lanterns for gM·fillcct
Hofe re n ce wat~ mudo brioOy IMt we~;~k to the
audit fo r tho month or O ct ober·, and u; o fuc t that. the wages
of the miners iu this dis tri ct. fo1· the c urre nt month would
ogoin remain at the minimum o f 4 2 . 22 pet· cent. on the
1916 s tandard rates, inaqmnch a N th e woges c·crtified
worked 0\1 o.t t h o perccntnge o f 15 . 66, whidt c·ornpare£
with J 7 . 6 J)l't' cont. for Septembe r·. 1-\inro tir o oxisting
a g reement. <·tunc in to op<'l·at ion-tlu~t iK. from J uno t o
O c· tohN' inclus ivo-· t ho l ot~~ on produ c· t ion has amounted
to .£737, 170, whil'11 is cquh ulenl to £1 ,770,000 p e r armwn . lompt~.
Taking tho figure~:~ for· Oeto b c r. tlt o cost. or produ<·tion in
l~IINE::;T J . UATY, 157, Dunr<tublo-r oud, Luton.- 1'wo lea!Jot11
tho Houth \ V ale~:~ c·oolfield was pmc t.icolly l:l· p<ll' t o n g r eate r· 01\ " Baty'11 Componont11 nntl H occivor>~" o.n<.t " )'rovod by th o
thun the co'll in Hll3, and o f th a t ~"· wages uctounted for· To~t."
5<'. (ld. upurl fro m the additional d. p e r ton due to tire
'fuOMM \\'11.so:-., Sos A'<D Co .. 3 1,l:it. .\ndr<'W·Hquure. l::dUI ·
extra b enefits n ow rcc·eivc:>d hy the minC'rs unriN· tho h e alth burgh.- An illulllroted cntol oguc. " T('Ht 13orinJlH '' 0 11 fund or
and unemployment immrnnl'(l, welfare ond o tlror r;c hemes. wutor.
1\IATHEI\ ANU PLATT, Limited , l'tLrk Workll, Moncheator.Puhlicution P . 40, delLiing '.ith centrifugal h ydroulic pressu re
Engineering Exhibition .
pumps.
The engineering e xhibit ion o rgani£od b y th e
Tu£ Cov&'ITRV (;uAI~ COMPANY, Lrmitcd. Covontry. -Booklct
South Wales In titute of Engineers nt Cardiff, which come CV/ I rolatintt to th o " Coventry" h envy roller chnins for sorvico
to an end las t
aturday, was an unc1ualified success. V()h icll.'8,
Colliery managers were muc·h in eviden ce on t.he closing
A. R EYROI. r.r:: AND Co .. Limited, Houburn-on -Tyno.-A book
day, and were w elcomed b y tho Presiden t (Mr. W . A. re producing ' 'uriou ll tcc·hnicul journols' reviewtt on R eyrolll'
Cham or1) and members of the Counc il. In the <·o urse of IIWi tchgear.
tho proceedir\gs, 1\lr. H .• pence Thomas s airl that that
81HT1Sll } 'I !:IV LATED A~O H.t:Ll!BY CABLES. Limited, l' rCt;('Ot,
w as their third venture, ar1d to launch it forth required a. Lanr osh ire.- P 189, o gonl' ro I desrri pti vo catuloguo for electriclll
g roat. doo.l of cour·age on tho ptuli of Lhe p r omotor·s. l3ut con t rnct orK.
thoy hod bePn fully jus tified, lmd had dec ided to h o ld
.1. H.llEATJJM AN, Limitl'd , l'ursons Oroen , S.\V. 6. -A number
another e xhibition next year. Not only that, but the of tcoflots on " H euthman " opplinncc'l for figh ting c.nd protection
Counc il had d ecided to holci a. s imilnr exhibition, but. of a ogoinat firo .
mor·e general character-, at • wansea. ncx~ Augu!>t. . At. that
Tu& AIUICO l NTt:llN ATIONAL Conr onATION. l'inners' H ull.
exhibit ion there would b e s hown machtnel'Y applicable to Old Broud-st reol, E.C. 2.- Booklel ontitlod "' Arrnco' lngot
the metallurgical and mining indust_1·ies in the westet'!' Iron Fncts."
portion of th e coalfield. The Counrtl had como t? thrs
)JnmLEES·W AT ON COMPA'~V , Limited, cotl<md·~Street, (.;)~Mj.
d ecision in view or the grea t advancement mado m the gow.-CutnlofluO Pu. 700 on "~ntrih1gal Pump!! for low un<.t
wansca dis tri ct, and partic ular ly th e development of the rnodium lifts.''
ant.hrncite indus try, whic h was t.ho only brig ht spot in the
J AMEB Kt:: ITu AND BLAOIOIAN CoMl'ANY, Limited, 27, I!'M·
W ol11h coalfie ld.
ringdon-avonuo. KC'. 4..-Booklet VSL on gus booo:~ting n nd
oxhnUKting fun >~.
Steelwork Contract.
J. " '· BnoOKJ:: AND Co., Limtted, .\drtt\11 " 'ork.i, Lowestoft. Loo Bet. describing t ho " Brook~ " combined p ortable pumping
Tiro cont..act. fo t· the bl eelwol'lc 1'eq11ir·cd in tho ond industriol sots.
c·on~t ru ct ion of th e viaduc·t over· the r·iver ' l'aff , nou.r·
STJ:!:Mt FrTTJ NOS Co~u'ANV. Lirmtod, Wc~L Dray ton. ~liddte­
l\fe rth y r Statio n, has been secured by Si1· William Ano l t!Oli.. -Loaflctll describing the " Droyton '' motl'r vulvo nnd
and Co., Limited , of Kin~ 's Dock , 'wu nsea, whore th o " H .M." boill.'r valves.
woz;k will be carried out. The value o f this ~:~ection of th o
J Ol:I N I . 'fnonNYCJlOBT "-<D Co.. Lunitl.'d, Thorn)'l'roh H ow••'•
w o rlc i11 abou t. £10,000.
. mith-squure, • . W. I.- Publication M.M. D. ' 10 7. on thu
'I' horn ycroC l propcllN·.
Current Business.
J\UTO· \\'ELl>l'-0 A'-U 1~ '-lllNI::t::HIMI Cu'IC\'-'\' , Luuited. :!0\ ,
l'ortpool-lonl', <.:ray'>~ lnu -roud. E.('. 1.- Leultct dc~t·rrhlll~
.\lthou~h the re hu-, u ot b een l\ g t·cut d eal or tho" Zephy r " burrow.
fl'e,;h hu sine~;H about. on the marl<ot, tiro tone contiuueta
P u niT . 'I'&OI.U.Tit::S, Limited, l>urk-slreot, Birrninghorn.to bo Ktoady in all clep6t'Lments. l\Io~o~t. o f the collioriel! arc J.i~tt No. 80, 011 tho " Purit " oleclrio gtuepot, ond a loa6ot on tho
fairl y well booltod up for t.ho r e mainde r of t!1 is m onth , all(l " .D . L .~.'' electric fitting .
providnd tonnage turns up o.s arranged, s lupments shou ld
Tu£ NATIONAL CAS 1!:::-.oiN£ COMPANY, Lumtod, .\~hlOn ·
be continued fairly regularly, thus enabling the pits to undor-Lyno.-Lcofiot No. 55, illu11trt\ling and descr ibing the
work without. inter·rupt ion. On the whole, prices have n ot ~ational euotion gas plants.
undergone much, if any, alter·at.ion, but. a ~eo..t.ut·o of the
RAO£ ISP. AND Co~ll'\""V· 161. B OW·l'Oad, E . 3. -A copy or
market is the sharp upward movement whiCh has taken tho •· Disrc~<L o£ Current rieotifio Literature on Lubrication
place in pit wood for p r ompt delivery. Some of tho collieries and Alliod ProblelllJI, Xo. 6."
h ave been caught short of supplies, with the consequen N'
A\IUll ii)GE l NSTR\ \1&-<T CO}IPA,¥, Limited, t:;, GrOII\CnOr·
that the priro has arl v arwrd to 32s. lid.
plt~<'l', H.W . t. - Po~< lc urd illul!tratin~ tho Cam \md~o prc~uro
l't'cord(lr, u l ~o <'O rd atlu Ktl'l\t i ng t ho U k<' of the Cum brtdgo opt irt\ I
pyrotll<'t l'r in n foundry.
Latest News from the Provinces.
\\'ALE ' .\ND
,\I)J01~1Nt:
Egyptian State Railways.
l'OL' NT ll-:1-i.
J.J..\J::L llHC \fOII. - lll 1'01\IIOcliou \\ltlt tho Ul' llcJO
on tho now levol indicator mudo hy lho ,\ s tcr En~mecring <.:om·
ptlny. \\ hich appeared in our III:<UO or D cccmbcr 5th , the maker
al!k us to potnL out that tho gaugl' i~ ~uitablo tor inwlallalton on
d oi!Cd, M "ell as open. tunk~<, ond tht1 L tht.> manontl'tt.>r OJ')('rOtl'K
111rlop cncl l'ntly o£ the pro•,....uro withm tlt l' tnnk .
,\
:\t>W
'1'111•: IH'tf<'l' f111' 21)0,0()0 ll\(l ll'il' lOll~ uf hll 'j.(ll Ht{ltllll
T ur· Por, \n }l t:.\\ ,. Ou E'-t:Jl'o&- l'onnccrto,, l n our nrtll'l••
<·ouiH fot· the Jo:~yptitm ~tato Railwn~ ·~~. t o h<> dl:'liv~;~rC'd
1h·~rrihin~ tlw Polar hNI\ y otl l'llfllll<', publt ..hod on pngo 0 I 'I
O\ (lr' five monthK, ,Jarlllt\1'~ to May irl<'lu-.i\' C. ut All''-l\ndria . (lr lo ~t \\ l'l'k'H •~-~ul'. thl' <' rank Cl\!<e compre ion of the ~ca,·<'ngin~
ho~ b een plac:cd with two local firn\8, , ·iz., \\'. )lilburn 111r wno~ .. ho" n on the lll(ltcator du\~ram reproduced rn 1-'t~t. :~
tllld Co., iiO,OOO t ort!!; nl\(1 Watt'!, Wntt and Co., l oO,OOll l\'1 0 . 5 lh. pl'r t~qu l\ro in<' h . This should lti\Vo read 6 lb. por ~ltUnro
indt, "hi<'h figure wn11 givon cor rectl y in tho text- or tho arlid<'.
101\K,
•
•
•
•
J)Ec. 12, 1924
THE ENGINEER
682
.
,
Current Prices for Metals and Fuels.
N.E. COU'I'-
N.W. COU'I'Native • .
(1) Spanilh ..
( 1) N. African
••
••
••
•
•
•
•
••
••
••
••
• •
•
•
••
••
• •
• •
••
••
••
••
••
••
1118 to U /23/23/-
•
N. E. Cou 'I'Native •
..
ll'oreian (c i.f. 1
•
•
•
0
•
•
•
•
•
•
•
0
•
•
•
•
••
• •
••
22, 6
• •
PIG IRON.
Home.
E~port.
'
'
•• d .
•. d .
(I) 800'rU.lfo-
H ematite.. . .
No. 1 J'ounclry
No. I J'ouod y
•
..
4 16
0 •.
••
..
0 ..
••
• •
••
4 u
' 10
••
0 •.
••
•
N. E. Cou r Hematite Mi~:ed Noe. . .
No. 1
• . • . . . ••
ClevelandNo. 1
••
••
Silioiou• Iron ..
No. 3 O.M.B... ·I
No. ' Foundry
No. ' Forae ..
Mottled . . . .
White
•
•
•
•
4
4
11
0
6 ..
0 ..
..
4 7 0 ..
4 7 0 ..
••
111 <> 4 :! 0 •• 4
.. 4 I 0 ..
. . .. 0 0 ..
• •
• •
•
•
••
••
I
••
0
••
-
0
4
••
'
8
9
0
7 0
'
7
0
2
••
6 to '
4
1
0
0
••
4
0
0
• •
• •
••
• •
0.
..
..
•.
••
..
..
••
••
••
..
•
•
••
••
• •
••
• •
..
..
.•
• •
••
••
••
••
..
••
••
••
••
• •
••
••
••
Siemene Acid Billetl
Beeeemer Billetl ..
Bard Buio • • . .
Intermediate Buio
Soft Buie
•. . .
Hoop• . • . • ••
Soft Wire Rode ••
-
..
I
9
I
..
••
..
-
0
••
..
..
..
..
..
..
(f.o.b. Olugow)-Steam
• •
Ell .. • •
Splint
••
Treble. • •
Doublet ..
Sinalee • •
• •
•
•
•
£9 to £9 5
-
5
0
• . 11 10 0 .
.. 13 11 0 ..
. . 9 10 0 ..
. • 12
0
0
0
.. 11
0
• •
••
0
8
Founclry No. 3
..
J'ora•
•
••
3 17
0 ..
••
••
311
0 to3 120
•
-
..
( I ) Derbylbin-
No. 3 Found17
Forae
•. . .
••
.•
•
2
e ..
• •
••
3 17
6 ..
0
0
16
0
0
No. 3 Foundry
No, , F ( rae ..
••
• •
t
4
2
0
6 ••
0 ..
..
• •
4
5
0 ..
••
13 10 0
0
• •
..
••
N.W. CourN. Lance. a nd Cum. -
(4 )
Mi~ed
6
Noe.
0 (ft)
..
10 O lbl
..
- --------MANUFACTuRED IRON.
..
••
.. 12
E~:port..
•. d
a...
••
••
• •
..
N.E Cou TCommoo Bar•
••
Luoe Crown Bare . . . .
Second Quality Bare
Hoope .. .. ..
.. u
0
'
0
. . 13 0
. . 12 0
.. 16 0
0 ..
• •
• •
••
0 ..
0 ..
0 ..
0 ..
.. d .
-
••
0
0
u 16
(.AU pricu
0
Yoatu. -
..
Bm
••
•
•
••
••
••
..
••
.. 13 0 0 ..
.. 13 10 0 ..
.. H 10 0 •.
. . 12 16
••
••
• . 15 0 0 ..
.. 11 16 0 ..
. . 13 6 0 ..
••
••
••
STEEL.
,
(8) Home.
' •. d .
(7)
'
E~port.
• . d.
( i ) 800TL4lll>-
-
( t ) Deliverod.
..
..
•.
••
••
••
••
• •
••
••
••
••
••
• •
••
• •
• •
• •
••
••
• •
• •
-
• •
••
••
18 10
(Z) Not. l\fokora' workB.
(8) H omo Prie01 - All delivered Olosgow Station.
•
• •
• •
• •
••
••
••
••
• •
••
••
••
• •
• •
• •
••
• •
••
••
• •
..
•
• •
••
••
• •
• •
M1AI
••
••
••
••
0
SWoon, 411 p.e. to 50 p.o.
..
..
711 p.a.
••
•
-
-
., Vanadium •• • • • • • •
.. Molybdenum • • • • • •
., Titanium (oarboo free) .•
Nickel (per ton) • • . • . • • •
Cobalt .. .. .. • • .. .. • .. . • •
Aluminium (per ton)
••
!!3t6 to 23171
2511 10 0
26!1 12 6
13 16 3
u 17 0
:10 12 0
37 12 6
36 11 3
35 11 :l
70 0
71 0
15 0
0
0
0
1
I
1
42 16
41 6
0
0
0
1!
0
2j
0
0
..
(8) f.o.t. Maker~~' works, approximate.
Boiler P lotoa 10/- ort.ro delivered E oglond.
t
18/17/8
!0/-
••
£185
••
10/- per lb.
£130
••
••
••
••
• •
14 /6
..
••
••
••
••
..
• •
• •
••
••
••
• •
•
•
••
• •
• •
••
• •
••
••
..
•
••
••
• •
••
•
• •
• •
• •
• •
••
••
•
•
• •
.·
16/0
20/19/6
16/11 to 17 /9
26/%1/19/15/-
• •
..
• •
18/17/! 0/19/8
••
• •
• •
ll /-
•
••
••
• •
• •
••
..
••
••
••
••
••
••
• •
••
••
• •
..
• •
• •
..
•
•
• •
• •
• •
• •
• •
• •
• •
• •
• •
• •
•
•
• •
•
• •
• •
• •
•
..
..
• •
•
•
• •
• •
••
••
• •
• •
• •
••
••
••
.. . .
..
• •
Bmallt • .
• . . .• . .
Blut·furnace Coke (Inland)•
"
., (Esport)
..
••
•.
..
..
• •
•
•
••
f.o.b.
.
.
....
.
••
••
•
•
••
• •
..
..
..
••
• •
.•
•
•
••
..
• •
..
• •
••
• •
••
••
..
• •
..
••
• •
••
••
• •
..
• •
• •
• •
• •
••
• •
Nute. .
.•
..
..
• •
••
• •
• •
• •
Bean.
••
••
.•
••
••
••
• •
••
. . .. .. . . . . .. .. .
Breaker Dull .. • • . . .. . .. . .
Peu
Rubbly Culm
Steam Coall :
Large
•• • •
Seconde .. ••
Sm.U. •• ••
Carao Tbrouab
(9) Per ton f.o.b.
18/6 to 18/9
17/8 to 18/10/6 to 10/9
16/8 to 17/23,6 to 25/21 /U
18/ 3 t o 18/0
23/6 l O 26/2:1/- to 2~ , 6
-
-
••
.
8 W .lNIII.lAnthraoite Coall
Ben Big Vein Large • •
Seconde • • • • . . • •
Red Vein
.. .. • •
Machine·made Cobblee
•
•
28 /6
46/- to 58/ 4
30/-
Inland.
32/- to 36/26/- t.o 28/27/- t.o 32/2l /- t.o 26/22/6 to 26/14/- to 18/20/6 to 23/20/6 to 22/8
0/6 to 12/8/8 to 10/6
4 /- to 6/6
C&sou.-(9) SOUTH WALES.
Steam Coale :
BMt Smokele11 Large .. • • • • • •
Second ..
..
•• • • • • • •
BMt Dry Larjte . . • • • • •• • •
Ordinary Dry Large .. • • • • • •
Beet Black Vein Large
. . .. • •
Wettern Valley
.. . . • • .
.
Ben Eutern Valley Large .. .. . .
Ordinary
.,
., • • • • • •
Ben Steam Sm.U.
.. • • • • ••
Ordinary
"
.. •• • • • •
Wuhed Nute
•• . . • • • • • •
No. 3 Rhondda Large .. . . .
• •
..
.,
Sm.U.
• •
• •
• •
No. I
Large •. • • • •
Tbrougb
• •
••
• •
Sm.U.
• •
••
••
F oundry Coke (export) .. • • • • • •
Fumaoe Coke (expor t) .. . . . . • •
Patent Fuel • • • . . . • • •• • •
Pitwood (u lbip) . . . . . . • • ••
e
• •
• •
Nutty
....
..
••
..
•.
..
..
..
•.
..
..
• •
• •
• •
Beft Hand·plcked Brancb ..
Bamaley Beet Silk.ltone
• •
Derbylhire Belt Brigbtl
• •
,.
.. BoOM
• •
,
., Large Nut.1
.,
., Small
Yorkabire Harde . . . . • •
Derbyehire ..
.. .. ..
Rough Slacka
.. .. ..
,
•
..
. . ..
• •
• •
• •
••
..
.. ..
.. ..
••
••
• •
••
••
• •
• •
••
• •
•
•
••
••
..
••
• •
• •
••
• •
••
• •
••
••
••
••
..
21 1e to 2:!/6
27/ 3 to 27/9
26/- to 27;27/- t.o 27/6
24 /-to26/24/8 to 26/'23/8 to U /8
23 /0 t.o 24/8
2210 t o 23/16/- to 18/13/- to 16/22/- to 32/27/- to 27/8
19/- to 20/22/6 t.o 23! 6
18/- to 20/11/- to 13!
40/- to 47/6
27/6 to 32/8
26 / 6 to 27t32/- t.o 32/6
47/6lo60/40/- to 46/34/- to 38/59/- to 60/55/- to 80/U /- to 45/19/- to 23/9/6 to 10/ll /9to 12/3
22/8 t.o
22/- to
14/- to
17/- to
23/8
22/6
16/19/-
(5) Olosgow, Lonnrkllbiro, and Ayrsh ire.
(7) Espor t Prices - f.o.b. OIMgow.
Lateet quotations ov!Ulable.
••
•
••
(4) Delivered Sheffield.
coal a are por too at pit for inland and f.o.b. for eJtport, and coke :S per ton oo roil a t ovens a nd r.o. b. for export.
acoordlna to analyeie ; opeo market, round about 22/6 to 25/- at ovene.
0
••
•
•
•
Sasnl.IILD-
£62 0 0
£80 0 0
1/11 per lb.
' 12 per lb.
£16 for home,
£16 for export
£11 15 Oecale5/- per
un.i'
£17 17 I ecale 8/- per
un.i'
17/6 per lb •
7/9 per lb.
1/2 per lb.
•
•
0
•
(f.o.b. Leith)-BMt S team ..
Secondary Steam
.• ••
T reble.
•. . • . • • •
Double.
•. .• .• ••
Single.
.. .. .. • •
Beft0u
••
S.OOnd .. • •
Hou.eehold
••
J'ounclry Coke
1/8. per lb.
1/4l<J. per lb.
Per Ton.
Per Unit.
£24 0 0
8/£23 10 0
7/1
£23 0 0
7/6
.£43
• •
••
..
D I1BRAli-
nominal.)
Ferro Chrome, 4 p.o. to 8 p.o. carbon
.,
8 p.c. to 8 p.o. ,
.,
8 p.c. to 10 p.o. .,
Specially Refined ..
..
., Mu:. 2 p.o. oarbon . . . •
••
..
1 P·'· .,
.. • •
,
,
0 . 711 p.o. carbon
.•
..
.. carbon rre.
.. • •
Metallic Chromium • • . • • . • •
Forro Manaan- (per ton)
.• • •
••
0 ..
Boiler Plate. .. •• . . 13 0 0
Ship Plate., l in. a nd up 0 16 0
Seotioo. .. . • . . . . . 0 10 0
. t o 1 an.
'
12 0 0
Steel Sheete, • lu•n.
1
Bbeete (Gal. Cor. U B.O.)
•
••
MJDL.A.MDI-
Crown Bar1 . . • .
Marked Bar• (Sta1J1.)
Nut and Bolt Bare
Ou Tube Strip
..
•
••
..
Beft Steame ..
Sooond Steam•
Steam Small• ..
U n.10reened ••
Bou.eehold
• •
PERRO ALLOYS.
Tung1ten Metal Powder • •
Ferro Tunpten • • • • • •
Crown Bare
••
••
• •
..
••
NOBTBVMBBBL.lND -
-
••
••
••
••
•
Copper, Beet Selected Ingot•
..
Eleotrolytie
•. •.
Strong Sheetl . . . .
..
..
TubM (Bam price )
BrMI TubM (Buie price) •.
., CondeD.Mr •• • • ••
Lead, Englllh
• •
•• ••
.. r oreign
••
••
••
SOOTLU D-
Crown Ban
• •
• •
••
..
Steama .•
Hou.eehold
Coke .• • •
MUIOB & 8TJtB-
Home.
'
• •
••
•
••
(8) N. W. CO.U'l'-
..
• •
•
E NGLAND.
Sw.Uflli.l-
Tin-platee, I.e., !0 by u ..
Block Tin (oalb) • • . . • .
.,
(tbree moothe) ..
Copper (oalb)
•• . • . .
., (three month•)
..
Spanilh Lead (oalb) . . . .
..
(three montb11)
Spelter (oalb)
•• •• . .
.,
(three moothe)
•.
• •
• •
..
NON-FERROUS lriETAI..S.
..
..
••
LoTIIUlll -
..
••
..
••
••
0 .. ..
0 to 8 S
0 . . •.
0 to 11 10
• •
AY.iUI8IBB-
SinaJ•
••
(I ) Linoolnebire-
....
..
..
.. ..
••
. . 10 0 0 to 10 10
0 16 0 to 10 0
• •
. . 15 5 0 .. • •
.. 1315 0 .. • •
9 16 0 t.o 10 0
••
.. 13 0 0 • . • •
..
(f.o.b. Porte)-Steam •.
.,
.,
Spllni ..
Treblee ..
Fr..n:sam:s(f.o.b. Methil or Bumt·
ialaod)-St.Mm • • . •
Soreened Naviaation ••
Treblee • • • • • • . •
Double. • • • • . · • •
Ot .. ..
0 to 9 10 0
0 to 11 10 Ot
0
....
..
..
..
• •
•
••
Eipon.
16/9
18/9
20/- to !4 /19/6
1\J /-
LI.M.llU[8 8IBB-
••
Small RoUed Bare
• • 9 5 0 to 10 0 0
Billet• and Sheet-bar• .. 7100 to 7 16 0
Sbeete (20 W.O.) • • . . 11 lO O to l2 0 0
Oalv. Sbeetl, f.o.b. L'pool 17 7 6 to 17 10 0
Angle. .. .. .. .. 9 5 0 .. • •
J oiat.e
• • • • • • • • • 6 0 .. • •
TeN
• . · · · · · · 10 6 0 .. • •
Bridge and Tank Plate. 9 15 0 .. • •
Boiler Plate. . • • • • • 13 10 0 .• • •
•.
(I) Northampton-
Hoope
•
.. d .
.
..
SCOTLAND.
MtDL.lND&-
All-mine (Cold Blut) .. I 0 In 0 ..
Nortb Staffl. Forge
• . 3 17 6 ..
..
..
Foundry . . 4 7 8 • •
1.
•
'
Esport.
£ •. d .
SBBiWriBLD-
-
(8) Statf•. -
Hematite
•
Bare (Round )
••
.. (othere) • . . .
Hoop• (BMt) . . • .
.. (Soft Steel)
Plate. • • • . . .
., (Lance. Boiler)
6
'
• •
••
•
Home.
£ •. d.
9 15 0
9 10 0
13 0 0
0 10 0
9 0 0
13 0 0
10 6 0
9 10 0
8 10 0
MI.BOHJ:In&-
••
1
Ship Plate.
Angle. •.
Boiler Plate.
Joiete
•.
Heavy Rail•
Fiab ·plate.
Cbannell
Bard Billet•
Soft Billet•
N.W. COUTB.t..aBowBeavy Raill
Light
..
Billete ••
MtoLANol-
Ruio
POELS.
STEEl. (continued) .
IRON ORE.
(8) Except. where otherwise indicated,
• For biMt furnaces only. 16/9, with 8uet.uat.ion1
(q) Polivt~ro4 Sl;leffield or Q lftiiOW,
(b) Delivered Uinrungham,
French Engineering Notes.
(From our Corrupondent in
Pari~.)
German Negotiations.
•
683
THE ENG I NEE H
DEc. 12, 1924
British Patent Specifications.
.
to tho air in order llmt the damping t<hall not be abrupt, and the
total damping shall be illlfficient. A.. tho inertia of the diaphragm
mu~;t. be 11me.U, the diaphragm hs mad<" t hin.-Octobl'r 21th, 192 t .
224,056.
October l st, 1923.- l.Au>aovEM:ENTB L"l FRAM E
AERIALS FOR \VffiELESS T.&UPUO N'Y AND TRE L ntE, Henry
\Vitliam Cole of 14, Victoria-str(l!'t, \VestminRter.
W lien an invention i~ communicaJ.td from abroad the name and
Tlw ronFitructio~ of the frame aNial dcRCribed in t!1i11 llpec~rn­
addrt8tt of the commur1ic<Uor are printed in i talics.
TVhen 011 abridgnunt u not illmtrattd the Specification is u:itllout tion will readily IX' uncl<'rstood from the accompnny•n~t drnwtnft.
drawings.
Copiu of SpecificatioM may be obwined at the Patent Olfiu
N9 224,05 6
Sale Branch, 25, Southampton-buildingtt, Chancery-lane, ll' .C.•
at la. each.
Tile date first given u tl~ date of application; the ucond datt,
ot the end of the al>ridgmwt, i.t the date of the acceptanre t>f til t
complttt Specification.
Tu •~ negot iat ion'! being <'arried out betwt'en
representative~ of the Fren<'h and German iron and steel
industries with a view of <·oming to an arrangement "hi rh
might. be embodied in the forthcoming treaty of commerce
are encountering many diffi<'ulties, by reason of the complicated situation involved by the situation of the L orraine
steel firms. J£ the increased duties that are to <'OmE' into
operation on January l st next are applied to Frenrh iron
and steel entering Gennany, the naturnl market fo1· the
STEAM GENERATORS.
Lorraine produc ts will be pr1wt i<'all~ <'losed, and it will be
quite impossible to dispose of the production in F1·onc·e,
224, 146. l\farch 11th, 192 1.- W ATEJ\-TUDF. BOIL"ER!'!, .J. 1\:(lrrwhich can only absorb about one-half of t l1e present total
Bock, K. A. Spearing. and the \'iC'kt'rth peariog Boil<'r Comof ele\·en million ton!! a y<'ar. Having loHt Lorl'l'~oine, C:N·pany, Bank Buildin)%1<, Kingi>wny, London.
many must now import roMiderable quantities of iron and
Thitt form of boiler i11 !C3id to be ~<p('C'inlly nppli<'ohlo to r<'lasteel, and the Frend1 are naturally dcsi1·ous of a rranging bvely smell capo.citie-. nod to c:-ase" in "hic:- h the boil('r i>< built in
for the s upplies to b e obtained from Lorraine. They are sections for ns!lembly nt tho plnce of inHtollotion. It ill of the
insisting upon a reduction of the Germa1'\ import duties.
The Germans have so far declined to do this on the ground
N '! 2 24,14 6
that they would have to grant the same privilege to other
countries enjoying the mos t favoured nation treatment.
They have offered to purchase a million tons a year, and
thE'y have also made it a condition of any arrangE.'ment
that the foundation of a European cartt'l should bo laid
for regulatillg the iron and steel product ion. The Fr(.'lnc·h
are favourable to some such organisation for adj us ting the
supply to the demand, but they cannot accept the Ge1·man
terms, especially as they do not pro\·ide a solution of the
coke problem. NeYertheless, it is affirmed that there is
promise of an eo.rly settlement on the return of the German
delegates, who left for Berlin in order to reconsider the
proposals in the light of tho Fren<-h objections. It is even
It consist.'! of a non-directional syst.om with two frame aerials or
stated that o. final agreeme-nt may he come to in the course
sots of windings, tho wiro o{ the innor Rec~ion bei!tg woll!l<;l in a
of next week.
mannE'r different from that of the outer sectton. A 1,. the WJnng of
the outC'r eection or frame, and B tho wirin~ of the inn(lr qection,
C iR tho former on whiC'h the inn<'r <'<'ll '" wound.- .\'m·l'mh"r
Arsenals.
Gth , 1924.
c
The d ecision of the present Government to r·ovoke
the order of the previous Government to suppregs the
arsenals, exeept those of Toulon o.nd Brest. met with
vigorous critic·ism during the debatt' in the Chamber of
Deputies on the naval estimates. The failure of thl'
arsenals to jus tify their existen<-e has been so reeeatedly
proved that the dec·ision to maintaill them appeared
incompreheORiblo. It is truo that the Minister of the Marin e
declared his intention of nmning the arsenals on industrial
lines, but exper ience with other ~ tate administrations
s hows that it , is extremely cliffi<-ul t to realise rE' forms
against the force of inertia. It is admitted that the
money spent upon the arsenals is out of nil proportion to
t.he value of t h e Reet. J t was argued during the debate
that it was impossible to develop the llavy sufficiently
while so much waste was going on in the arsenals and that
o. larger number of vessels <·ould be eons tructed in private
s hipyards for the money now spent in the tale establishments.
eeing, however, that the maintenance of t.he
arsenals is a matter of pr·inciple with the present Government,, there is very lit tle rhanee of those who a re agitating
for the suppression of the n.rSl'nals as a means of eronomy
ob taining satisfactio n .
FURNACES.
223,764. Novemb<'r 27th, 1923. -DRYD<G A~D PUL\"ERISDW
F o£L, The Underfeed Stoker Company, Limited. and
W. R . Wood, Aldwych HouRe, Aldwych. I~ondon, W.C. 2.
This invention C'ompriRe~ a bunkPr. diRtributor and dryer for
powd<'r<'d fuol. Th o ('01\NI('Iy ground fu(ll is storNI in thl'l hopper
poarin~
t ype, bul th(l wntt'r tubc8 are l\rrnng(ld nt n ~rl'nl..cr
inclination than usual to incree.c:e the hl'lght of the combu-;tion
che.mbcr, and the mruol downcomer conn<'Ct ing the top ond bottom
dntms i11 orronAed out-.id<' the boiler c~inA to !'nnbl<'th<' dim<'nsionR of th<' Jotter to he ~<till furthl'lr J'Nh•c·cd.-NOI'Ctnllrr 6th,
1924.
N !' 2 2
7 64
INTERNAL COMBUSTION ENGINES.
224, 1 6. June 18th, 1924.-CYLl~DER BLOCKS, M ... Nnpier.
Villa d~>R Cist..cs, Chemin dll Roi Albort. Cannes, Frnnce ;
and 0 .•. \Vil.kinson, 211, Acton-valo, London, W. 3.
It. i11 claim<'d for this conRtruction of cylind(lr that it is Apocially
suitable for nircre.ft. Each cylind(lr comprises o head nnd a
barrel formed a.s a unit, preferably by forging, and R\IITO\tnded
by a thin metal casing welded or otbN"'\ i!!O conncctNl thereto
A
Automatic Couplings.
Tho question of fitting automatic couplings to
ro.ilwa.y coaches h as again been r eceiving attention. I t is
argued that Government has no authority to impose any
type of coupling without the advice of the Office Central
d'Etudes du 1\[a~riel de Chemin de Fer. That body is so
far from having a settled opinion o n t ho matter that it
recommended the carryi ng out o( furl her tests in the
coming s pring. The trials were authori. ed by the Government, and they a re to be continued for three months under
the supervision of repre entatives of all the railways and
of the different sen·ices interested. It is difficult to see
how the Government can impose the Boirault apparatus
before tho Lrials are <'ompleted.
o far the o nly two
systems in competit ion have been tho Boirault and the
H enricot, but it is probable that othMs will be pres~nted
nt I he forth romi ng trial~.
N9 224,186
•
c
0
A and falls through a valve in the bottom on to tho dished plato
.B, above which there works a. rotary rak<>. H ot products o(
<'Omhustion are suppliPd under the plate B by a fun C, and esce.pe
by the flue D . The dried fuel fall11 into pulvelri><E~r>~ E E, and ie
deli vl.'l'('d to tho cyclone.a F F by fnns. The powd!'l'('d fupl ill
tak!'n to the furnace by a convt'yor 0.-0ctobrr 30tlt, 1924.
Sahara Motor Traffic.
MACHINE TOOLS AND SHOP APPLIANCBS.
Aftot the successful experiments in traversing
the Sahara with various types of motor vehicles, particularly the s ix-wheeled Renault and the Citroen-K egresse
endless trQ.('k cor, it is perhaps not surprising that Monsieur
Andre Cit roen should have decided to organise regular
services b e tween Algeria. and the river Niger. A company
has been formed to run two services eac·h way every week
between Colomb-Bechar alld Timbuctoo. The distnnro
between the two towns is 1690 miles. The journey will be
accomplished in nine days, mainly by ordinary wheeled
<'ars, and only o n two stn~es will the endless track vehic·le
be employed. The Nigt'r will he reached at the town of
C:ao, and the last stage to Timbuctoo--a distance of 310
miles-will be accomplished by motor boats.
Port of Algiers.
Although tho work of extendillg the port of
Algiers should have been stm·ted upon a year ago, nothing
ha.'! been done beyond equipping the neighbouring quarrie
and making other preparations, but it is expected that
operations will be started shortly upon all enterprise which
ha'! to be completed within a period of ei~ht years.
ince
thE'n the Chamber of Commeree has elaborated the original
programme, which now pro\•ides for a l'IE'rics of works down
lo the end of 193 . The estimated c·oHt is l 53,600,000f.
The existing jetty is to be lengthened 400 rn. and a ne~Y one
700 m. lonp; ill to be constructed. By the ronstrucllon of
the vast l\lustapha b asin and coal wharve-1 of considerable
area Algiers w11l become one of the lar~est commercial
ports in l'!orth Afric?-. The contracts are b~ing executed
by Schnetder and Cte., of Creusot, the Sortete Hersent,
and tht'l Etablis.c1ements Day d6.
223, ii2. D~embcr 13th, 1923.-QmcK-RETUR'l ~lOTION !I
Th<> Gear Grinding Company, Limiwd. H . F . L . 01'<'utt nnd
.1. \\'. , narry, Ann-road. Hand11worth, Birmingham.
1n t hi A q\1ic:-k-roturn p:enr t ht' drivinp: shaft is marked A, whilo
the worm B i11 uRed to work tho t<lido through nny ronveni!'nt
in a wa.t.or-tight mannor to form a water jacket. lug~:~ A A being
providc:-d on the cylindel'l:l outside or b<'yond the lunit<~ of the
J&eket by means of which each individuol c:-ylinder c:-an be bolted
to one or more similar cylin der~ to form u block. , uc:-h n block
can be trented a.'! a wholo or any individual unit cylindc:-r <'nn oo
detached at will, tberl' IX'ing seporato short bolts for connN't ing
ee.ch pair of adj&e<'nt lugs nnd hl'lnc:-o 110 tondenc:-y for tho struc:-t ure nsn whole to lo!IO its rigidity.-Not•embrr Gilt, 192 t.
N'! 223.772
•
TELEGRAPHS AND TELEPHONE&
223,965. July 25th, 1923.-JMPROVEO MEANS FOR 'u rPORTT~ O
TnE DrAPIO\AOM o F A T £LE.PR O E TnANSl\llTTEI\ on R ECEJ VEn, Henry J Ot<oph Round, or 9, \Voodbl'rry-C'rC!IC'C)nt .
1\IUIJ\\ (Ill Hill.
Ono of the difficultieR m('l with in obtninin~ n rl'all) 1\<'c:-urnto
reproduction of sound 11< thnt of 11ecurinA an nperioclic:- dia phragm. Acco~in_g to thi>~ imeotio_n with thl' <'xception of thE.'
middle port," luch 18 expo~<ed to tho atr, the d1aphragm 111 damped.
PrC'ferably the dampinJ( i11 gradual, for otherwise l'('fi<'<'tion may
occur at the plac:-e whore a.n abrupt c:- han~e in tlw tlampinf.'(
occur11. In the case or a largo fiat diaphragm a c:-oil 111 nltnched
to the <'Nitre and tllis coil is ple.ced in a magnetic field which
set!l the diaphragm in vibration or alternatively it p1·oducc11 an
electromotive fol'<'e when th~ diaphragm is set in vibration by
sound waves. In the C'a'IO of a strip dinphragm a middle portion
of .the atrip may bo left exposed to the_ai.r, wh\Mt t~1e romain~er
is 1Dsule.t.od from the sound waves nnd 1s 1mmersed m n dampmg
roodium Rueh as cotton wool or felt. I n general the total area of
the dinphrngm mu~t b(llar~e as <'omparNl "ith thl' nr<'o <'-cposod
B
mO<'hanism, such a.q a c:-rank. 't'he .!~haft A driv~'\ another shalt
C, through bovol gearing, and on this shaft thoro are keyed two
toothed wheels D and E. These \\heels m(lsh \\ith others F and
G on the shaft H, nnd give different 11peed mtioq, The wheel G
is connected with the s haft H by n free-whool c:-lut<'ll J, while
the wheel F drives tho !!haft llthrough a fric tion c:-lutch K. Thl'
D Eu. 1 ~, 1924
THE EN G INEER
684
two" h~l'l>4 E nnd G pro' HI<' tho >~lo" -ruttin~ ~troko, at the end
of wh irh the lrirtion rlu t<'h K itt brOujlht into nc tion . Durin~
the fa,.t(lr re turn t~trok!', the fr<'e -wh<'l'l <'lut<'h .J ov0r -mn11 thl'
~rear "hl't>l <:. Th!' "IH•<'I 1. i>~ u"NI for hand £t>t>dinE:.-0rtohrr
:101h, 19~ I .
MOTOR CARS AND ROAD TRAFFIC.
22:},7611.
::\0\ l'lllhl'r :!IIth, 111:!3. hti'ROVEME~TS l'-" \'\ll
tU:t \Tt, l: TO ,\Lu.-...~Til· t. t.f:M'RH' ~I H'Hl'IEH. Tlw Britt ... lo
'l'homilon. Ji nm• ton ( 'otnpony. J.imitt'd, 01 C'rown Hou~···
\ld"y<·h. London, \\'.<.:. :!, Arthur Primrose Younfl. n£
Do' Pdalt•. Kl'lnih• ort h, and Arthur G~orp:<> Hnli>~bury. n£
Amhlcsidt•, Windy Arhour, K<>ni h• orth.
Thi11 ~<pc><'iCi!'n ti on dt'>4<·rib<'8 n <'Omhinl'ld p:enMoting mo<"hinl'
and ma~noto. Tho ijrnition unit <·omprisefl u ('oro momh<'r .\ ,
<'&rryin~ the primauy nnc\ ;o~<'o ncl11ry windinp:><, llnd 1\ puir o£
lt\minnted pnll' pi<'<'<'• B. mount I'd on n hn~o C'. '1'1)(1 j:!l'llrrot iug
NI! 22 3 ,7 60
JUNIOR INSTITUTION OP ENOINEEJI8: NORTB·W .CSTEJLN
the ~lec trodos or a. thormionic valve constant, both
during tho oxhau11ting prorefl~ and in the event of t he tube b~m,~t SEOTION. -Demonstration Hall of Patb6 F r6res, 16, Deansga te,
t'Ubjected to "'brat ion. The t>lectrodos are oecured in the destred 1\l anchester. Lecture, illustrated by film, " Fire Fighting,
po;~iti on b~ mruns of wirt>'<, "hich are attached to t_he_frce onds Ancient and Modern," by l'llr. 0. E . Taylor . 7.15 p .ro.
of tho cl('ctrndr K and aro embedded in a gla<~;~ or Stmtlar bend ,
whic h i;o ind<.'pendont of and is free to move relatively to thr
TUF.SDA Y, DECE:\l B ER 16Tu.
container. The eon><tru <' tion "ill r<>adily be under.. tood from tlw
a<'<'Ompon\tlljt drn" in~. Tlw anod<1 A, grit! B , a nd filament ('
I LL! 'JI" \TI'O lo:'IGI~Y.~RI"-G HOC'Jt;T\',-Th<' Llj:!htinj:! i'll'n·ic•l'
arc nil ~upportNI in thl' ~trm D hy ha, in~ thl'ir INHiing-in "irr~ Bureau, I r,, Savoy-l!trrl't, Ktrond, London, " '.t. 2. Fu rl h<'r
pnrtic·ulnr11 nnd d t'mon-.t rnt ion11 of rccpnt odvan<'<'"~ 111 t•IN·trw
lnmp>~ nnd lighting uppliam·r~. i p.m.
l NSTITUT£ 011' ~!ARI"ie ENGINEERS.- 5-88, The Minorio~.
T owor-hill, J,ondon, E. I. " Develor,ment of Steam and of Oil
l~ngine Machinory for Propu lsion, ' by Mr. E. G. W a rnl'.
E
6.30 p .m.
TNSTITUTt 0'1 o.,. A l'TO,H> 01 Lt> EN m NI':ERS : CovE NTH Y ('t: ~Tn w
--Broadi(Ul<l ('a£(•, CO\•<'ntry. PopM, " The l\laintenanc•(l n£
('ornonrr<·in l \ 't> hi <' lt' f'll'rt>~,' 1 hy )fojor 1~. G. Beoumont. i. t.i
p.lll.
l i'>oSTI'rllTION 011' (' avn. 1-:'IOTNEI:IlS.-Cr<.'at C:oorp:l'·;.trrct ·
\\'c~<LminMt M, London, H. W . I. Puper. " R <'port on tho i\l('o'lnrc•.
mont. o r th<' ProH~urt:' or tho \\'intl on Htnwture~:~," hy D r. '1'. E.
Htunlon. 0 p.m.
J 'ISTJTUTION OF F:NOINEERS ANO StHPBUIT.DERS IN ROOTJ, \ '11>,
- Hankino H all, El mbunk-eroscont, Glasg0\\1', PapM. " Thn
rntornal <.:ombuslion Locomotive," by Mr. James Dunlop.
7.30 p.m .
tiont~hipa·ol
W E DNE DAY, DECEMB ER liTB .
•\ s oc1 \TJON
II •
,,.
' \\
• t ''
\
\
"
.'' ---------- - ' ' ---- - - -
\ \
\
:<eolr d therein. Tho ontl11 of the l'lel'trodes remote from the stem
D havo wires F.. F and (: attaehl'd to tho anodo, filament and
~trid re:lpectively, t hose" ircs being embedded at their free c ndt1
in i\ ~llll:!S hood H . Th iH head conRtroins the electrodes to keep
theil· deMircd relative po>~itions in the event of the tube being
Mubject.cd to vibrotion, and thus eli minates microphone effect:.
in tho volvo. The devi ce furthermore presents the advantage
that the electrode~:~ moy be a~semhl od together before boing
><on lod into the co ntnintw. nnd this efTeet>~ considerable simplifi<'ll·
unit. comprises t\ lu minuted urmaturo core D and a pair or lion in t ht> monufocturing proco~:~~:~e~.-Orto/1tr 17111 , 1924.
lamjnated p ole pioces E, which are socurod by screws or other
means to the pole pieces D. T wo ~ermanen t magnets G H are
clamped t o tho p ole pieces K
Non -mup:notic material J( i ~
provided between the por munont magnet H and the pole pieces
B. With this arrangement a por tion of t ho flux from the per.
manent magnet~:~ G and H of the generator unit is diverted by the
pole pieces B through the eore member A o£ t he igni tion unit.
a nd tnus both the ~t<>noratinp: unit and the ignition unit d<>ri ve
their flux from th<> some pair of map:net~. the paths of th:'l
mn~nrtic flux ~i n~t B"lflhown in the druwing.-Oclobtr 30th, 19:?4.
Surttoriu of l ?Wtitution8, Socieliu, &-c., duirotU of luJifing
noticu of meeling8 i?Werled in thw column, a re requuUd to note
that, in order to make .n~re of iu i?Wertion, tM necu8ary inf0T'1110lion
•
LIGHTING AND HEATING.
8Muld rt.ach thw oJ!fce on, or before, the moming of the Wednuday
of the week prutding the muting8. In all ca8U the Tnm and
22:J.693. Augu!lt 16th, 1923.-J liJPROVEMESTs 1~ HEATJ~o PLACE at which the meeting u to be held 8Muld be ckarly Btat«i.
~J..E31E:STS FOR TUERMALLY ACTll'O ELECTRIC P ROTECTIVE
DEVICEs. Siemens Brothers and Co., Limited, of Cnxton
TO-DAY.
H ouse, Tothill -~:<treet, . W. I , and Ch ristian Rasmu!l Riber,
of San Remo, 93A, Belmont-hill, LewiRham, .E. 13.
I NSTITUTE 011' l\IETALS : S WANSEA LOOAL SEOTION.-l\'letat.
Tho heating element it~ orran~ted so that when an electrir
rurrent above n cortoin vah•<> Rows in the heatin~t element, o lurgical D epartment, Univel'8ity College, Singleton Park,
part of the heat gellorated iR lt ont~ferred to an cosily fusible Swansea. Dtscussion on " The Design of Furnaces for Annealing
metal or alloy. which m<'lti! and allows a relati\•e movement and H eat Treatment.," to be opened by Mr. T . Hill. 7. 15 p.m.
botweon two members which wore formally fixed rigid by tho
lNSTITUTION Oil' AgiiO'IAUTICAJ.. ENOINB£RS.- Lccture H all,
fu!!ible mlltal or olloy. ln the drawing, A is a brass pin, to which King:<woy Holl. l' ing11way, London, \V.C. 2. Lceture. "Note!'
l be Mleeve B is sweated by moalll! or a •·eadily fusible al loy or motnl. on ' eaplnno Dol!ign," by C'ommander J. H 1msoker. ll.:lO p.m.
T he wire or tho heating clom!'nt C is wound on the Hleevo in th o
l NSTI'l'UTIO~ Ob' PnooUM'ION I<;N01NE£Rs.-1'he l!:ngineers'
~ roovr>< 0 1 thread formed by tho <>xten>~ion ribR, os shown, ono
<'nd of thl' wir<' h<'inr: otlnchNI to th<' ><IC'O\'!\ and th<" other ('nd C'lub, Covontry-Htroct, London. W . l. Pnper, " Hea\'y Mac-hine
T ools," by i\11'. C. D. Antlrow. i .30 p.m.
.JUNlOR INSTITUTION Of ENOINEl:llS.-39, Victoria-street,
London , S. W. I. Paper, " Flujd Transmission- Gears," by Mr.
N9 22 3,693
H. G. B only. 7.30 p.rn.
•
PuvstC'H., OC'tt:TY OF Lo:<oo:<.- Tmp<'riel College of Seicnco.
South K<'n>lin~tton. London, S.W. 7. P npers: "~tunoricnl
\ ' nlul' .. or ('hNniro l ('on .. tant, nncl FJ'('CjUl'nCi('q of the Elcmont'l,"
hy ('uptain .\ . C. I':JZerton ; " 'l'ho Stmsibility of Ci.rculor D in.
ploruJlon" for tloe R~eeption of Sound>~ in Water." by Mr .}. H.
l'owt•ll : ".\ D•rcct-reading Frequcll<')' Meter of Lon,~t Range.'
h~ \lr. ;;.. C'omphcll ; . n cl l'lltlon~<tration of the frequency meter
'"11 b<.' ~"·en hy i'\ l r. \\ . H . Lnwe,., of the Camhridge Ini!trument
F
Compan~··
5 p .u•.
\\'EST BRO\JWI<'II E~OINI:F.RDIO , OCIETY.-T echnieal , chool,
\\'oqt Bromwich. Po1>er , " Li,~ththon!'e Engmeerin,~t : :\{arinl'
Fn,a l"i~tnnl-.'' h) ;'\l r. \\'.F. A. R iehl'y. 7.30 p.111.
c
-
Forthcoming Engagements.
• ATURDA Y , D ECEMBER l 3Tu.
l NSTITUTE OF BtUTISH FOUNOR\'AIEN : l.ANOASBUU: BRANCH.
J UN IOR SEM'ION.-.College of T edmology, lllanchester . Paper,
" T ho Vnluo of Toehnical Information in F oundry W ork," by
i\1 r . .F. W . R owo. 7 p .m.
I NSTITUTION 011' CIVIL ENOISEERS.-Students' visit. to the
Rosoarch T,oborntorios of tho Gonornl Eloctric Company, Limited,
Wembley.
~ORTII
OP t::'I(II.A'II) I '1!1TIT11T~: O'Jl' ~flNI 0 ANO l\JJ,C'IIANIC'AL
F.s-utNk:~:ns. - :llowct'~' IP-upon-Tynt:'.
PoperR: " The Ch oi<'<'
of au Efliricnt Vo1n Ot' \'entilotor for n Mine,' b~· ;'l lr..To~<eph
P arkor: "The ,\ pplirntion of .\ it• Rrr(IWR t o ~ l ino Ventilation,"
by ~ l r. F ..\ . Htent·t : "A11 Elo.perim<'ntnl Htucly of Fon Evosoet~ "
~eing brought throu~th o. longi tudinnl groove in th(' rylindrico l hy Profrq"nr H cn•y Hri~t~~ nn<l ~lr. .fnm~>< ~- \\'illit,lllst);l.
insulating ca~in~t C and attMhed to a molal wn ..twr D. 'l h<' 2.:lll f>.lll.
t~pri ngs E and .F mnmtnin a p ros~u ro tend ing to <'1\u::<e th<" t<lee,·e
to sli p inwardly ovor tho pin. When tho fusible alloy or metal
MONDAY, DECEMBER 15TH.
H is melted. m ot ion occun~, and the pin A then operates
BnAorono E'IO t 'fE&RINO SOCIETY.- TO<·hnicnl College, IlraJ·
eontnctt~ to removo tho apparatus from the rireuit in whjch
tho dangerously high currt'nt. is flowing. The enlarged view ford. Leeture, •· W ntrr Purifi<"ntion, with special referenee to
shows a deep 11ingle thread in tho sleeve, nnd insulated wire laid Boiler .Feed," h) i\lr. H. \\'. Coulson . i .30 p.m.
therein . I t will be understood thnt the thread may be of any
l'IST!Tl'TI O~ 0~' At' TOMODIT£ ENOI~EERS: HCOTTISU CENTRE.
required crodR·!OOCtion, and that insulation may be applied to the - Royal Tochntcal Collejtc. Otu~gow. Paper, •· T he Elertric
instde of the ~oove~ B , bore wire may then be used as the element. R oncl \'ehirle," hy )fr. D. E. flntty. i.30 p.m.
To obtain n non-induc ti ve winding with a toingle layer, a two.
hSTITl'TIO~ OF CIVIL ENOI"-t; ERS: ~F.WC'ASTt.J::.UPO'I·TYN£
start thread might be provided, or a toingle thread of :;uffieiently
Paper,
lar,~to cro">~ Ae<'tion t o accommodate two 11trand 'l or the wire ~ .. '>0~1\TlO~ .- Neville H oil. ~ew<"o~tlo-upon· T yne.
:\loon Dramuge of the Hooton ond Walker D istrictR of ~e".
may ht" provided, the 11inp:le thr<.'nd holdin,~t both hol\'<'• <) I th<'
c·o•tlt'·\tpon-Tyne.'' by :\fr. P . (:. Potti~<on. 7.30 p.m.
non-indu<"ti\'<' \dnding.-Octobtr 30111, 1924 .
. lNS~ITUTION
011' ELECTRICAL ENOYNEERs.-savoy-plo.ce,
Vtctorta Embankment, London, W .C. 2. Extra informal meetMISCBLLANEOUS.
ing t..o discuss the new Wiring R egulations of the I nstitution.
7 p.m.
223,30 l. July I ith, 1923.-l\lPROV~~MENT!I IN ANO REI.ATI~G
/NST~UTION 01!' MEOHANIOAL ENOINEERS.-Storey's.gate.
TO T111m~110~ 10 D ISC'II ARO E TunEs. Thr British Thom<~on. ~~ estmmster, London, S.W . I. Oradua~s' Section meeting,
Hou11ton Company, Limited. of Orou·1~ fi iJU8t, .1/rlu·ych.
Some Aspec ts of W orks Management, wtth a View to Cutting
Thr ohj<'<'t of t hit~ inv<'nt ion iM to kN.'P the cl<'!>jr('d <~pur<' r<~lo. Costs of Production, ' by Mr. E. G. Davies. 7 p.m.
or E~c i .,.E£RI~G
A~ o :Stut>BtlLDI~c
DRAUGnT....
\J£S:
B tRMJNOUAM AREA.-Queon's College, Paradisc-l!troot.
nir minghom. Lecture-, "The D esign or High-speed Alternat ing.
<'urrent Generator:~," hy ) fr. \\'. • hnrp. 7.30 p.m.
lsSTITUTro:.. OF .\UTOMOBIL E E~OISEF.ns.-Chamber of
Coulmore<'. :-l'ew-~:~trr<.'t, Binninghsm. Birmingham jlraduat(IR'
meeting. PRper. " Dovelopmc>nt and Possibiliti<'R of )lulh·
<·ylinder 1'wo-•troke Engine~,'' by ~l r. H.\\'. B en t. i.30 p.m .
I NSTITUTIOl< Of' .\ l1TO \J OBILE E NOISEJ':RS: \\'OLVER UAMPTO"
CENTRE.-Tho Engineeri!' C'luh, Queen.qtreet, \\'olverhampton.
P aper, " The Tyro as Part. of the Rusponsion , yst<"m," hy ;'\lr.
.\ . H enley. 7.30 p.m.
INSTITUTION OF Ctvu. E'ICliN~;ens.-Grent George·&treet,
We11tmin~ter, London, 1-\.\\'. I.
tudents' meeting. P aper,
" 1\Iangnh!lo H ) dro-electrie Pow<'r Station."_ by Mr. H . (.',
Reovcs. 6 p.m.
I NSTITUTION OF 1\iEOUANIOAL ENO.INEERS.-Graduatos' visi t
to Fry's Metal Foundry, Blaok!riars, S.E.
N.t:WCOMEN SooiETY.-Prince Henry's Room, 17, Fleet.·
street, L ondon, E.C. 4 . Paper, " The Development. of the
Cylinder Boring Me.ohino,'' by Mr. E. A. Forward. 6.30 p.m.
RovAL 1\IETEOROLOO IOAL SociET\'.-49, Cromwell-road ,, outh
Kensington, London, S. W . 7. Papers : "The Problem of \\'arm
P olar Climates,'' hy 1\Ir. C. E. P . Brooks ; and " Winds and
Temp<"rature in a Dry Atmosphere,' by ir Xapier Shaw.
:; p.m.
R AOJO OOI.ETY 011' GRE AT B RITAIN.-I nstit.ution of Electrical
l!:ngineers, Savoy-plnce, L ondon , W .C. 2.
Annual general
meeting. Lecture, " Photo-electrics,' ' by Mr. C. F. Elw<>ll.
6 p .m.
T H UR DAY, D ECEMBER. 18TH.
l~STlTlJTIO~
OF .\CTOMODILE ENGINEER .-Training 'chool
of \'auxhnll l\Iotor~. Li mited. Luton. Luton graduates' meeting.
P up ('r, ·• Th(' Prineipl('-1 of Eeonomiesl Produrtion,'' hy )fr. 1·:.
C'hatterton. i .30 p.m.
l NSTITCTIO:< Ol' (;rvtL ENGJN~;~::ns : BrRMniGI:UM ...\" o
DISTRICT ASSOCIATION.-Chambor of Commerce. New·slNN.
Birmingham. Paper, "Contract Arrangements for Lnyin~t
Reinfor<"od Concreto F oundations in Tilbury H ousing :=:ichome.''
h~· i\f r. A. Muir White.
6 p.m.
I NSTITUTION 01' EI.ECTRIC'AL E NOINEERS.-Sil\'Oy·place.
Victoria Elnbonkmont, London, W. C. 2. " poeding up thcTelograph!l: A Fo re<"o:~t of the New Telegraphy," by Mr. Donakl
,
MmTay. 6 p.m.
I NSTtTOTJON 011' MECHANICAL ENGI~EERS.- Connau~hh
Rooms, Groat Queen-street, London, W .C. 2.
l nstitutton
dinner . 6.46 for 7. 15 p .m .
F RlDA Y, DECEMBER 19Tu .
I NSTITUTION Otr AUTOMOBIT.F: ENOfN££RS.- Watergato H ouse,
Adelphi, Lond on. W .C. 2. London Graduates' meeting. Paper,
" Tooth Gear ing ." by Mr. H . E. Merritt.. 7.30 p.m.
l'ISTITUTION OF LOCOMOTIVE Esot:->Et:RS.-'fhc En~tirtl'l'o<
C'lnb, Cov('ntry-strO<"t, London, \V. I. Paper. " Loromo t i' <'
\ 't\lvo.. and Vah•e GNH•,'' by ) fr. ,f. W . Baldo::-k. 7 p.m.
I NSTITUTION 0 11' 1\I.t:COANIOAL ENOJNEERs.-storcy's·gatc,
Westminster, London, S.W . I. • ocond R eport of the W ire
Ropes Research Committee. 6 p.m.
JUNIOR I NSTITUTION 011' ENGQIEERS.-39, Victoria-strct't,
Wostminster, London, S. \ V. I. Lecture, " Aircraft. in Japan,
Preceded by a Few Experiences of the King's Cup Race, 1924."
by Colonel the Master of Sempill. 7. 30 p.ro.
NORTII·E\ST COA'IT r STlTUTION OF ENon:~: F:ns .\.NO Hllll'·
DIHJ.IH:ns.- Bol he<' Ho 11, • <'wcaq tlo-upon-Tyne. " Thl'ory of
Lon~titudinul B 'nding or Hhip,..," by :\fr. .J. Lorkwood Toylot·.
i.3n p.m.
SAT UHDAY, DRCEMBER 20Tu.
I NSTITUTION 0 11' AUTOMOlJ1LE ENO lNEERS.-T.ondon GI'IM.IllaLoR'
vit~i t to tho works of J. A. Prestwirh and Co., Limited, Northnm·
horlo.nd Park, Tottenham. 2.30 p.m.
l SSTI'r UT ION OF C' tVlf, ENOtNEf:llS.-Rtudcnt:~' visit t o th<'
London Station of the l:lritillh Broodro,;ting Compnn~·. 6.1;; p.m.
TllESDA Y,
DEC'E~lBER
2:lno.
l~ST1Tl'TI0'
OF .\ UTOMOBJI.E P.~UI~~: t:RS. -Hoeiety of ~lotor
~!onufl\('turoril and Trnd<"r.... 3. Pull :.fall, London, S.W. I.
Informal meeting. D€1mon<~trallon and diHr n~ion on ".\nti·
dazzle Do\'ic<'s." · 6.30 p.m.
ExmBITI O~
OF Sctt:NTtFIC APPAnATL' s.- The anm1al cxhibi·
tion of o;cientific· npparotu~ or~an ised by the Phy ... icnl , or icty
of London und tho Optical Hociety i~ to be held on \\'ednt>,dn~·
and Th ur~dny .. Jl\nuary 7th and th. 1925, at the lmpcriol
Collc~te of 1-\cienc(l ond Tcrhnolofly, I mper ial Institute-ro11cl.
Houth K<>n>~ington, and will bo opl'n in the afternoon (from 3 to
6 p.m.) and in the ovenin~ (from 7 to 10 p.1n.). :\fr. F. Twytnan.
l!'.H . . , "ill ~ivo a locturo on " omo Experi ments with Inter.
ferometer11" at 1 p.m. on ,Jnn uory 7th and at p.m. on January
8th. )lr. C. F . Blwell, B.A., ;'11.J.E.R, will give a lecture on
" T nlking Motion Picturl'>~" at
p.m. on .January ith on1l nt,
4 p.m. on .Jonuory th. ThC'RO lecture>< will io1clude dNnons trutionR.